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Document N°
189G0290X002
Registration Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AGUSTAWESTLAND S.p.A.
CUSTOMER SUPPORT & SERVICES - ITALY
Product Support Engineering Department
Via Del Gregge, 100
21015 Lonate Pozzolo (VA) - Italia
Tel.: 0039-0331664845 - Fax.: 0039-0331664684
e-mail: gestpubs@agustawestland.com
TABLE OF CONTENTS
Page
RECORD OF REVISIONS ...................................................................................... A-1
RECORD OF EFFECTIVE PAGES ........................................................................ B-1
INTRODUCTION....................................................................................................... I-1
Section
LIMITATIONS ............................................................................................................. 1
PROCEDURES ........................................................................................................... 2
EMERGENCY AND MALFUNCTION PROCEDURES............................................... 3
PERFORMANCE DATA ............................................................................................. 4
OPTIONAL EQUIPMENT SUPPLEMENTS ............................................................... 5
Section
WEIGHT AND BALANCE........................................................................................... 6
SYSTEM DESCRIPTION ............................................................................................ 7
HANDLING, SERVICING AND MAINTENANCE ....................................................... 8
SUPPLEMENTAL PERFORMANCE INFORMATION ............................................... 9
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title Page, A-1, B-1 , B-2, 1-2, 1-10, EASA Approval
1-82, 1-84, 2A-38, 2B-20, 2B-22, 3- N° 10050077
4, 3-12, 3-21, 3-22, 3-42, 3-63, 3-64, dated 31 July 2014
3-68 thru 3-73, 3-75, 4-10, 4-11, 4-33,
4-35, 4-82, 5-2, 5-4.
Added Supplement 2.
2 Page 1-1, 1-9, 1-10, 1-14 thru 1-21, 1- EASA Approvals
30, 1-32, 1-36, 1-43, 1-45, 1-47 thru 1- N° 10051720,
50, 1-54, 1-59, 1-66, 2A-4, 2A-7, 2A- 10051717, 10051718,
8, 2A-11 thru 2A-14, 2A-16 thru 2A- 10051725, dated
29, 2A-32, 2A-34 thru 2A-36, 2A-40, 18 December 2014
2A-43, 2A-46, 2A-49 thru 2A-55, 2A-
57, 2A-58, 2A-60, 2B-1, 2B-2, 2B-4
thru 2B-11, 2B-13 thru 2B-19, 2B-22,
2B-23, 3-1, 3-9 thru 3-11,3-13 thru 3-
18, 3-27, 03-28, 3-30 thru 3-38, 3-41,
3-42, 3-44, 3-45, 3-47, 3-48, 3-56, 3-
64, 3-67 thru 3-77, 3-80, 3-86, 3-89
thru 3-95, 3-97 thru 3-101, 3-104, 3-
105, 3-112, 3-116, 3-119, 3-122 thru
3-125, 3-134, 3-136, 3-138, 3-140, 3-
143, 3-160, 3-161, 3-163, 3-165 thru
3-170, 3-173 thru 3-178, 3-180 thru 3-
185, 3-187, 3-190 thru 3-192, 3-194,
3-202 thru 3-204, 3-206 thru 3-208, 3-
210, 3-212 thru 3-214, 3-217, 3-219,
3-226, 4-34, 4-63, 4-68, 4-73, 4-78
thru 4-228.
Added page 3-227, 3-228, 4-35A, 4-
35B, 4-82A and 4-82B.
Changed Supplement 1, Supplement
2, Supplement 3, Supplement 4,
Supplement 6, Supplement 7,
Supplement 8, Supplement 9,
Supplement 10, Supplement 11.
Added Supplement 24.
REVISION
SUBJECT APPROVAL
No.
2 Added Supplement 25. EASA Approval
N° 10051714 dated 18
December 2014
Added Supplement 17. EASA Approval
N° 10051719 dated 18
December 2014
Added Supplement 28. EASA Approval
N° 10051722 dated 18
December 2014
Added Supplement 18. EASA Approval
N° 10051723 dated 18
December 2014
Added Supplement 19. EASA Approval
N° 10051724 dated 18
December 2014
Added Supplement 23. EASA Approval
N° 10051741 dated 19
December 2014
Added Supplement 26. EASA Approval
N° 10051744 dated 19
December 2014
Changed Supplement 6. EASA Approval
N° 10051742 dated 19
December 2014
Added Supplement 16. EASA Approval
N° 10051750 dated 22
December 2014
Added Supplement 5. EASA Approval
N° 10051751 dated 22
December 2014
Added Supplement 22. EASA Approval
N° 10051759 dated 22
December 2014
Added Supplement 21. EASA Approval
N° 10051761 dated 22
December 2014
REVISION
SUBJECT APPROVAL
No.
3 Title Page, B-1 thru B-6, 1-ii, 1-34, 1- EASA Approvals
35, 1-50, 2-i, 2-ii, 2A-13, 2A-16 thru N° 10052432,
2A-35, 2B-1, 2B-2, 2B-4, 2B-10, 10052433 and
2B-15, 2B-16, 3-94, 3-95, 5-i, 5-ii, 5-2, 10052437
5-2A, 5-2B, 5-4, 5-4A, 5-4B, 5-5 thru dated 26 February 2015
5-12, Supplement 6, Supplement 8,
Supplement 9, Supplement 10,
Supplement 15 and Supplement 24.
Added page A-3, A-4.
Added Supplement 20. EASA Approvals
N° 10052433 and
10052434
dated 26 February 2015
4 Title Page, A-3, B-1 thru B-6, 1-iii, 1-7, EASA Approvals
1-49, 1-50, 1-51, 2A-26, 3-94, 3-100, N° 10053250, 10053252,
3-112, 4-ii, 4-27, 4-28, 4-55, 5-2A, 10053253 and 10053254
5-2B, 5-4A, 5-4B, Supplement 3, dated 7 May 2015 and
Supplement 5, Supplement 6, EASA Approval
Supplement 16, Supplement 18, N° 10053233
Supplement 19, Supplement 21, dated 6 May 2015
Suplement 22, Supplement 25,
Supplement 26.
Added pages 1-87 and 1-88.
4-35 1 Supplement 3
(Refer to the applicable
4-35A and 4-35B 2 List of Effective Pages)
4-36 thru 4-54 0 Supplement 4
4-55 4 (Refer to the applicable
List of Effective Pages)
4-56 thru 4-62 0
Supplement 5
4-63 2 (Refer to the applicable
4-64 thru 4-67 0 List of Effective Pages)
4-68 2 Supplement 6
(Refer to the applicable
4-69 thru 4-72 0 List of Effective Pages)
4-73 2 Supplement 7
4-74 thru 4-77 0 (Refer to the applicable
List of Effective Pages)
4-78 2
Supplement 8 Supplement 21
(Refer to the applicable (Refer to the applicable
List of Effective Pages) List of Effective Pages)
Supplement 9 Supplement 22
(Refer to the applicable (Refer to the applicable
List of Effective Pages) List of Effective Pages)
Supplement 10 Supplement 23
(Refer to the applicable (Refer to the applicable
List of Effective Pages) List of Effective Pages)
Supplement 11 Supplement 24
(Refer to the applicable (Refer to the applicable
List of Effective Pages) List of Effective Pages)
Supplement 12 Supplement 25
(Refer to the applicable (Refer to the applicable
List of Effective Pages) List of Effective Pages)
Supplement 13 Supplement 26
(Refer to the applicable (Refer to the applicable
List of Effective Pages) List of Effective Pages)
Supplement 14 Supplement 28
(Refer to the applicable (Refer to the applicable
List of Effective Pages) List of Effective Pages)
Supplement 15 PART II - MANUFACTURER’S DATA
(Refer to the applicable
List of Effective Pages) 6-i and 6-ii 2
Supplement 16 6-1 0
(Refer to the applicable 6-2 and 6-3 2
List of Effective Pages)
6-4 thru 6-7 0
Supplement 17
(Refer to the applicable 6-8 2
List of Effective Pages) 6-9 and 6-10 4
Supplement 18 6-11 thru 6-35 2
(Refer to the applicable
List of Effective Pages) 6-36 4
INTRODUCTION
GENERAL
It is the responsibility of the flight crew to be familiar with the contents of this
manual.
REVISIONS (RE-ISSUES)
This manual is subject to revisions (re-issues) which will be automatically dis-
tributed to all holders of the manual. It is the responsibility of the operator to
assure that the revisions (re-issues) are incorporated into the manual upon
receipt.
At the beginning of the manual there is the ”Record of Revision” table that
shows all pages of the manual which have been revised as well as number,
subject and approval reference of each revision.
REVISION SYMBOL
Revised text is indicated by a black vertical line on the outer margin of the
page, adjacent to the affected text and the revision number is printed in the
lower inner margin. The revision symbol identifies the addition of new informa-
tion, a change of procedure, the correction of an error, or a rewording of the
previous information.
TEMPORARY REVISIONS
Temporary Revisions are issued when immediate data is to be included in the
manual. The Temporary Revision data can add to or cancel the initial data in
the manual. They are numbered progressively for each section of the manual
and are printed on blue paper. Temporary Revision pages are not written in
the ”Record of Effective Pages”. A complete list of active and inactive Tem-
porary Revisions is written in the ”Record of Temporary Revisions” page.
TERMINOLOGY
WARNING
An operating procedure, practice, etc., which, if not correctly fol-
lowed, could result in personal injury or loss of life.
CAUTION
An operating procedure, practice, etc., which, if not strictly
observed, could result in damage to, or destruction of, equip-
ment.
Note
An operating procedure, condition, etc., which is essential to
highlight.
DEFINITIONS
The level of alertness required by the pilots is a function of the flight regime.
The following definitions are used in the manual:
Fly Attentive - Pilot to maintain close control of the flight path using hands/
feet on when required.
Fly Manually - Pilot to control directly the flight path using hands/feet on.
QFE - Atmospheric pressure at aerodrome elevation (or runway threshold).
QNH - Altimeter subscale setting to obtain elevation when on the ground.
ABBREVIATIONS
The use of capital letters in the text, apart from normal grammatical usage,
indicates the actual wording of marking of indicators, controls or control posi-
tions on the helicopter.
Abbreviations and acronyms used throughout this RFM are defined as follows:
— A/F : Airframe
— AG : Accessory Gearbox
— AP : AutoPilot
— BL : Buttock Line
— CAT : Category
— CG : Center of Gravity
— CLTV : Collective
— CS : Centistoke
— CW : Clock Wise
— DG : Directional Gyro
— DH : Decision Height
— DR : Deak Reckoning
— ENG : ENGine
— EXT : External
— FD : Flight Director
— FWD : Forward
— GA : Go-Around
— GC : Guidance Controller
— GI : Ground Idle
— GS : GroundSpeed
— G/S : GroundSpeed
— GS : Glide Slope
— GW : Gross Weight
— Hd : Density altitude
— HF : High Frequency
— Hp : Pressure altitude
— HTR : HeaTeR
— IR : Infrared
— Kts : Knots
— LAT : Lateral
— LH : Left Hand
— LOC : Localizer
— LONG : Longitudinal
— MEC : MEChanical
— MFR : Manufacturer
— NAV : NAVigation
— NR : Rotor speed
— OR : Operational Range
— PAX : Passengers
— PF : Pilot Flying
— PI : Power Index
— PWR : Power
— RA : Radio Altimeter
— RH : Right Hand
— SNSR : SeNSoR
— STA : Station
— STBY : STandBY
— TA : Terrain Awareness
— TBD : To Be Defined
— TRU : TRUe
— VS : Vertical Speed
— W.A.T. : Weight/Altitude/Temperature
— WGT : Weight
— WX : Weather radar
— Xfer : Transfer
— XPDR : Trasponder
8853
105.0 Ø2900
5160
4006
3972
3024
515
4790
13900
14600
2550
Ø 14
600
3000
DIMENSIONS IN MILLIMETERS 4000
ICN-89-A-157000-A-00001-02249-A-001-01
Figure I-1 Helicopter - Three Views
1420
900
1710 570
DIMENSIONS IN MILLIMETERS
ICN-89-A-157000-G-A0126-04130-A-001-01
SECTION 1
LIMITATIONS
TABLE OF CONTENTS
Page
BASIS OF CERTIFICATION ...................................................................................................1-1
TYPES OF OPERATION .........................................................................................................1-1
MINIMUM FLIGHT CREW.......................................................................................................1-1
NUMBER OF OCCUPANTS ...................................................................................................1-2
WEIGHT AND CENTER OF GRAVITY LIMITATIONS ...........................................................1-2
MAXIMUM WEIGHT .........................................................................................................1-2
MINIMUM WEIGHT ..........................................................................................................1-2
CENTER OF GRAVITY ....................................................................................................1-3
AIRSPEED LIMITATIONS.......................................................................................................1-8
CABIN DOOR OPEN LIMITATIONS ................................................................................1-8
GROUND SPEED LIMITATIONS............................................................................................1-8
ON PAVED SURFACES...................................................................................................1-8
ON PREPARED GRASS SURFACES..............................................................................1-8
WIND SPEED LIMITATIONS FOR ROTOR STARTING ANDSTOPPING.......................1-9
ALTITUDE LIMITATIONS .......................................................................................................1-9
AMBIENT AIR TEMPERATURE LIMITATIONS (OAT)...........................................................1-9
COLD TEMPERATURE LIMITATIONS...................................................................................1-9
ICING AND SNOW LIMITATIONS ..........................................................................................1-9
CATEGORY B OPERATION LIMITATIONS .........................................................................1-10
HEIGHT-VELOCITY LIMITATIONS ......................................................................................1-10
MANOEUVRING LIMITATIONS............................................................................................1-31
AUTOROTATION LIMITATIONS...........................................................................................1-31
SLOPE LIMITATIONS...........................................................................................................1-31
POWER PLANT (GE CT7-2E1 ENGINE) LIMITATIONS......................................................1-32
POWER INDEX INDICATOR (PI %)...............................................................................1-32
GAS GENERATOR SPEED (NG %) ..............................................................................1-33
Page
Page
LIST OF FIGURES
Figure Page
Figure 1-1 Weight and Longitudinal CG Limitations......................................................... 1-4
Figure 1-2 Weight and Lateral CG Limitations ................................................................. 1-5
Figure 1-3 Weight and Longitudinal CG Limitations (Imperial Units) ............................... 1-6
Figure 1-4 Weight and Lateral CG Limitations (Imperial Units)........................................ 1-7
Figure 1-5 Airspeed Envelope (Vne - Power ON, OEI/Power Off) ..................................1-11
Figure 1-6 Altitude and OAT Limitations......................................................................... 1-13
Figure 1-7 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing, Anti Ice OFF,
Heater OFF/ON............................................................................................. 1-14
Figure 1-8 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing,
Anti Ice OFF, Heater OFF/ON....................................................................... 1-15
Figure 1-9 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing, Anti Ice ON,
Heater OFF/ON............................................................................................. 1-16
Figure 1-10 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing,
Anti Ice ON, Heater ON/OFF ........................................................................ 1-17
Figure 1-11 CAT B W.A.T. for Rolling Take-Off, Anti Ice OFF, Heater OFF/ON ............... 1-18
Figure 1-12 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice OFF, Heater OFF/ON...... 1-19
Figure 1-13 CAT B W.A.T. for Rolling Take-Off, Anti Ice ON, Heater OFF/ON................. 1-20
Figure 1-14 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice ON, Heater OFF/ON ...... 1-21
Figure 1-15 WAT for HIGE Controllability at AEO 5min, Anti Ice OFF, Heater OFF......... 1-22
Figure 1-6 Altitude and OAT Limitations......................................................................... 1-13
Figure 1-7 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing,
Anti Ice OFF, Heater OFF/ON....................................................................... 1-14
Figure 1-8 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing,
Anti Ice OFF, Heater OFF/ON....................................................................... 1-15
Figure 1-9 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing,
Anti Ice ON, Heater OFF/ON ........................................................................ 1-16
Figure 1-10 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing,
Anti Ice ON, Heater OFF/ON ........................................................................ 1-17
Figure 1-11 CAT B W.A.T. for Rolling Take-Off, Anti Ice OFF,
Heater OFF/ON............................................................................................. 1-18
Figure 1-12 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice OFF,
Heater OFF/ON............................................................................................. 1-19
Figure 1-13 CAT B W.A.T. for Rolling Take-Off, Anti Ice ON,
Heater OFF/ON............................................................................................. 1-20
Figure 1-14 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice ON,
Heater OFF/ON............................................................................................. 1-21
Figure 1-15 WAT for HIGE Controllability at AEO 5min,
Anti Ice OFF, Heater OFF ............................................................................. 1-22
Figure 1-16 WAT Table for HIGE Controllability at AEO 5min,
Anti Ice OFF, Heater OFF ............................................................................. 1-23
Figure 1-17 WAT for HIGE Controllability AEO 5min,
Anti Ice ON, Heater OFF............................................................................... 1-24
Figure 1-18 WAT for HIGE Controllability AEO 5min,
Anti Ice ON, Heater OFF............................................................................... 1-25
Figure 1-19 WAT Table for HIGE Controllability AEO 5min, Anti Ice ON, Heater OFF .... 1-26
Figure Page
Figure 1-20 WAT for HIGE Controllability AEO 5min, Anti Ice OFF,
Heater ON......................................................................................................1-27
Figure 1-21 WAT Table for HIGE Controllability AEO 5min,
Anti Ice OFF, Heater ON................................................................................1-28
Figure 1-22 WAT for HIGE Controllability AEO 5min,
Anti Ice ON, Heater ON .................................................................................1-29
Figure 1-23 Wind/Ground/Airspeed Azimuth Envelope for Hover IGE and OGE
Controllability .................................................................................................1-30
Figure 1-24 Primary Flight Display....................................................................................1-52
Figure 1-25 Multifunction Flight Display (Pwr Plant Page)................................................1-53
Figure 1-26 Power Plant Synoptic Page
(All information messages displayed) ............................................................1-54
Figure 1-27 Rotor Speed & Power Turbine Speed NR/NF (Power ON) ...........................1-55
Figure 1-28 Rotor Speed & Power Turbine Speed NR/NF (OEI)......................................1-56
Figure 1-29 Rotor Speed (Power OFF).............................................................................1-57
Figure 1-30 Vne Limit Indication (Power On, OEI/Power Off)...........................................1-58
Figure 1-31 Power Index Indicator AEO ...........................................................................1-59
Figure 1-32 Power Index Indicator (OEI) ..........................................................................1-60
Figure 1-33 Example of Power Index Display ...................................................................1-61
Figure 1-34 Gas Generator Speed (AEO).........................................................................1-62
Figure 1-35 Gas Generator Speed (OEI) ..........................................................................1-63
Figure 1-36 Inlet Turbine Temperature (AEO)...................................................................1-64
Figure 1-37 Inlet Turbine Temperature (OEI) ....................................................................1-65
Figure 1-38 Inlet Turbine Temperature (START)...............................................................1-66
Figure 1-39 Torque (AEO Airspeed Less than 90 KIAS)...................................................1-67
Figure 1-40 Torque (AEO Airspeed Greater than 90 KIAS) ..............................................1-68
Figure 1-41 Torque (OEI) ..................................................................................................1-69
Figure 1-42 Engine Oil Pressure.......................................................................................1-70
Figure 1-43 Engine Oil Temperature.................................................................................1-71
Figure 1-44 Main Gearbox Pressure.................................................................................1-72
Figure 1-45 Main Gearbox Temperature...........................................................................1-73
Figure 1-46 Intermediate Gearbox Temperature...............................................................1-74
Figure 1-47 Tail Gearbox Temperature .............................................................................1-75
Figure 1-48 Engine Fuel Pressure ....................................................................................1-76
Figure 1-49 APU Fuel Pressure
(Only displayed when APU selected ON) ......................................................1-77
Figure 1-50 Hydraulic System Pressure ...........................................................................1-78
Figure 1-51 Hydraulic System Temperature......................................................................1-79
Figure 1-52 DC TRU Load ................................................................................................1-80
Figure 1-53 AC Generator Load........................................................................................1-81
Figure 1-54 APU AC Generator TRU Load
(Only displayed when APU Ready) ...............................................................1-82
Figure 1-55 APU AC Generator Load
(Only displayed when APU Ready) ...............................................................1-83
SECTION 1
LIMITATIONS
BASIS OF CERTIFICATION
This helicopter is certified by European Aviation Safety Agency (EASA) in
accordance with CS 29 for Large Rotorcraft Category A and B.
TYPES OF OPERATION
The rotorcraft is certified in Category A and B and is eligible for the following
kinds of operation when the appropriate instruments and equipment required
by the airworthines and/or operating rules are installed and approved and are
operable in condition:
— IFR
NUMBER OF OCCUPANTS
The total number of occupants, including the crew, shall not exceed:
— After any configuration change the new empty weight and C of G position
must be determined and entered into Section 6 to ensure C of G limits are
not exceeded.
MAXIMUM WEIGHT
Maximum gross weight for towing or taxi............................................. 8350 kg
Maximum gross weight for CAT B take-off/landing.............................. 8300 kg
Refer to CAT B WAT Limits charts for HIGE
Take-Off/Landing with zero crosswind: ...................... Figure 1-7 to Figure 1-10
Refer to CAT B WAT Limits charts for Rolling
Take-Off with zero crosswind....................................Figure 1-11 to Figure 1-14
Maximum gross weight for CAT B Take-Off/
Landing with crosswind refer HIGE
Controllability ........................................................... Figure 1-15 to Figure 1-22
Maximum gross weight for HIGE with Wind/Ground/
Airspeed Azimuth controllability as defined
in Figure 1-23 .......................................................... Figure 1-15 to Figure 1-22
MINIMUM WEIGHT
Minimum flight/rotor running gross weight .......................................... 5400 kg
Minimum flight weight for Hd less than -5000 ft................................... 6000 kg
CENTER OF GRAVITY
Longitudinal limits .....................................................Figure 1-1 and Figure 1-3
Lateral limits .............................................................Figure 1-2 and Figure 1-4
Refer to Section 6 for loading instructions.
18500
- 3.5 i n +4. 2 i n
18 30 0 l b 18 30 0 l b
18000
17500
17000
16500
16000
15500
W eight [lb]
+4.8 i n
15000 15 08 9 l b
14500 - 3.8 i n
13 35 6 l b
14000
13500
13000
12500
12000
- 1.01 i n 1.89 i n
11 90 0 l b MAST 11 90 0 l b
11500
-5 -4 -3 -2 -1 0 1 2 3 4 5
BL [in che s]
189G 1560 A001 Is s A ICN - 89 - A - 151000 - G - A01 26 - 0 000 2 - B - 02 - 1
AIRSPEED LIMITATIONS
Vne (Power ON, OEI/Power OFF) ............................................ See Figure 1-5
Maximum airspeed with TQ above 100% ............................................ 90 KIAS
Maximum airspeed in sideward or rearward flight .................. See Figure 1-23
Maximum allowable tailwind and crosswind ............................ See Figure 1-23
Maximum landing gear operating airspeed (Vlo)........................... 150 KIAS or
Vne if less
Maximum landing gear extended airspeed (Vle) ........................... 150 KIAS or
Vne if less
Minimum airspeed for flight under IFR (Vmini) .....................................50 KIAS
Maximum airspeed for IFR approach .................................................150 KIAS
Maximum airspeed with one AP failed ............................................... 110 KIAS
Maximum airspeed for operation of windscreen wipers .....................140 KIAS
Minimum airspeed in autorotation .......................................................60 KIAS
ON PAVED SURFACES
Maximum taxi speed............................................................................ 40 knots
Maximum speed for emergency landing.............................................. 60 knots
ALTITUDE LIMITATIONS
Maximum operating altitude .......................................................See Figure 1-6
Minimum operating altitude ...................................................... See Figure 1-6
Maximum take-off and landing altitude ..................................... See Figure 1-6
HEIGHT-VELOCITY LIMITATIONS
The Height-Velocity envelope has been split between the high hover condi-
tions and the Take-Off Corridor. The procedures and associated weights
defined in Section 4 guarantee that a Safe Vertical Reject or Flyaway can
always be carried out in a safe manner from a hover out of ground effect fol-
lowing a single engine failure.
A safe vertical reject can always be carried out from a HIGE condition up to
15 ft at Max Weight.
Cat B Take Off and Landing procedures and associated WAT charts, included
in this section, ensures the aircraft is within the take off corridore of the H-V
envelope.
AIRSPEED LIMITATION
OA
T=-3
C
0°
+4
5°
A
OA
C
IS
T
MI
T
LI
=-3
T
OA
0°
C
OA
T=
-40
°C
55 50 40 30 20 10 0 0 0 0 0
-1 -2 -3 -4
VNE POWER ON
VNE OEI
-1 1 3 5 7 9 110 120 130 140 150 160 170
PRESSURE ALTITUDE [ft X 1000] VNE [kIAS]
189G1560A001 Rev.C ICN-89-A-151000-G-A0126-00003-A-02-1
AW189
FLIGHT ENVELOPE
OAT - [°F]
-50-40-30-20-10 0 10 20 30 40 50 60 70 80 100 120 140
10000
3000
Minimum GW
permitted 2800
9000
for area A
6000 kg 2600
Hd (13228 lb)
8000 2400
LI
M
IT
2200
10
7000
00
0
2000
ft
Hd
LI
6000 1800
M
IT
80
MINIMUM OAT LIMIT
1600
00
5000
ft
ENVELOPE
4000 1200
1000
T LIMIT
3000
800
ISA+40°C
2000 600
400
Hd
1000
LIM
200
IT
- 50
Ar
0 0
Hd
00
ea
-74
ft
A
-200
00
ft
WEIGHT-ALTITUDE-TEMPERATURE
Cat.B HIGE Take Off/Landing
ZERO WIND (as presented in Section 2A) Eng. AI: OFF
Heater: OFF/ON
-4
0
2
6
-3
0
t
0f
-2
5
00 1.5
0
30
it 8
lim
Hd -1 0 1 0 2
4 0 0
1
3
40
MA
XO
2
AT
0.5
L
IMI
1
T
50
0 0
55
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
EASA Approved
-1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 8276 7898
-500 8300 8300 8300 8300 8300 8300 8300 8300 8300 8106 7735
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 7936 7572
500 8300 8300 8300 8300 8300 8300 8300 8300 8300 7763
1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 7592
1500 8300 8300 8300 8300 8300 8300 8300 8300 8234 7424
2000 8300 8300 8300 8300 8300 8300 8300 8300 8042 7259
2500 8300 8300 8300 8300 8300 8300 8300 8300 7853 7094
3000 8300 8300 8300 8300 8300 8300 8300 8300 7669
3500 8300 8300 8300 8300 8300 8300 8300 8218 7489
Document N°
AW189 - RFM
189G0290X002
4000 8300 8300 8300 8300 8300 8300 8249 8091 7310
Issue 1
7500 7614 7555 7490 7436 7395
8000 7481 7421 7356 7304
Figure 1-8 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing,
189G1560A001 Rev.D ICN-89-A-151000-G-A0126-00036-A-02-1
Limitations
Page 1-15
Rev. 2
Section 1
Section 1 AW189 - RFM
Limitations Document N°
189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE
Cat.B HIGE Take Off/Landing
ZERO WIND (as presented in Section 2A) Eng. AI: ON
Heater: OFF/ON
7
it
lim
-4
2
10
0
Hd
6
0
5 1.5
-3 -2 -1
0 0 0
1
3
2
0.5
0 0
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
EASA Approved
-1000 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300
2000 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8300
3000 8300 8300 8300 8300 8300 8181
3500 8300 8300 8300 8300 8300 8014
Document N°
AW189 - RFM
189G0290X002
Issue 1
7500 7435 7370 7305 7256 7213
8000 7304 7235 7170 7124
Figure 1-10 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing,
Limitations
Page 1-17
Rev. 2
Section 1
Section 1 AW189 - RFM
Limitations Document N°
189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE
Cat.B ROLLING Take Off
ZERO WIND (as presented in Section 2A) Eng. AI: OFF
Heater: OFF/ON
-2
0
7
0 ft
an
d
2
it 800
be 20
lo
6
w
Hd lim
-1 0 1
0
5 1.5
30
0
4
1
3
MA
40
XO
2
AT
0.5
LIM
1
IT
50
0 0
55
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
Figure 1-11 CAT B W.A.T. for Rolling Take-Off, Anti Ice OFF,
Heater OFF/ON
EASA Approved
-1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 8276 7898
-500 8300 8300 8300 8300 8300 8300 8300 8300 8300 8106 7735
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 7936 7572
500 8300 8300 8300 8300 8300 8300 8300 8300 8300 7763
1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 7592
1500 8300 8300 8300 8300 8300 8300 8300 8300 8234 7424
2000 8300 8300 8300 8300 8300 8300 8300 8300 8042 7259
2500 8300 8300 8300 8300 8300 8300 8300 8300 7853 7094
3000 8300 8300 8300 8300 8300 8300 8300 8300 7669
3500 8300 8300 8300 8300 8300 8300 8300 8300 7489
Document N°
AW189 - RFM
189G0290X002
4000
Heater OFF/ON
8300 8300 8300 8300 8300 8300 8300 8153 7310
Issue 1
7500 7728 7734 7698 7650 7596
8000 7596 7599 7561 7513
Figure 1-12 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice OFF,
189G1560A001 Rev.D ICN-89-A-151000-G-A0126-00038-A-02-1
Limitations
Page 1-19
Rev. 2
Section 1
Section 1 AW189 - RFM
Limitations Document N°
189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE
Cat.B ROLLING Take Off
ZERO WIND (as presented in Section 2A) Eng. AI: ON
Heater: OFF/ON
0
it
-1
lim
0a
2
10
d
nd
H
be
6
lo
w
5 1.5
1
3
2
0.5
0 0
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
Figure 1-13 CAT B W.A.T. for Rolling Take-Off, Anti Ice ON,
Heater OFF/ON
EASA Approved
-1000 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300
2000 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8300
3000 8300 8300 8300 8300 8300 8181
3500 8300 8300 8300 8300 8300 8014
Document N°
AW189 - RFM
189G0290X002
4000
Heater OFF/ON
8300 8300 8300 8300 8300 7841
Issue 1
7500 7472 7501 7487 7461 7252
8000 7345 7366 7350 7325
Figure 1-14 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice ON,
189G1560A001 Rev.D ICN-89-A-151000-G-A0126-00039-A-02-1
Limitations
Page 1-21
Rev. 2
Section 1
Section 1 AW189 - RFM
Limitations Document N°
189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HIGE CONTROLLABILITY
Eng. AI: OFF
Gross Weight - [lb x 100] Heater: OFF
120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
-1
-2
0
0
7
Hd limit 8000 ft
2
0
6
10
5 1.5
20
4
30
1
3
40
MA
50
X
2
OA
0.5
TL
IM
1
IT
0 0
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
EASA Approved
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300 8300 8300 8300 8170
2000 8300 8300 8300 8300 8300 8300 8300 8300 8278 8022
2500 8300 8300 8300 8300 8300 8300 8300 8300 8128 7876
3000 8300 8300 8300 8300 8300 8300 8300 8243 7979
3500 8300 8300 8300 8300 8300 8300 8300 8092 7833
Document N°
AW189 - RFM
189G0290X002
4000 8300 8300 8300 8300 8300 8300 8214 7943 7689
Issue 1
7500 8300 8300 8300 8021 7728
8000 8300 8300 8181 7870
Page 1-23
Section 1
Section 1 AW189 - RFM
Limitations Document N°
189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HIGE CONTROLLABILITY
Eng. AI: ON
Gross Weight - [lb x 100] Heater: OFF
120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
-1
-2
Hd limit 8000 ft
-300
7
2
0
6
10
5 1.5
1
3
2
0.5
0 0
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
EASA Approved
-1000 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300
2000 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8300
3000 8300 8300 8300 8300 8300 8300
3500 8300 8300 8300 8300 8300 8300
Document N°
AW189 - RFM
189G0290X002
Issue 1
7500 8300 8300 8300 8021 7728
Page 1-25
Section 1
Section 1 AW189 - RFM
Limitations Document N°
189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HIGE CONTROLLABILITY
Eng. AI: OFF
Gross Weight - [lb x 100] Heater: ON
120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
Hd limit 8000 ft
-1
-2
0
0
7
-30
2
0
6
10
5 1.5
20
1
3
2
0.5
0 0
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
Figure 1-19 WAT Table for HIGE Controllability AEO 5min, Anti Ice ON,
Heater OFF
EASA Approved
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8300 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300 8300
2000 8300 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8300 8300
3000 8300 8300 8300 8300 8300 8300 8300
Heater ON
3500 8300 8300 8300 8300 8300 8300 8300
Document N°
AW189 - RFM
189G0290X002
Issue 1
7500 8300 8300 8300 8021 7728
8000 8300 8300 8181 7870
Figure 1-20 WAT for HIGE Controllability AEO 5min, Anti Ice OFF,
189G1560A001 Rev.C ICN-89-A-151000-G-A0126-00046-A-01-1
Limitations
Page 1-27
Section 1
Section 1 AW189 - RFM
Limitations Document N°
189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HIGE CONTROLLABILITY
Eng. AI: ON
Gross Weight - [lb x 100] Heater: ON
120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
ft
00
-1
0
-2
0
8
0
it
7 il m
Hd 2
-30
6
10
5 1.5
1
3
2
0.5
0 0
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
EASA Approved
-1000 8300 8300 8300 8300 8300 8300
-500 8300 8300 8300 8300 8300 8300
0 8300 8300 8300 8300 8300 8300
500 8300 8300 8300 8300 8300 8300
1000 8300 8300 8300 8300 8300 8300
1500 8300 8300 8300 8300 8300 8300
2000 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8300
3000 8300 8300 8300 8300 8300 8300
3500 8300 8300 8300 8300 8300 8300
Document N°
AW189 - RFM
189G0290X002
Issue 1
7500 8300 8300 8300 8021 7728
Page 1-29
Section 1
Section 1 AW189 - RFM
Limitations Document N°
189G0290X002
20 30 40 45 kts
-90° 90°
WIND
VELOCITY
-135° 135°
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-151000-A-A0126-04109-A-002-01
MANOEUVRING LIMITATIONS
Aerobatic manoeuvres are prohibited.
AUTOROTATION LIMITATIONS
Practice autorotative landings are prohibited.
During autorotation the ENG MODE select switches must NOT be retarded
from FLIGHT to IDLE except in an emergency.
SLOPE LIMITATIONS
Sloped Take Off and Landing are limited to the following:
Nose up........................................................................................................ 10°
Nose Down................................................................................................... 10°
Left Wing Low .............................................................................................. 10°
Right Wing Low ............................................................................................ 10°
CAUTION
The Automatic Power Reduction will reduce the torque availa-
ble to 155% after 30 seconds from the first application, regard-
less of whether the rating is used for the entire 30 seconds
Note
The ITT measurements units ‘%’ must not be selected.
Engine Starting
Maximum for starting ................................................................................... 963
TRANSMISSIONS LIMITATIONS
TORQUE (TQ %)
CAUTION
The Automatic Power Reduction will reduce the torque availa-
ble to 155% after 30 seconds from the first application, regard-
less of whether the rating is used for the entire 30 seconds
POWER-ON (NR%)
POWER-OFF (NR%)
Minimum Transient ........................................................................................ 90
Minimum Continuous..................................................................................... 95
Continuous Operation......................................................................... 95 to 110
Maximum Continuous................................................................................. 110
Maximum Transient ..................................................................................... 113
(If the above procedure is applied twice then a cool down period of 40
minutes is necessary and APU trouble shooting is required)
Note
In suction mode fuel pressure indication is invalid (Fuel pres-
sure display ‘0’ or dashed).
FUEL CAPACITIES
Total Usable ..................................................................................... 1303 litres
Total Unusable ..................................................................................... 24 litres
UNUSABLE FUEL
In coordinated (ball centered) flight .......................................... 0 kg indicated/
.........................................................................(9.6 kg/12 litres per tank actual)
Hovering in crosswinds or sideways flight with sustained roll angles greater
than ±15° is prohibited when fuel indication, in either tank, is less than 50 kg.
Cross feeding (tank with pump off, not supplying engines) ...............................
................................................................................................maximum 283 kg
Note
During XFEED the unusable fuel level indication will change to
grey to indicate the tank can no longer supply fuel.
The fuels shown in the table below have been authorized for use with the
GE CT7-2E1 engines and Safran Microturbo eAPU 60 APU:
AUTHORIZED FUELS
Fuel Applicable
Type Specification
Note
Any mixture of authorized fuels may be used.
Note
For ambient temperatures below -15°C fuel icing inhibitors are
mandatory.
Note
For temperatures below -30°C only JP8 (F34) fuel is authorised.
LUBRICANT LIMITATIONS
Type II is the preferred oil for temperatures between -20°C and ISA +40°C and
the minimum temperature for starting is -30°C.
DOD-L-85734 ATO555
Alternative:
Note
MIL-PRF-5606 can be used for enhanced performance of
hydraulic system in low temperature environments below -20° C.
CAUTION
Mixing of hydraulic fluid, by specification or brand name, is
prohibited.
AVIONIC LIMITATIONS
AFCS LIMITATIONS
Above 140 KIAS Fly Manually.
Intentional P/R - C/Y PTR de-clutching in flight is prohibited.
AFCS upper modes must be disengaged after one AP has failed
• The RHT mode may only be engaged over flat surfaces which are clear of
obstructions.
Note*
— Automatic disengagement of these modes below
approximately 35 KIAS.
— VS engagement above 2000 fpm or below -1500 fpm will
result in the mode returning the aircraft to the maximum rates
quoted (2000 fpm or -1500 fpm).
— Recommended minimum IAS reference 50 KIAS.
Note†
Above 140 KIAS Fly Manually
VOR LIMITATIONS
In case of invalid DME/FMS distance, select:
— invalid DME and FMS distance and both Rad Alt signals invalid
DISPLAY LIMITATIONS
The Vertical Situation Display Option on the MFD FLTPLAN page must not be
used for navigation
FMS LIMITATIONS
1. The FMS is limited to operations where the carriage of RNAV Navigation
Specfication meets a containment value of P-RNAV/RNAV1 equal to 1 NM
or above (e.g. B-RNAV/RNAV5 or RNAV2 area navigation).
2. RNP operations are not allowed.
3. IFR P-RNAV/RNAV1 en-route and Non Precision Approach (NPA -
Precision Like Approach) navigation are prohibited unless the pilot verifies
the currency of the Navigation Data Base (NAV DB).
4. The aircraft must have other approved navigation equipment installed and
operating appropriate to the route of flight.
5. The MFD Flight Managment Window Information and Vertical Profile must
not be used.
ADF Limitations
Do not select ON the landing or external flood lights when using the ADF (ADF
indication is not reliable).
MISCELLANEOUS LIMITATIONS
Pilot(s) must not use polarized type sun glasses.
HEADSET/HELMET LIMITATIONS
Headset/Helmet type used in the aircraft must be of the same electrical char-
acteristics and authorised by Aircraft Manufacturer.
Note
The Cargo Net P/N 8G2550V00131 is suitable when the bag-
gage load height is 400 mm and above.
There must be an approved physical partition between the cabin and the
baggage bay that make the baggage bay inaccessible during flight.
ICN-89-A-151000-G-00001-04110-A-001-01
ICN-89-A-151000-G-00001-04111-A-001-01
Rev. 2
TQ 1 1 0 0 % TQ 2 1 0 0 %
Section 1
Page 1-54
A B OVSPD OVSPD A B
NR 100 % Limitations
Issue 1
EGT RPM ITT2 99 0 ° C
I TT1 6 0 0 °C
6 0 0 °C 50% A / IC E
A / IC E
N G 1 9 0.0 % FIRE CRANK N G 2 9 0.0 %
ENG E E C U F A IL O I L C H IP ENG
OIL P LOW O IL P L O W
1 FUEL FILTE R O IL L E V E L 2
61 ° C Bar 5 .0 5 .0 Bar ° C 100
F IR E O IL F I L T E R O IL P L O W F IR E
OFF ID L E
CRANK
1 BAR 2 AP U
Document N°
AW189 - RFM
189G0290X002
E N G O IL C H IP 1 .3 1.0 E N G O IL C H IP
1.0
ICN-89-A-151000-G-00001-04112-A-002-01
EASA Approved
AW189 - RFM Section 1
Document N° Limitations
189G0290X002
ICN-89-A-151000-G-00001-04131-A-001-01
MAXIMUM 104%
104%
NORMAL
OPERATION
100%
20%
Figure 1-27 Rotor Speed & Power Turbine Speed NR/NF (Power ON)
ICN-89-A-151000-G-00001-04131-A-001-01
MAXIMUM 104%
104%
NORMAL
OPERATION
100%
99%
CAUTIONARY
RANGE
90%
MIN TRANSIENT NR 85%
20%
Figure 1-28 Rotor Speed & Power Turbine Speed NR/NF (OEI)
ICN-89-A-151000-G-00001-04131-A-001-01
NORMAL OPERATION
MINIMUM 95%
MINIMUM TRANSIENT 90
20%
ICN-89-A-151000-G-00001-04115-A-001-01
Figure 1-30 Vne Limit Indication (Power On, OEI/Power Off)
NOTE
The value displayed at the top
of the scale represents the actual
power, in percent, being used
with respect to the power available
(100% at MCP AEO)
The legend displayed on top of the
scale (TQ, ITT or NG) represents the
engine power limiting parameter and ICN-89-A-151000-G-00001-04114-A-001-01
is independent for each engine.
ROTOR DROOP
THRESHOLD
(only displayed when
5m message below transient value)
illuminates for 5m
final 5 minutes
of 30 min (TQ) 000 000
rating or 5 min
(ITT/NG) rating
NORMAL OPERATION
NOTE
The value displayed at the top
of the scale represents the actual
power, in percent, being used
with respect to the power available
(135% at MCP OEI)
The legend displayed on top of the
scale (TQ, ITT or NG) represents the
engine power limiting parameter and
is independent for each engine.
ICN-89-A-151000-G-00001-04114-A-001-01
ROTOR DROOP
THRESHOLD
(only displayed when
below transient value)
2.5 minute message
or 30 sec countdown 2.5m(29S)
(when in 30 sec TQ
range) 000 -----
MAXIMUM TRANSIENT OEI 171%
MAXIMUM OEI (see page 1-37) 164%
TQ
MAXIMUM OEI 2/2.5 MIN TQ 155%
(NG)
(ITT)
MAXIMUM CONTINUOUS OEI 135%
29s O
E
(2.5min) I
NORMAL OPERATION
Countdown time
value when in
30 sec TQ range OEI indication of
.or 2.5 min message Limiting
failed engine side parameter
indication
Figure 1-32 Power Index Indicator (OEI)
NOTE
The value displayed at the top
of the scale represents the actual
power, in percent, being used
with respect to the power available
(100% at MCP AEO,
135% at MCP OEI)
The legend displayed on top of the
scale (TQ, ITT or NG) represents the
engine power limiting parameter and
is independent for each engine. ICN-89-A-151000-G-00001-04114-A-001-01
ROTOR DROOP
THRESHOLD
(only displayed when
below transient value)
NG ITT
% Power margin
available to % Power margin avail to 116% (AEO)
116% (AEO) or or 164% (OEI)
164% (OEI)
%Power margin available to MCP
100% AEO or 135% OEI
ICN-89-A-151000-G-00001-04113-A-001-01
ROTOR DROOP
THRESHOLD
NG
NORMAL OPERATION
64.1%
50%
0%
ICN-89-A-151000-G-00001-04113-A-001-01
ROTOR DROOP
THRESHOLD
NG
NORMAL OPERATION
64.1%
50%
0%
ICN-89-A-151000-G-00001-04113-A-001-01
ITT
NORMAL OPERATION
-50°C
ICN-89-A-151000-G-00001-04113-A-001-01
ITT
NORMAL OPERATION
-50°C
ICN-89-A-151000-G-00001-04113-A-001-01
ITT
NORMAL OPERATION
-50°C
ICN-89-A-151000-G-00001-04113-A-001-01
TQ
0%
ICN-89-A-151000-G-00001-04113-A-001-01
TQ
0%
ICN-89-A-151000-G-00001-04113-A-001-01
TQ
0%
ICN-89-A-151000-G-00001-04131-A-001-01
BAR
NO OPERATION ABOVE GI
8.4 BAR
CAUTIONARY RANGE
ENGINE START (5 MIN)
MAXIMUM 6.9 BAR
NORMAL OPERATION
ICN-89-A-151000-G-00001-04113-A-001-01
°C
MAXIMUM
TRANSIENT (15 MIN) 150°C
MAXIMUM 132°C
NORMAL
OPERATION
38°C
See Note
MINIMUM FOR -40°C
ENGINE STARTING
-50°C
Note
Take-Off in this zone is permitted providing Oil Pressure is in
the normal operating range.
Figure 1-43 Engine Oil Temperature
ICN-89-A-151000-G-00001-04131-A-001-01
BAR
10 BAR
NORMAL
OPERATION
MINIMUM
3.1 BAR
IDLE RANGE
2.2 BAR
0 BAR
ICN-89-A-151000-G-00001-04131-A-001-01
°C
150°C
MAXIMUM 115°C
NORMAL
OPERATION
MINIMUM 1°C
GROUND
OPERATION
MINIMUM FOR
ENGINE STARTING -40°C
-54°C
ICN-89-A-151000-G-00001-04113-A-001-01
°C
150°C
MAXIMUM 120°C
NORMAL
OPERATION
MINIMUM 1°C
GROUND
OPERATION
MINIMUM FOR -40°C
ENGINE STARTING
-54°C
ICN-89-A-151000-G-00001-04113-A-001-01
°C
150°C
MAXIMUM 115°C
NORMAL
OPERATION
MINIMUM 1°C
GROUND
OPERATION
MINIMUM FOR -40°C
ENGINE STARTING
-54°C
ICN-89-A-151000-G-00001-04113-A-001-01
BAR
2.5 BAR
NORMAL
OPERATION
ICN-89-A-151000-G-00001-04113-A-001-01
BAR
2.5 BAR
NORMAL
OPERATION
ICN-89-A-151000-G-00001-04113-A-001-01
BAR
310 BAR
250 BAR
CAUTIONARY
RANGE 225 BAR
NORMAL
OPERATION
180 BAR
CAUTIONARY
RANGE 162 BAR
0 BAR
ICN-89-A-151000-G-00001-04113-A-001-01
°C
150°C
CAUTIONARY 134°C
RANGE
MAXIMUM 119°C
NORMAL
OPERATION
MINIMUM -20 °C
CAUTIONARY
RANGE -40 °C
Operation not
allowed below -40°C -50 °C
ICN-89-A-151000-G-00001-04113-A-001-01
%
200 %
150 %
TRANSIENT
100 % Equivalent
to 300A (DC)
NORMAL
OPERATION
0%
ICN-89-A-151000-G-00001-04113-A-001-01
%
200 %
150 %
TRANSIENT
100 % Equivalent
to 72.5 A (AC)
NORMAL
OPERATION
0%
Figure 1-53 AC Generator Load
ICN-89-A-151000-G-00001-04113-A-001-01
%
200 %
155 %
TRANSIENT
Equivalent
100 %
to 300A (DC)
NORMAL
OPERATION
0%
Figure 1-54 APU AC Generator TRU Load
(Only displayed when APU Ready)
ICN-89-A-151000-G-00001-04113-A-001-01
%
200 %
155 %
TRANSIENT
Equivalent
100 %
to 72.5 A (AC)
NORMAL
OPERATION
0%
PLACARDS
MAGNETIC
COMPASS
A B
A
VNE POWER ON AIRSPEED LIMITATION KIAS
Hp ft
-1000
3000 6000 10000 15000 20000
to SL
OAT °C
50 166 - - - - -
-25 AND
BELOW 169 169 169 155 137 118
VNE PWR OFF = 120 KIAS TO 9000 FT THEN FOLLOW VNE OEI
VNE OEI = VNE PWR ON LESS 30 KIAS V LE /V LO =150 KIAS
Note:
The maximum altitude approved is 10000 ft Hp, values
above this on the Vne placard must be disregarded.
ICN-89-A-151000-G-00001-04116-A-001-01
B
APPROVED TYPES OF OPERATION
DAY/NIGHT VFR
DAY/NIGHT IFR
ICING PROHIBITED
OVERHEAD PANEL
CAUTION
WHEN OPENING OR CLOSING CABIN DOOR
IN FLIGHT HOLD DOOR HANDLE UNTIL
DOOR IS AT FULL TRAVEL AND LOCKED
Baggage compartment
SECTION 2
PROCEDURES
TABLE OF CONTENTS
Page
PROCEDURES
GENERAL ...............................................................................................................................2-1
SECTION 2A
NORMAL PROCEDURES
Page
SECTION 2B
SUPPLEMENTARY PROCEDURES
TABLE OF CONTENTS
Page
GENERAL ............................................................................................................................ 2B-1
ENGINE PRE-START CHECKS (AC EXT POWER) ........................................................... 2B-1
ENGINE STARTING ...................................................................................................... 2B-7
ENGINE PRE-START CHECKS (DC EXT POWER + APU) ............................................. 2B-10
ENGINE STARTING .................................................................................................... 2B-16
SHUTDOWN PROCEDURES (AC EXT POWER) ............................................................. 2B-19
PRE-SHUTDOWN CHECKS ....................................................................................... 2B-19
ENGINES AND ROTOR SHUTDOWN ........................................................................ 2B-20
ENGINES AND ROTOR SHUTDOWN (APU + DC EXT POWER) .................................... 2B-22
SLOPING GROUND OPERATION..................................................................................... 2B-24
TAKE-OFF PROCEDURE ........................................................................................... 2B-24
LANDING PROCEDURE ............................................................................................. 2B-24
FLIGHT IN SEVERE TURBULENCE ................................................................................. 2B-25
LIST OF FIGURES
Figure Page
Figure 2A-1 Pre-flight Check Sequence........................................................................... 2A-5
Figure 2A-2 Meggitt Standby Instrument........................................................................ 2A-55
SECTION 2
PROCEDURES
GENERAL
The normal and supplementarty procedures detailed are the result of exten-
sive flight tests and experience with the AW189 aircraft. They are fundamental
to ensure that the level of safety required by the design and certification pro-
cess is achieved.
Note
Throughout this Section, checks marked with a large are
required once every 24 hour period. All other checks are to be
carried out before each flight.
Normal and standard conditions are assumed in these procedures. Pertinent
data in other sections is referenced where applicable.
Capital letters are used in the procedures to indicate the labeling of switches,
selections to be made or caution/warning messages.
The minimum and maximum limits, and the normal and cautionary operating
ranges are indicated on the PFD and MFD displays, Refer to Section 1 for
details on operating limitations.
SECTION 2A
NORMAL PROCEDURES
FLIGHT PLANNING
Example 1:
Determine the maximum CAT B Take-Off HIGE procedure weight for the
following ambient conditions:
— Pressure Altitude = 4000 ft
— OAT = +15° C
— Crosswind = 0 kts
— Anti Ice OFF
— Heater OFF.
Solution:
Using the WAT CAT B HIGE Take-Off/Landing Chart Anti Ice OFF, Heater
OFF/ON Figure 1-7, on the Pressure Altitude axis from 4000 ft move right
to intersect +15 °C line (the lines for temperatures below 28 °C converge
at this altitude). Drop down vertically from this point to the GW axis for a
weight of 8300 kg.
Example 2:
Determine the maximum CAT B Take-Off HIGE procedure weight for the
following ambient conditions:
— Pressure Altitude = 5500 ft
— OAT = +25 °C
— Crosswind = 25 kts
— Anti Ice OFF
— Heater OFF.
Solution:
Using the WAT CAT B HIGE Take-Off/Landing Chart Anti Ice OFF, Heater
OFF/ON Figure 1-7, on the Pressure Altitude axis from 5500 ft move right
to intersect +25 °C line. This point requires interpolating between the 20
°C (green line that is terminated on the dotted Hd 8000 ft limit) and the 30
°C line (that is terminated on the 8000 ft Hd limit). Drop down vertically
from this point to the GW axis for a weight of 8000 kg.
For this example there is a cross wind of 25 kts which is within the Wind/
Ground/Airspeed Azimuth Envelope for HIGE Controllability Figure 1-23,
then the WAT for TOP HIGE controllability Anti Ice OFF, Heater OFF chart
Figure 1-15 must also consulted to determine the minimum gross weight
between the two WAT charts. On Figure 1-15 from the Pressure Altitude
axis at 5500 ft move right to intersect +25 °C line (interpolated between
the 20 °C and 30 °C lines). Drop down vertically from this point to the GW
axis for a weight of 7650 kg.
Therefore the maximum gross weight allowable for the ambient condition
and cross wind is 7650 kg.
Example 3:
Determine CAT B Rolling Take-Off weight for the following ambient condi-
tions:
— Pressure Altitude = 5000 ft
— OAT = +20 °C
— Crosswind = 0 kts
— Anti Ice OFF
— Heater OFF
Solution:
Using the CAT B W.A.T. Rolling Take-Off Chart Anti Ice OFF, Heater OFF/
ON Figure 1-11, on the Pressure Altitude axis from 4000 ft move right to
intersect +20 °C line. Drop down vertically to the GW axis for a weight of
8170 kg.
— Confirm that the weight and CG limitations in Section 1 are not exceeded.
GENERAL
The inspection commences at the nose and continues clockwise around the
helicopter. During the inspection, check that there are no leaks from overboard
drains, that all vents, air intakes, air outlets and fire access points are clear of
obstructions, and all access panels and antennas are secure.
ICN-89-A-152000-A-A0126-04131-A-001-01
Figure 2A-1 Pre-flight Check Sequence
CHECKS
1. Main and tail rotor tie downs — Removed
(if present)
AREA N°1 (Helicopter Nose)
2. Nose exterior — Condition
3. Pitot-Static Probe (Left side) — Cover removed, condition and un-
obstructed
4. Left side brake lines in brake pedal— Condition/leaks
area (looking through bottom
transparent panel)
5. Nose landing gear — Condition, shock strut extension,
leaks, tyre pressure
6. Ventilation air intakes — Un-obstructed
(Underside of nose)
7. Nose compartment access door — Latched and Secure
8. Pitot-Static Probe (Right side) — Cover removed, condition and un-
obstructed
9. Right side brake lines in brake— Condition/leaks
pedal area (looking through
bottom transparent panel)
AREA N°2 (Fuselage - Right Hand Side)
10. Windshield and roof transparent— Condition, cleanliness
panel
11. Windscreen wiper — Condition
12. Fuselage exterior — Condition
13. Pilot cockpit door — Condition, cleanliness, window
secure
14. Passenger cabin door — Condition, cleanliness
15. Right side emergency — Verify secure
exits
16. Main landing gear — Condition, shock strut extension,
leaks, tyre condition and pressure
17. Drains and vent lines — Free of obstructions, confirm no
leaks
COCKPIT/SAFETY CHECKS
1. Cockpit fire extinguisher — Secure, charged
2. Pedals and seats — Adjust
3. Seat belts — Fasten and adjust
4. Circuit breakers — IN
5. Rotor Brake — OFF, or BRAKE for windy condi-
tions
6. Static source — Normal and GUARDED
7. ELT switch on instrument — Confirm ARM
panel (if applicable)
8. EPGDS panel switches — OFF
9. ENG 1 & ENG 2 MODE switches — OFF
10. RCP panel switches — NORM
11. APU PNL SEL MODE switch — OFF
12. ECS PNL — HEATER OFF
13. ICS panel — Mode switch, confirm NORM
14. LDG GEAR lever — Confirm DOWN
15. PARK BRAKE lever — As required
ENGINE STARTING
CAUTION
Failure to follow the Abort Procedure may cause damage to the
engine.
Engine starting malfunctions are most likely to occur during the engine accel-
eration cycle to IDLE speed. The list below details the cockpit indications
associated with malfunctions and the recommended Abort Procedure. It is
important that flight crews be thoroughly familiar with these procedures.
Monitor engine start and if any of the following occur:
— the main rotor has not begun to rotate when the gas generator (NG)
reaches 40%
Note
Fuel PUMP 1 will not switch OFF if APU running.
4. FUEL ENG SOV — CLSD
(ECDU FUEL page)
Note
Observe the starter generator duty cycle limitations during re-
start attempts. Refer Section 1.
1. ENG MODE switch — OFF
2. Fuel XFEED switch — CLSD
3. FUEL PUMP — OFF
(ECDU FUEL page)
Note
Fuel PUMP 1 will not switch OFF if APU running.
4. FUEL ENG SOV — CLSD (confirm fuel valve closed on
(ECDU FUEL page) engine synoptic page)
5. ENG MODE switch — Select ENG MODE rotary switch of
appropriate ENG to CRANK and
hold (for not more than 45 sec-
onds. Starter Duty Cycle must be
respected)
6. Gas generator (NG) — Note increasing
7. ENG MODE switch — Release to OFF as necessary
Note
For other starting procedures see Supplementary Procedures in
Section 2B.
1. BATT MASTER — ON
Note
Standby ADI will power-up (if standby ADI auxiliary battery fitted)
2. APU — On APU PNL
• Confirm green STATUS READY
light illuminated
• Select SEL MODE rotary selec-
tor ON. Wait at least 2 seconds
then confirm FAIL message does
not illuminate
• Select rotary selector momen-
tarily to START and release to
ON. Confirm green START light
illuminates followed by ON light
when APU running (plus APU ON
advisory when CAS available)
(Time required for APU GEN on-
line is approximately
40-45 seconds)
3. MAIN BATT — ON
4. BATT AUX (if available) — ON
5. LTG (MISC panel) — DAY/NIGHT/NVG as required
6. ECDU — Confirm PBIT IN PROGRESS page
displayed
Satisfactory completion of PBIT is
indicated by LIGHTS page.
If LOCKED CB LIST page is dis-
played confirm C/B configuration is
as required press STAT to continue.
(If DF RESULTS page is displayed,
maintenance action required before
flight)
7. ECDU LIGHTS page — POS LT and A/COLL ON
Note
Any time the CABIN SIGN is selected ON the cabin occupants
must also be informed using the internal PA system.
9. Clock — Set
10. ENG FIRE PANEL — Confirm guards closed and FIRE
EXTING switch centred
Note
Confirm AMMC 1 and 2 are functioning and all parameters are
displayed before carrying out the following on the RCP panel.
11. RCP panel switches
Note
AIR COND, if fitted, should be selected OFF during ENG INTK TEST.
22. ENG INTK TEST — If flight in OAT conditions less than
5°C is are envisaged carry out the
following:
• Confirm 1 & 2 INTAKE FAIL cau-
tions not illuminated
• On MISC PNL select 1 & 2 ENG
A/ICE-INTAKE switches to FULL.
Confirm 1-2 ENG A/ICE FULL
advisories illuminate.
1-2 ENG A/ICE ON advisory may
illuminate momentarily.
• Press ENG INTK TEST and con-
firm 1-2 ENG A/ICE FULL advi-
sory extinguishes, 1-2 INTAKE
FAIL caution illuminates (approx
20 seconds), 1-2 ENG A/ICE ON
advisory illuminates,
1-2 ENG A/ICE FULL advisory
may illuminate momentarily.
• After test completed confirm 1-2 ENG
A/ICE FULL advisory illuminates and
no INTAKE cautions remain.
25. TRANSMISSION OIL TEST — Select XMSN OIL LVL and confirm
CAS caution:
• MGB OIL LOW and MCL
illuminates
• IGB OIL LOW and MCL
illuminates
• TGB OIL LOW and MCL
illuminates
26. ECDU press 6R (HYD) — Select ELEC PUMP to ON.
Carry out cyclic, collective and yaw
pedals full and free check.
Utilizing the cyclic position indicator,
on PFD, centralize cyclic control to
obtain the central circle green. Cen-
tralize yaw pedals and move collec-
tive to MPOG.
ELEC HYD PUMP select OFF
— Confirm HYDRAULIC SOV
selected to NORM
CAUTION
Full and free check should be carried out with slow displace-
ment of the controls and one control at a time in order not to
overload the electric pump.
Note
When the electric hydraulic pump is running the hydraulic pres-
sure N°1 will correctly indicate in the red zone as the pump can
only supply 100 ±10 bar hydraulic pressure.
Note
Cyclic position indicator is only presented on the PFD when the
aircraft is on the ground and the collective is near its down
position (MPOG).
Note
Electric hydraulic pump disengages automatically after 2 min-
utes.
ENGINE STARTING
1. MFD — Confirm PWR PLANT page
Note
If ITT is above 150 °C motor engine, using the Dry Motoring
Procedure on page 2A-12, to reduce ITT to below 150 °C.
2. FUEL PUMP 1 — Confirm ON
FUEL PUMP 2 — ON
3. FUEL ENG 1 & 2 SOV — OPEN, 1 & 2 FUEL PUMP cautions
not illuminated, check pressure
4. FUEL XFEED — AUTO, XFEED advisory not
iluminated
5. Engine temperature (ITT) — Confirm less than 150 °C
6. ENG 1 MODE switch — IDLE.(when ITT below 150 °C and
NG is 0%)
Note
It is recommended to start the engine to IDLE, if necessary, it is
possible to start to FLT by setting the ENG MODE switch directly
to FLT, however the HOT START preventor is deactivated.
7. Gas Producers (NG) — Note increasing and START legend
displayed
8. Engine temperature (ITT) — Note increasing and IGN legend
displayed
9. Engine oil pressure — Confirm rising
10. Engine N°1 starter — Disengaged by 52% ±2% NG
11. Main hydraulic system — When the main rotor begins to
rotate, confirm rise in main hydrau-
lic pressure
— Confirm cyclic control centralized
on PFD cyclic indicator
12. N°1 engine power turbine speed — Confirm stabilized to IDLE speed of
(NF) and rotor speed (NR) 55%±1%
Note
If the engines started directly to FLT the NF will stabilize at
102% with rotor speed (NR).
13. Engine and transmissions oil — Check pressures and tempera-
tures within limits
Note
If ITT is above 150°C motor engine, using the Dry Motoring Pro-
cedure on page 2A-12, to reduce ITT to below 150°C.
14. ENG 2 MODE switch — IDLE. (when ITT below 150°C and
NG is 0%)
Note
It is recommended to start the engine to IDLE, if necessary, it is
possible to start to FLT by setting the ENG MODE switch
directly to FLT, however the HOT START preventor is deacti-
vated.
15. Gas Producer (NG) — Note increasing and START legend
displayed
16. Engine temperature (ITT) — Note increasing and IGN legend
displayed
17. Engine oil pressure — Confirm rising
18. Engine N°2 starter — Disengaged by 52% ±2% NG
19. N°1 & 2 engine power turbine — Confirm stabilized to IDLE speed of
speeds (NF) and rotor speed (NR) 73%±1%
20. HEATER panel (if used) — Select ENG and set as required
Note
Flight control position digital indications are for maintenance
use and should not be considered.
Note
For cold starting (down to -40 °C OAT) a prolonged warm up
period at GI, of up to 16 minutes, may be required to increase
the hydraulic system oil temperature to the minimum of -20 °C
required for Take-Off.
Note
Disregard APU GEN FAIL caution that may momentarily illumi-
nate when APU is selected OFF.
22. APU — On APU PNL
• SEL MODE rotary select to OFF.
• Green STATUS CLDWN caution
illuminates during shutdown
(approx 70 secs), APU VALVE
OPEN caution illuminates tran-
siently
23. MFD — Confirm PWR PLANT page
Note
Ensure that for the following tests the ENG A/ICE switch is
ONLY selected to A/ICE
Note
The following test may be carried out at MPOG, however if no
temperature change of at least 30°C is noted when ENG A/ICE
is selected ON or OFF then the test should be repeated by rais-
ing collective to increase NG to the minimum values as shown
below for OAT conditions:
CAUTION
Ensure both engines engage as the NFs reach FLIGHT condi-
tion. A failed engagement is indicated by NF possible higher
than NR and near zero torque. If this occurs, shut down the non
engaged engine first and when engine stopped shut down other
engine. If a hard engagement occurs, shut down both engines
for maintenance action.
Note
Ensure APU is OFF before carrying out the following fuel tests.
3. MFD — Select ENG synoptic page
TAXIING
1. AFCS — Engaged, AP1 & 2 green lights
illuminated
ATT + ATT green messages illumi-
nated on PFD
2. LH LDG LT & RH LDG LT — ON
3. PARK BRAKE handle — OFF. Confirm no caution or advisory
PARK BRK ON messages displayed
4. NOSE WHEEL lock — Press to UNLK
5. Pedal brakes — Check operation
CAUTION
Do not use aft cyclic to slow the aircraft. The use of large cyclic
displacements in conjunction with low collective can cause main
rotor hub and cowling damage.
Note
To obtain best braking action the collective should be set to
MPOG before applying pedal brakes.
Note
The nose wheel steering will self centre and lock as soon as the
helicopter lifts off.
Note
Turning, whilst taxiing, should be carried out with collective at
minimum pitch and cyclic central or as required to compensate
for crosswind.
Note
The AEO LIM SEL pushbutton is used to limit the max AEO PI
available to 116%/116%. OEI engine torque limit will remain at
164%TQ.
3. PARK BRAKE handle — Released/as required
4. CAS — Clear
5. Pre Take-OFF checks — Completed
Note
For OAT of -30° C and below undercarriage retraction time may
increase.
15. Power — Adjust, as required, for cruise flight
or continued climb
Note
For OAT of -30° C and below undercarriage retraction time may
increase.
16. Power — Adjust, as required, for cruise flight
or continued climb
IN-FLIGHT PROCEDURES
AFTER TAKE-OFF
1. LDG GEAR lever — Confirm UP
2. LH LDG LT & RH LDG LT — Confirm OFF and STOW or as
required
3. AEO LIM SEL pushbutton — As required
4. Engine and transmission param- — Normal, temperatures and pressures
eters, temperatures and pres- within limits
sures
5. Altimeters — Check QNH and cross-check
6. LD-SHARE switch — As required (TORQUE or TEMP),
(MISC PNL) confirm parameters matched
Note
The LD-SHARE switch allows the pilot to maintain engine TQ or
ITT matched, as required.
Note
If the engines are ITT limited on the PI indicator, and there is a
large ITT mismatch, the PI matching can be restored by select-
ing LD-SHARE switch to ITT.
7. CAS — Clear/as required
Note
During flight below 500 ft (150 m) AGL or hydraulic oil tempera-
ture is below +20°C fly attentive.
8. MFD — As required
9. After Take-Off checks — Complete
CRUISE CHECKS
1. Engine and Transmission — Normal, temperatures and pressures
parameters, temperatures and within limits
pressures
Note
Disregard the APU EECU FAIL message which may illuminate
on the ENGINE synoptic page when not associated with an
APU CAS message. The APU functions normally.
2. Altimeters — Check QNH and cross-check
3. Compass — Check all synchronized
4. Radios/Navigation — As required
5. FUEL — Check quantity, XFEED closed or as
required
6. PITOT HEATERS (ECDU — Confirm AUTO selected
PITOT page)
7. AIR COND/HEATER/ — As required
VENT FANS
8. LD-SHARE switch — As required (TORQUE or TEMP),
(MISC PNL) confirm parameters matched
Note
The LD-SHARE switch allows the pilot to maintain engine TQ or
ITT matched, as required.
Note
If fuel consumption is greater than expected see
Abnormal Fuel Consumption procedure on page 3-125.
9. ENG and INTAKE ANTI ICE — If OAT less than 5 °C and visible
(MISC PNL) moisture select ENG 1 & 2 A/ICE -
INTAKE switches to FULL and con-
firm green ‘1-2 ENG A/ICE FULL’
advisory illuminates
10. Standby instrument — Check airspeed, altimeter and artifi-
cial horizon against primary flight dis-
play
PRE-LANDING CHECKS
1. LDG GEAR — DOWN; three green lights on LDG
control panel
Note
For OAT of -30° C and below undercarriage extension time may
increase.
2. LH LDG LT & RH LDG LT — ON
3. NOSEWHEEL steering — Confirm green LOCK light
4. PARK BRAKE handle — As required
5. AEO LIM SEL pushbutton — As required
6. DH knob — As required
7. AIR COND/HEATER/ — As required
VENT FANS
8. LD-SHARE switch — As required (TORQUE or TEMP),
(MISC PNL) confirm parameters matched
Note
Disregard APU VALVE OPEN and APU TRU FAIL cautions that
may momentarily illuminate when APU started.
9. APU — On APU PNL
If APU not required (or not avail- • Confirm green STATUS READY
able) continue to Item 10. light illuminated
• Select SEL MODE rotary selec-
tor ON, wait at least 2 seconds
and confirm FAIL message does
not illuminate
• Select SEL MODE rotary selec-
tor momentarily to START and
release to ON. Confirm green
START light illuminates followed
by ON light and APU ON advi-
sory when APU running
Note
If an ILS approach is required:
• confirm heading reference is set to MAG on MCDU, check
PFD
• select both NAV’s to the same frequency
• on ADI STBY instrument select NAV ON and set the course to
the final ILS course.
Recommended airspeed:
Glideslope up to 4 degrees 120 KIAS
CATEGORY B LANDING
1. Pre-landing checks — Complete
2. ECDU press MENU (MISC) — AWG NORMAL
— Press 6L MENU
Note
When descending below 150 ft AGL vocal message ‘ONE
FIFTY FEET’ is activated regardless of the landing gear status.
This message is suppressed if AWG is set to REGRADE.
3. Landing direction — If possible orientate the aircraft for
an approach into the prevailing
wind
4. LDG GEAR — Check 3 greens
5. Initial point — Reduce airspeed gradually to
arrive at 200 ft (61 m) above touch-
down point with a rate of descent of
no more than 500 fpm. Initiate a
deceleration to stabilize 40 KIAS at
50 ft (15 m). At 50 ft rotate nose up
to obtain an attitude change of 5
deg to decelerate
6. Landing — Descent to hover at 7 ft AGL
7. Touch down — Maximum nose up attitude at touch
down 15°. Apply wheel brakes, as
required
8. NOSE WHEEL lock — UNLK if ground taxiing is required
PRE-SHUTDOWN CHECKS
Note
If APU not started use Section 2B Supplementary Procedures
Shutdown on AC EXT POWER on page 2B-19.
Note
If DC External Power required for shutdown go to Engines and
Rotor Shutdown (APU + DC EXT power) procedures on
page 2B-22.
Note
A period of 2 minutes stabilization at IDLE or with NG less than
90% is mandatory. If this is not carried out, refer to ENGINE
RESTART PROCEDURE AFTER EMERGENCY SHUTDOWN
see page 3-95.
2. MFD — Select PWR PLANT page
3. ENG 1 and 2 MODE switches — OFF
CAUTION
During shut down note that:
• NG speed decelerates freely without abnormal noise or rapid
run down
• ITT does not rise abnormally.
4. Rotor Brake — Below 40% NR select rotor brake
lever to BRAKE position, ROTOR
BRK ON advisory illuminates.
(Recommended between 20% and
40% NR)
Confirm no abnormal pressure
messages illuminate on brake mon-
itor panel.
When rotor has stopped, move
lever to OFF
5. FUEL XFEED — CLSD
6. Fuel PUMP 2 — OFF, 2 FUEL PUMP caution
message
Note
Fuel PUMP 1 will not switch OFF when APU is running.
Note
Up to 8 hours of parking pressure are guaranteed before
re-pressurization of the system.
9. APU — On APU PNL
• Select SEL MODE rotary to OFF
• Green STATUS CLDWN caution
illuminate during shutdown
(approx 70 seconds), APU
VALVE OPEN caution illuminates
transiently.
When shutdown complete
READY light illuminates
10. MAIN BATT and BATT AUX (if — OFF
available) switches
11. BATT MASTER — OFF (when APU READY light ON)
— Remove both Main and Auxiliary (if installed) batteries and store in
heated room if the helicopter is to remain outside with an OAT at or below
-20 °C.
FLIGHT HANDLING
The rotation of the main rotor is anti-clockwise when viewed from above.
Handling is conventional in normal forward, sideways and rearwards flight
manoeuvres. Collective lever forces are light, but may be increased by apply-
ing friction.
AUTOROTATIVE DESCENT
1. Smoothly reduce collective to enter autorotation.
2. Maximum NR 110%.
CAUTION
Rotor speed is sensitive in low power descent and autorotation
and large NR changes are produced by changes in normal
acceleration (G). Care is needed to avoid exceeding limits.
FLIGHT CONTROLS
CYCLIC TRIMMING
The force trim release button (FTR) on the cyclic stick should be kept
depressed during all large stick movements. Upon releasing the trim release
button, the attitude hold is restored.
For small attitude adjustments in the hover or in forward flight (± 2 to 3 kts), the
system beep trim mode (TRIM) can be used. Operation of the cyclic beep trim
switch causes the trim system to change the reference at 5 degrees per sec-
ond in roll and 3°/sec in pitch or 2°/sec in pitch for airspeed above 120 KIAS.
When the pitch reference bug is passing the new desired attitude, the switch is
released and the aircraft will settle on the new pitch attitude.
It is recommended to use the beep trim to change the attitude, however, a
combination of trim release and beep trim may also be used.
COLLECTIVE TRIMMING
The “push and hold” collective lever trim release button (FTR) is depressed to
disengage the spring feel mechanism which enables the collective to be
moved freely. When the button is released, the spring feel is re-datumed to
zero force.
YAW TRIMMING
Lateral operation of the collective lever CLTV/YAW 4-way trim switch alters the
slip or skid command to either offset a small accelerometer misalignment, or
to purposely offset the tail alignment.
Additionally, at speeds above 40 KIAS the coordinated turn facility enables the
aircraft to carry out balanced turns, below 40 KIAS or if the mode HOV is
engaged Low Speed Heading hold is active. Feet should not be rested on the
pedals if heading hold or turn coordination facilities are required.
* Provided automatically
Note
Back Course Approach (BC) function is not available
— Go Around (GA)
— AFCS Power Limiting: This limits the AFCS collective pitch demand dur-
ing high power phases of flight to prevent both MGB and engine limits
from being exceeded. When the AFCS power limiting is active, the amber
caption PWR LIM is displayed on the PFD (see page 3-222). The function
activates to limit the maximum PI value in accordance with the following:
AEO conditions with IAS less than 90 KIAS: PI maximum 113%
AEO conditions with IAS greater than 90 KIAS: PI maximum 97%
OEI conditions wih IAS less than 90 KIAS: PI maximum 155%
OEI conditions with IAS greater than 90 KIAS: PI maximum 132%
GENERAL
Normal operating procedures are outlined in the Flight Management System
(FMS) Pilots Manual for the AW 189 applicable to the software version
installed on the aircraft.
RNAV 5, RNAV 1.
INTRODUCTION
The published navigation chart displays the PBN requirement box, on the plan
view of the chart immediately below the chart identifier; the PBN box includes
the identification of the navigation specification used in the procedure design,
any navigation sensor limitations and any required functionalities. With
regards to the navigation specification the chart reports one of the following:
RNAV5, RNAV1, RNP 1, Advanced RNP and RNP 0.3.
The FMS is capable of operations in airspace designated for Precision RNAV
(P-RNAV) or RNAV 1 and Basic RNAV (B-RNAV) or RNAV 5 Navigation Spec-
ification providing all Navigation information necessary for the aircraft to per-
mit the navigation along any desired flight path within the coverage of space
referenced NAVAIDs (the GNSS system, if available, augmented with SBAS
system) and provide, if coupled, Lateral Guidance inputs to the AFCS .
BASIC OPERATIONS
The FMS is able to keep the aircraft within the accuracy level required for P-
RNAV/RNAV1 operations better than ±1 NM (for >> 95% of the flight time).
The RNAV Navigation Specification of P-RNAV/RNAV1 is applicable for En-
Route Navigation and Terminal airspace including Departures, Arrivals and
Approaches up to the point of the Final Approach Waypoint (FAF) and Missed
Approach up to MAWP (Missed Approach Waypoint) or MAHWP (Missed
Approach Holding Waypoint).
P-RNAV/RNAV1 Flight Management System enables the aircraft to be navi-
gated along a path defined by waypoints and procedures held in an on-board
Navigation Database, within the RNAV’s required accuracy performance lim-
its. The Vertical Navigation performance is not part of the RNAV capability of
the FMS.
For the NPA Approach (Non Precision Approach – “Precision-Like” Approach)
the FMS enables the loading from NAV DB into the active flight plan (LEGS) of
the following approaches as designated under ICAO and part 97: “NDB”,
“NDB/DME”, “VOR” and “VOR/DME”. The FMS is able to fly these NPA
Approaches with the requested precision based on NDB/VOR/DME.
For the ILS and LOC approaches the FMS enables the loading from NAV DB
into the active flight plan (LEGS) in order to provide the Lateral guidance up to
intercept correctly the Localizer cone of ILS/LOC approach before the FAP for
automatic transition from FMS to ILS as navigation source when the LOC pre-
view has been previously activated. With regard to the FAS (Final Approach
Segment) from FAP to MAP, the FMS is not authorized to fly the FAS segment
with FMS steering (NAV mode coupled only). The FAS segment must be flown
with LOC/GS modes.
PRE-DEPARTURE OPERATIONS
At the power-up of the aircraft, the DB IDENT page is presented on MCDU.
Pre-flight Planning
— For the period of the intended operation, confirm the availability of the
other NAVAIDs on-board equipments (VOR, DME and ADF) necessary in
case of cross-checking or immediate reversion to non-RNAV navigation in
the event of loss of P-RNAV/RNAV1 capability.
Planning
Basic pre-departure operations are:
— Check the aircraft position by pressing the INIT key (6R) and access to
INIT page. Insert the TAIL ID address if required.
— Press the PERF INIT key (6R), enter the performance data as required in
particular the CLIMB SPEED and CLIMB GRADIENT [ft/NM] in accor-
dance with the SID chart, if reported, and confirm the initialization (CON-
FIRM INIT key 6R is required)
— Press the FPLN direct key to select the FMS page. Press the FPL key
(1R) to access the flight Plan page.
— Select the NEW FPL key (6L) to access the LEGS page and build a new
flight plan or select a stored flight plan as required. Activate the Flight
Plan for En-Route only.
— Select the Origin airport, from NAV DB, the Standard Instrument Depar-
ture (SID) procedure, if required.
— Select the Destination airport, from NAV DB, the Standard Terminal Arrival
(STAR) procedure, if required.
— Select the Destination airport, from NAV DB, the Runway and Approach
procedure if required.
— If required insert an alternate destination airport and relative waypoints of
En-Route to alternate destination.
— If required on LEGS pages activate a flyover attribute and/or A/B(AT alti-
tude constraints (only for reference in active FPL, VNAV mode not avail-
able).
— If required on LEGS pages activate the holding procedure on waypoint.
— If P-RAIM of destination is required press the GPS (5L) key on FMS page
and select the GNSS unit is use. Press the P-RAIM key (6R) to perform
the Predictive RAIM function on Destination waypoint.
IN-FLIGHT OPERATIONS
General
The PROGRES (PRG) pages are considered the primary pages of the FMS
during flight providing the RNP and EPU (Estimated Position Uncertainty) of
aircraft during PBN Navigation.
Once activated, the active flight plan may be flown coupled to AFCS through
the NAV mode only (Lateral Guidance) once the NAV annunciation is dis-
played on PF’s PFD.
The FMS set automatically the lateral full scale deflection (2 dots) of Lateral
deviation on HSI equal to RNP for currently phase of flight: RNP 2 NM in En-
Route, RNP 1 NM in P-RNAV/RNAV1 Terminal procedures and RNP 0.5 in
Note
In case of Manual change of RNP value do not set a value
below 1 NM.
Departure, Climb
— Set altitude selector at the reference altitude cleared by ATC/ACC.
— If required, activate the SID procedure of Origin airport from NAV DB.
— Arm the AFCS NAV mode with FMS as Primary Navigation source.
Cruise
— Set altitude selector at the reference altitude cleared by ATC/ACC.
— Monitor the leg of active flight plan sequencing on MFD (FPLN pages:
Rose, Arc, Plan) and/or on the MCDU display (LEGS pages).
— Monitor the Lateral Path Deviation with respect to the DTK of active leg on
PF’s PFD HSI and/or the XTE (Cross Track Error) value on MFD.
— During the flight, check the Auto-Tuning function in order to have the
NAV1 and NAV2 receivers tuned with the appropriate ground NAVAIDs.
— During the flight, where feasible, the flight progress should be monitored
for navigational reasonableness, by cross-checks with conventional
NAVAIDs using the primary displays in conjunction with the RNAV Naviga-
tion data on PFD/MFD.
— During the flight, where feasible, the cleared active flight plan on LEGS
page of MCDU or MAP display of MFD should be cross-checked by com-
parison with charts or other applicable resources.
— If required activate the Airway.
Descent
— Set altitude selector at the reference altitude cleared by ATC/ACC.
— If required, activate the STAR procedure of Destination airport from NAV
DB.
— If required, activate the NPA approach of Destination airport from NAV
DB.
The RNP digital readout is displayed on the PFD display whenever the
FMS is selected as the Primary Navigation Source. The RNP display
indicates to the pilot that 2 dots deflection in Lateral Deviation display
within the HSI is equal to the RNP value.
Note
The pilot must notify ATC when the RNAV performance ceases
to meet the requirements for P-RNAV/RNAV1. The communica-
tions to ATC must be in accordance with the authorized proce-
dures
FMS INCONSISTENCIES
AFCS/DISPLAY INCONSISTENCIES
The following characteristic of the AFCS and display system will be observed:
— When HOV mode is engaged and the pilot wants to temporarily modify
the ground speed by cyclic inputs against the force feel this should be car-
ried out using a series of small inputs and after each input the cyclic
should return into the detent position within 3 seconds to avoid a MIS-
TRIM condition.
— The airspeed trend vector indication next to the airspeed scale is not reli-
able and should be disregarded.
160 2300
10 16 500
10
140
13 4 163 00
10 10 4968 M
120
16 000
100
3 34 35 N 1 2 BRT
BRG 006 110.00
M ALN SET
ADI STBY
ICN-89-A-152000-A-A0126-04132-A-001-01
Note
NAV 1 and NAV 2 source can be selected using the SET knob,
the relevant indications are always displayed in green
SECTION 2B
SUPPLEMENTARY PROCEDURES
GENERAL
The following supplementary procedures are alternative to the normal proce-
dures when the operating situation dictates for convenience or requirements.
Note
Standby ADI will power-up (if standby ADI auxiliary battery fitted)
2. MAIN BATT — ON
3. BATT AUX (if available) — ON
4. LTG (MISC panel) — DAY/NIGHT/NVG as required
5. ECDU — Confirm PBIT IN PROGRESS page
displayed.
Satisfactory completion of PBIT is
indicated by LIGHTS page.
If LOCKED CB LIST page is dis-
played confirm C/B configuration is
as required press STAT to continue.
(If DF RESULTS page is displayed,
maintenance action required before
flight)
6. EXT AC PWR source — Connected
7. EXT PWR AC switch — ON
on EPGDS PNL
8. ECDU LIGHTS page — POS LT and A/COLL ON
9. ECDU 5R (CAB LTS) — CABIN SIGN ON, (if required) CAB
DIM select BRT (for night flight)
then LIGHTS page.
Note
Any time the CABIN SIGN is selected ON the cabin occupants
must also be informed using the internal PA system.
10. Clock — Set
11. ENG FIRE PANEL — Confirm guards closed and FIRE
EXTING switch centred
Note
Confirm AMMC 1 and 2 are functioning and all parameters are
displayed before carrying out the following on the RCP panel.
12. RCP panel switches — Confirm all switches selected to
NORM
13. AFCS panel — AP pushbuttons confirm AP1 and
AP2 not engaged
14. Display DIM panel — As required
15. MISC PNL — LD SHARE as required
— Confirm
ENG A/ICE - INTAKE 1 & 2
switches OFF
— EMERG LTS select ON
(check cabin illumination),
then ARM.
(confirm cabin light OFF)
16. AIR COND/HEATER/ — As required
VENT FANS
17. Cyclic stick — Centred (PFD cyclic position indica-
tor in the GREEN), check switches
18. Collective lever — Full down, friction as required,
check switches
19. LDG GEAR panel — Check 3 green lights and
EMER DOWN switch secure
and guarded.
20. PARK BRAKE — Pull and turn handle, confirm PARK
BRAKE ON advisory illuminates on
CAS
21. ECDU press 6R (TEST) — Select FIRE and confirm the follow-
ing sequence:
Note
Do not press CAS reset or
MWL/MCL reset buttons during
test.
• Audio tone and voice warning
“ENGINE 1 FIRE”
• ENG 1 FIRE on FIRE EXTING
panel
• FIRE 1 on ENG CONTROL panel
• MWL illuminates
• ‘1 ENG FIRE’, CAS warning
• Audio tone and voice warning
“ENGINE 2 FIRE”
• ENG 2 FIRE on FIRE EXTING
panel
• FIRE on 2 ENG CONTROL panel
• MWL illuminates
• ‘2 ENG FIRE’ CAS warning
• Audio tone and voice warning
“APU FIRE”
• FIRE on APU CONTROL panel
• MWL illuminate
• APU FIRE’ CAS warning
• Audio tone and voice warning
“WARNING WARNING”
• MWL illuminate
• ‘BAG FIRE’ CAS warning
22. LAMP TEST — Select LAMP and confirm the fol-
lowing illuminate:
• ENG 1 & 2 FIRE/ARM on
FIRE EXTING panel
• FIRE lights on ENG
CONTROL panel
Note
AIR COND, if fitted, should be selected OFF during ENG INTK TEST.
23. ENG INTK TEST — If flight in OAT conditions less than
5 °C are envisaged carry out the fol-
lowing:
• Confirm 1 & 2 INTAKE FAIL cau-
tions not illuminated
• On MISC PNL select 1 & 2 ENG
A/ICE-INTAKE switches to FULL.
Confirm 1-2 ENG A/ICE FULL
advisories illuminate,
1-2 ENG A/ICE ON advisory may
illuminate momentarily.
• Press ENG INTK TEST and con-
firm 1-2 ENG A/ICE FULL advi-
sory extinguishes, 1-2 INTAKE
FAIL caution illuminates (approx
20 seconds), 1-2 ENG A/ICE ON
advisory illuminates,
1-2 ENG A/ICE FULL advisory
may illuminate momentarily.
• After test completed confirm
1-2 ENG A/ICE FULL advisory
illuminates and no INTAKE cau-
tions remain.
• On MISC PNL select 1 & 2
A/ICE-INTAKE switches to OFF
and confirm 1-2 ENG A/ICE FULL
advisory extinguish.
24. Aural Warning short test — Select AWG SHORT TEST, Confirm
MWL and MCL Illuminate and the
AURAL SYSTEM TEST message is
heard.
25. Aural Warning long test — Select AWG LONG TEST and con-
firm MWL and MCL Illuminate and
AURAL SYSTEM TEST message is
heard then following aural warn-
ings:
• Audio tone and voice warning
(”WARNING”)
• ROTOR LOW
• ENGINE 1 OUT
• ENGINE 2 OUT
• ENGINE 1 FIRE
• ENGINE 2 FIRE
• APU FIRE
• ROTOR HIGH
• ENGINE 1 IDLE
• ENGINE 2 IDLE
• WARNING
• AUTOPILOT
• AIRSPEED
• LOW SPEED
• LANDING GEAR
• 150 FEET
• ALTITUDE
• DECISION HEIGHT
• AURAL SYSTEM TEST
26. TRANSMISSION OIL TEST — Select XMSN OIL LVL and confirm
CAS caution:
• MGB OIL LOW and MCL
illuminates
• IGB OIL LOW and MCL
illuminates
• TGB OIL LOW and MCL
illuminates
CAUTION
Full and free check should be carried out with slow displace-
ment of the controls and one control at a time in order not to
overload the electric pump.
Note
When the electric hydraulic pump is running the hydraulic pres-
sure N°1 will correctly indicate in the red zone as the pump can
only supply 100 ±10 bar hydraulic pressure.
Note
Cyclic position indicator is only presented on the PFD when the
aircraft is on the ground and the collective is near its down
position (MPOG).
Note
Electric hydraulic pump disengages automatically after 2 min-
utes.
28. ECDU — Press 6R (FUEL)
29. Rotor Brake — OFF, confirm no advisory ROTOR
BRAKE ON displayed.
ENGINE STARTING
1. MFD — Confirm PWR PLANT page
Note
If ITT is above 150 °C motor engine, using the Dry Motoring
Procedure on page 2A-12, to reduce ITT to below 150 °C.
2. FUEL PUMP 1 & 2 — ON
3. FUEL ENG 1 & 2 SOV — OPEN, 1 & 2 FUEL PUMP cautions
not illuminated, check pressure.
4. FUEL XFEED — AUTO, XFEED advisory not
iluminated
5. Engine temperature (ITT) — Confirm less than 150 °C
6. ENG 1 MODE switch — IDLE.(when ITT below 150 °C and
NG is 0%)
Note
It is recommended to start the engine to IDLE, if necessary, it is
possible to start to FLT by setting the ENG MODE switch
directly to FLT, however the HOT START preventor is deacti-
vated.
.
7. Gas Producers (NG) — Note increasing and START legend
displayed
8. Engine temperature (ITT) — Note increasing and IGN legend
displayed
9. Engine oil pressure — Confirm rising
10. Engine N°1 starter — Disengaged by 52% ±2% NG
11. Main hydraulic system — When the main rotor begins to
rotate, confirm rise in main hydrau-
lic pressure
— Confirm cyclic control centralized
on PFD cyclic indicator
12. N°1 engine power turbine speed — Confirm stabilized to IDLE speed of
(NF) and rotor speed (NR) 55%±1%.
Note
If the engines started directly to FLT the NF will stabilize at
102% with rotor speed (NR).
13. Engine and transmissions oil — Check pressures and tempera-
tures within limits
Note
If ITT is above 150 °C motor engine, using the Dry Motoring
Procedure on page 2A-12, to reduce ITT to below 150 °C.
14. ENG 2 MODE switch — IDLE. (when ITT below 150 °C and
NG is 0%)
Note
It is recommended to start the engine to IDLE, if necessary, it is
possible to start to FLT by setting the ENG MODE switch
directly to FLT, however the HOT START preventor is deacti-
vated.
15. Gas Producer (NG) — Note increasing and START legend
displayed
16. Engine temperature (ITT) — Note increasing and IGN legend
displayed
17. Engine oil pressure — Confirm rising
18. Engine N°2 starter — Disengaged by 52% ±2% NG
19. N°1 & 2 engine power turbine — Confirm stabilized to IDLE speed of
speeds (NF) and rotor speed (NR) 73%±1%.
20. HEATER panel (if used) — Select ENG and set as required
Note
Flight control position digital indications are for maintenance
use and should not be considered.
Note
For cold starting (down to -40 °C OAT) a prolonged warm up
period at GI, of up to 16 minutes, may be required to increase
the hydraulic system oil temperature to the minimum of -20 °C
required for Take-Off.
24. MFD — Confirm PWR PLANT page
25. Proceed to AFTER ENGINE START CHECKs procedures on page 2A-22
Note
Standby ADI will power-up (if standby ADI auxiliary battery fitted)
2. MAIN BATT — ON
3. BATT AUX (if available) — ON
4. LTG (MISC panel) — DAY/NIGHT/NVG as required
5. ECDU — Confirm PBIT IN PROGRESS page
displayed.
Satisfactory completion of PBIT is
indicated by LIGHTS page.
If LOCKED CB LIST page is dis-
played confirm C/B configuration is
as required press STAT to continue.
(If DF RESULTS page is displayed,
maintenance action required before
flight)
6. EXT DC PWR source — Connected
Note
Any time the CABIN SIGN is selected ON the cabin occupants
must also be informed using the internal PA system.
10. Clock — Set
11. ENG FIRE PANEL — Confirm guards closed and FIRE
EXTING switch centred
Note
Confirm AMMC 1 and 2 are functioning and all parameters are
displayed before carrying out the following on the RCP panel.
23. Aural Warning short test — Select AWG SHORT TEST, Confirm
MWL and MCL Illuminate and the
AURAL SYSTEM TEST message is
heard.
24. Aural Warning long test — Select AWG LONG TEST and con-
firm MWL and MCL Illuminate and
AURAL SYSTEM TEST message is
heard then following aural warn-
ings:
• Audio tone and voice warning
(”WARNING”)
• ROTOR LOW
• ENGINE 1 OUT
• ENGINE 2 OUT
• ENGINE 1 FIRE
• ENGINE 2 FIRE
• APU FIRE
• ROTOR HIGH
• ENGINE 1 IDLE
• ENGINE 2 IDLE
• WARNING
• AUTOPILOT
• AIRSPEED
• LOW SPEED
• LANDING GEAR
• 150 FEET
• ALTITUDE
• DECISION HEIGHT
• AURAL SYSTEM TEST
25. TRANSMISSION OIL TEST — Select XMSN OIL LVL and confirm
CAS caution:
• MGB OIL LOW and MCL
illuminates
• IGB OIL LOW and MCL
illuminates
CAUTION
Full and free check should be carried out with slow displace-
ment of the controls and one control at a time in order not to
overload the electric pump.
Note
When the electric hydraulic pump is running the hydraulic pres-
sure N°1 will correctly indicate in the red zone as the pump can
only supply 110 ±10 bar hydraulic pressure.
Note
Cyclic position indicator is only presented on the PFD when the
aircraft is on the ground and the collective is near its down
position (MPOG).
Note
Electric hydraulic pump disengages automatically after 2
minutes.
27. ECDU — Press 6L (MENU)
28. ECDU — Press TEST
Note
Disregard APU VALVE OPEN and APU TRU FAIL cautions that
may momentarily illuminate when APU started.
Note
AIR COND, if fitted, should be selected OFF during ENG INTK
TEST.
30. ENG INTK TEST — If flight in OAT conditions less than
5 °C are envisaged carry out the fol-
lowing:
• Confirm 1 & 2 INTAKE FAIL cau-
tions not illuminated
• On MISC PNL select 1 & 2 ENG
A/ICE-INTAKE switches to FULL.
Confirm 1-2 ENG A/ICE FULL
advisories illuminate,
1-2 ENG A/ICE ON advisory may
illuminate momentarily.
• Press ENG INTK TEST and con-
firm 1-2 ENG A/ICE FULL advi-
sory extinguishes, 1-2 INTAKE
FAIL caution illuminates (approx
20 seconds), 1-2 ENG A/ICE ON
advisory illuminates,
1-2 ENG A/ICE FULL advisory
may illuminate momentarily.
ENGINE STARTING
Note
If ITT is above 150 °C motor engine, using the Dry Motoring
Procedure on page 2A-12, to reduce ITT to below 150 °C.
2. FUEL PUMP 1 — Confirm ON
FUEL PUMP 2 — ON
3. FUEL ENG 1 & 2 SOV — OPEN, 1 & 2 FUEL PUMP cautions
not illuminated, check pressure.
4. FUEL XFEED — AUTO, XFEED advisory not
iluminated
5. Engine temperature (ITT) — Confirm less than 150 °C
6. ENG 1 MODE switch — IDLE (when ITT below 150 °C and
NG is 0%)
Note
It is recommended to start the engine to IDLE, if necessary, it is
possible to start to FLT by setting the ENG MODE switch directly
to FLT, however the HOT START preventor is deactivated.
Note
Disregard MGB OIL PRESS warning that may momentarily illu-
minate during rotor start.
7. Gas Producers (NG) — Note increasing and START
legend displayed
Note
If the engines started directly to FLT the NF will stabilize at
102% with rotor speed (NR).
13. Engine and transmissions oil — Check pressures and tempera-
tures within limits
Note
If ITT is above 150 °C motor engine, using the Dry Motoring
Procedure on page 2A-12, to reduce ITT to below 150 °C.
14. ENG 2 MODE switch — IDLE. (when ITT below 150 °C and
NG is 0%)
Note
It is recommended to start the engine to IDLE, if necessary, it is
possible to start to FLT by setting the ENG MODE switch
directly to FLT, however the HOT START preventor is deacti-
vated.
15. Gas Producer (NG) — Note increasing and START legend
displayed
16. Engine temperature (ITT) — Note increasing and IGN legend
displayed
17. Engine oil pressure — Confirm rising
18. Engine N°2 starter — Disengaged by 52% ±2% NG
19. N°1 & 2 engine power turbine — Confirm stabilized to IDLE speed of
speeds (NF) and rotor speed (NR) 73%±1%.
20. HEATER panel (if used) — Select ENG and set as required
Note
Disregard APU GEN FAIL or APU TRU FAIL cautions that may
momentarily illuminate when EXT PWR DC is selected OFF.
21. EXT PWR DC switch — OFF, confirm DC EXT PWR
on EPGDS PNL READY advisory displayed.
22. EXT DC PWR source — Disconnected, check DC EXT
PWR DOOR not displayed
Note
Flight control position digital indications are for maintenance
use and should not be considered.
23. AFCS panel — Press TEST button and follow
instruction on MFD AFCS synoptic
page. Confirm test completes suc-
cessfully and no AP messages
apart from 1(2) AP OFF cautions
displayed on CAS system
Note
For cold starting (down to -40 °C OAT) a prolonged warm up
period at GI, of up to 16 minutes, may be required to increase
the hydraulic system oil temperature to the minimum of -20 °C
required for Take-Off.
Note
Disregard APU GEN FAIL caution that may momentarily illumi-
nate when APU selected OFF.
24. APU — On APU PNL
• SEL MODE rotary select to OFF.
• Green STATUS CLDWN caution
illuminates during shutdown
(approx 70 seconds), APU
VALVE OPEN caution illumi-
nates transiently
25. MFD — Confirm PWR PLANT page
26. Proceed to AFTER ENGINE START CHECKS on page 2A-22
PRE-SHUTDOWN CHECKS
Note
Prior to shutting down the engines AC power must be available
in case an engine CRANK procedure is necessary.
Note
A period of 2 minutes stabilization at IDLE or with NG less than
90% is mandatory. If this is not carried out, refer to ENGINE
RESTART PROCEDURE AFTER EMERGENCY SHUTDOWN
see page 3-95.
2. Fuel PUMP 1 & 2 — OFF, 1 & 2 FUEL PUMP caution
message
3. MFD — Select PWR PLANT page
4. ENG 1 and 2 MODE switches — OFF
CAUTION
During shut down note that:
• NG speed decelerates freely without abnormal noise or rapid
run down
• ITT does not rise abnormally.
5. Rotor Brake — Below 40% NR select rotor brake
lever to BRAKE position, ROTOR
BRK ON advisory illuminates. (Rec-
ommended between 20% and 40%
NR)
Confirm no abnormal pressure
messages illuminate on brake mon-
itor panel.
When rotor has stopped, move
lever to OFF.
6. ECDU press LT — Select A/COLL OFF and POS LT as
required.
— Press 5R, CABIN SIGN select OFF
— Press FUEL
Note
Up to 8 hours of parking pressure are guaranteed before re-
pressurization of the system.
8. EXT PWR AC — OFF and disconnect
9. MAIN BATT and BATT AUX — OFF
(if available) switches
10. BATT MASTER — OFF
11. Proceed to Post Shut Down Checks on page 2A-40
Note
Disregard 1(2) TRU FAIL caution that may momentarily illumi-
nate when DC EXT PWR comes on line.
Note
A period of 2 minutes stabilization at IDLE or with NG less than
90% is mandatory. If this is not carried out, refer to ENGINE
RESTART PROCEDURE AFTER EMERGENCY SHUTDOWN
see page 3-95.
4. MFD — Select PWR PLANT page
5. ENG 1 and 2 MODE switches — OFF
CAUTION
During shut down note that:
• NG speed decelerates freely without abnormal noise or rapid
run down
• ITT does not rise abnormally.
6. Rotor Brake — Below 40% NR select rotor brake
lever to BRAKE position, ROTOR
BRK ON advisory illuminates. (Rec-
ommended between 20% and 40%
NR)
Confirm no abnormal pressure
messages illuminate on brake mon-
itor panel.
When rotor has stopped, move
lever to OFF.
7. FUEL XFEED — CLSD
Note
Fuel PUMP 1 will not switch OFF when APU is running.
Note
Up to 8 hours of parking pressure are guaranteed before re-
pressurization of the system.
Note
Disregard APU GEN FAIL cautions that may momentarily illumi-
nate when APU selected OFF.
11. APU (when engine ITT is under — On APU PNL
control) • Select SEL MODE rotary to OFF
• Green STATUS CLDWN caution
illuminate during shutdown
(approx 70 seconds), APU
VALVE OPEN caution illuminates
transiently.
When shutdown complete
READY light illuminates.
12. EXT PWR DC — OFF and disconnect
13. MAIN BATT and BATT AUX (if — OFF
available) switches
14. BATT MASTER — OFF (when APU READY light ON).
15. Proceed to Post Shut Down Checks on page 2A-40
TAKE-OFF PROCEDURE
4. Take-Off as required.
LANDING PROCEDURE
SECTION 3
EMERGENCY AND
MALFUNCTION PROCEDURES
TABLE OF CONTENTS
Page
INTRODUCTION...................................................................................................... 3-1
PROCEDURES LOGIC ....................................................................................................3-1
SAFE OEI FLIGHT............................................................................................................3-2
EMERGENCY LANDING GUIDANCE..............................................................................3-2
USING THE CAS WARNING AND CAUTION SYSTEM ..................................................3-5
MESSAGE FORMAT ........................................................................................................3-6
EMERGENCY PROCEDURES
GENERAL................................................................................................................ 3-9
CAS WARNING MESSAGES .................................................................................. 3-9
WARNING PRIORITIES LOGIC .......................................................................................3-9
AURAL WARNING GENERATOR (AWG) TEST PROCEDURE....................................3-10
VOICE MESSAGES........................................................................................................3-10
TABLE OF CAS WARNING MESSAGES.......................................................................3-11
Page
Page
MALFUNCTION PROCEDURES
CAUTION SYSTEM ............................................................................................... 3-67
GENERAL.......................................................................................................................3-67
CAUTIONS WITH VOICE MESSAGES..........................................................................3-67
TABLE OF CAS CAUTION MESSAGGES .....................................................................3-67
TABLE OF PFD AND MFD MESSAGES........................................................................3-74
Page
Page
ELECTRICAL....................................................................................................... 3-141
ECDU CIRCUIT BREAKER RESET PROCEDURE .....................................................3-141
DOUBLE AC GENERATOR FAILURE .........................................................................3-142
SINGLE AC GENERATOR FAILURE...........................................................................3-143
AC GENERATOR OVERHEAT ....................................................................................3-144
AC GENERATOR GCU FAILURE ................................................................................3-145
TRANSFORMER RECTIFIER UNIT 1 AND/OR DC POWER DISTRIBUTION
PANEL 1 FAILURE .......................................................................................................3-146
TRANSFORMER RECTIFIER UNIT 2 AND/OR DC POWER DISTRIBUTION
PANEL 2 FAILURE .......................................................................................................3-148
SINGLE TRU OVERHEAT............................................................................................3-150
SERVICES LOST FOR EMER BUS 1 AND 2 FAILURES............................................3-151
SERVICES LOST FOR DC ESS BUS 1 & 2 FAILURE ................................................3-152
Page
SERVICES LOST FOR DC MAIN BUS 1,2,3,4 & DC NON ESS BUS
1, 2,3,4 FAILURE ......................................................................................................... 3-153
MAIN BATTERY OFF ................................................................................................. 3-154
AUXILIARY BATTERY (IF INSTALLED)...................................................................... 3-154
APU GENERATOR FAILURE ..................................................................................... 3-155
EMERGENCY BUS 1 FAILURE .................................................................................. 3-155
EMERGENCY BUS 2 FAILURE .................................................................................. 3-156
APU TRU CAUTION .................................................................................................... 3-156
APU GENERATOR OVERLOAD ................................................................................. 3-157
APU TRANSFORMER RECTIFIER UNIT HOT ........................................................... 3-157
MAIN BATTERY OVERHEAT...................................................................................... 3-158
AUXILIARY BATTERY OVERHEAT (IF INSTALLED)................................................. 3-158
ELECTRICAL CONTROL DISPLAY UNIT DEGRADED ............................................. 3-159
ELECTRICAL CONTROL DISPLAY UNIT FAILURE................................................... 3-160
Page
Page
LIST OF FIGURES
Figure Page
Figure 3-1 Crew Alerting System Layout (PFD Page) ......................................................3-3
Figure 3-2 Crew Alerting System MWL and MCL Location, Display Unit Numbering.......3-4
Figure 3-3 External Markings and Placards ...................................................................3-63
Figure 3-4 Internal Markings and Placards ....................................................................3-64
SECTION 3
EMERGENCY AND MALFUNCTION
PROCEDURES
INTRODUCTION
This section contains the procedures that must be performed in the event of
an emergency or malfunction. These procedures are based on experience
acquired in the operation of helicopters, in general, and on flight tests con-
ducted on this particular helicopter type.
The procedures used in each actual emergency or malfunction must result
from consideration of the complete situation. In the case of multiple emergen-
cies/malfunctions or in the unlikely event of a double system failure then the
pilot must first consult the procedures for the failured systems and then, taking
into consideration the overall aircraft situation, the resolution of the malfunc-
tions must be decided by the pilot and may require a departure from normal
corrective procedures detailed in this section.
All corrective action procedures listed herein assume the pilot gives first prior-
ity to aircraft control and safe flight path.
PROCEDURES LOGIC
The majority of the Emergency and Malfunction procedures that follow are
presented in the form of logic trees (flow charts). These flow charts have been
formulated based on analysis and test of the cockpit indications that would be
available to the flight crew following the failures/malfunctions that are included
in this section. For complex failures/malfunctions, cockpit indications coupled
with the answers to “Yes/No“ type questions (as indicated on the charts utiliz-
ing a decision symbol ) should enable the flight crew to analyse the type
of failure/malfunction that has occurred, the branch of the ”tree” that should be
followed and the corrective action that should be taken.
In order to analyse some types of failures/malfunctions, answers to “+“, “IF“,
“AND“ and “OR“ statements may be required. In these cases, the statements
are presented in italic text (“+“, “IF“, “AND“, “OR“), as an attention getting
device. It is stressed that attention should be paid to this symbology to avoid a
mistake in the emergency/malfunction analysis and subsequent incorrect crew
action. Required flow chart crew actions are proceeded by “-”.
(MGB OIL PRESSURE warning, 1 ENG OIL TEMP caution not acknowledged,
1 FUEL LOW FAIL caution, FUEL XFEED advisory active in CAS window)
ICN-89-A-153000-A-A0126-04117-A-001-01
Figure 3-1 Crew Alerting System Layout (PFD Page)
ICN-89-A-153000-A-A0126-04118-A-001-01
Figure 3-2 Crew Alerting System MWL and MCL Location, Display Unit
Numbering
Page 3-4 Issue 1 FOR TRAINING ONLY EASA Approved
Rev. 1
AW189 - RFM Section 3
Document N° Emergency and
189G0290X002 Malfunction Procedures
MESSAGE FORMAT
Similar Caution/Warning messages seen on the CAS are combined within a
single message. For example “1-2” is embedded in the same line of message
without the need to have two separate messages as shown below:
represents the combined CAS caution displayed
1-2 PITOT HEAT OFF when 1 PITOT HEAT OFF and 2 PITOT HEAT OFF
cautions are present consecutively.
Note
In the event of a ‘1-2 XXXXXX’ caution the ‘1(2) XXXXXX’ page
in this section of the RFM should be consulted and after consid-
eration of the type of failure, the procedures indicated and air-
craft conditions the pilot action must be decided.
EMERGENCY PROCEDURES
GENERAL
The following Emergency Procedures are concerned with forseeable but
unusual situations in which immediate and precise crew actions, as indicated
by the actions in bold and boxed, will substantially reduce the risk to the
helicopter and personnel.
The system logic will cause a high priority message to interleave with a lower
priority message.
— AWG LONG TEST button, all messages and tones are generated in spe-
cific priority order
VOICE MESSAGES
ROTOR UNDER-SPEED
ROTOR-OVERSPEED
ENGINE OUT
Note
Following engine drive shaft failure, NF may overspeed and
reach the NF overspeed trip point (119%).
ENGINE IDLE
1(2) ENG IDLE + Voice Warning
‘ENGINE 1(2) IDLE’
(Warning triggered only with aircraft on ground)
ENGINE FAILURE
GENERAL
In the event of partial or complete power failure, establishing a safe flight con-
dition is the prime consideration, until the cause of the failure can be analysed.
Care should be taken in confirming the failed engine prior to commencing
engine shutdown as given in the ENGINE SHUTDOWN IN EMERGENCY
procedure Page 3-27.
— The failed engine PI/TQ will split significantly from the operational engine.
Note
The height loss indicated on chart Figure 4-23 to Figure 4-33,
for ambient condition and aircraft weight, guarantees that VFASS
(50 KIAS) will be achieved and a subsequent minimum Rate Of
Climb of 150 fpm at Vy is assured.
ENTRY IN AUTOROTATION
Depending on collective and airspeed at the time, a simultaneous engine fail-
ure will result in a large and very rapid drop in rotor speed (NR) requiring a
large and rapid collective adjustment in order to recover and maintain rotor
speed within the Power Off range. It is imperative that these adjustment be
made quickly and decisively.
If the failure occurs at considerable height above ground level (AGL), it is pos-
sible that sufficient time will be available for attempting an engine re-start
(assuming that the cause of the failure can be rapidly analysed). Assuming an
average autorotative sink rate of 3000 ft per minute, a minimum AGL height of
5000 to 6000 ft would be required to provide sufficient time to complete APU
and engine procedures.
If time and conditions permits and no attempt to restart is made, carry out the
ENGINE SHUTDOWN IN EMERGENCY procedure Page 3-27 while the heli-
copter is manoeuvred toward the landing area.
If sufficient additional time is available to make an engine re-start feasible,
use the ENGINE RESTART IN FLIGHT procedure Page 3-99.
4. APU — Start
Note
When on ground consider using the nose wheel steering
and/or differential braking.
WARNING
As considerable error can result from estimation of height over
water, the radar altimeter should be used for height cues during
descent.
CAUTION
At high touchdown speeds, the rotorcraft may roll and turn to
the left after touchdown due to gyroscopic effects if the aircraft
is allowed to pitch down rapidly. This will require pilot corrective
action.
4. APU — Start
CAUTION
If the landing gear cannot be retracted, landing on the water
with minimum forward speed is recommended.
Note
1 FUEL PUMP will not select OFF, if APU running, or will be
automatically selected ON if APU started.
Note
If there is evidence of combustion after engine shutdown carry
out a dry motoring procedure Page 2A-12, as required to extin-
guish any possible fire.
Note
If the undercarriage is not extended the Rotor Brake will not
function. In this case use collective to slow rotor, being
aware the aircraft may yaw left.
FIRE
In the event of smoke or fire, prepare to land the aircraft without delay while
completing the applicable emergency procedures.
Note
If PFD not available monitor APU panel FIRE warning light.
When on ground:
Carry out EMERGENCY
GROUND EGRESS
procedure page 3-29
Note
Fin Camera (ECDU-MENU-MISC) may be helpful in determin-
ing the severity of the fire.
CAUTION
In case of a subsequent fire in the other engine bay the initial
ARM 1(2) pushbutton must be deselected to allow operation of
the ARM 2(1) pushbutton.
Note
1 FUEL PUMP will not select OFF, if APU running, or will be
automatically selected ON if APU started.
CAUTION
In case of a subsequent fire in the other engine bay the initial
ARM 1(2) pushbutton must be deselected to allow operation of
the ARM 2(1) pushbutton
Note
1 FUEL PUMP will not select OFF, if APU running, or will be
automatically selected ON if APU started.
Note
Fin Camera (ECDU-MENU-MISC) may be helpful in determin-
ing the severity of the fire.
SMOKE IN CABIN?
YES
Land as soon
as possible LAND IMMEDIATELY
Note
Fin Camera (ECDU-MENU-MISC) may be helpful in determin-
ing the severity of the fire.
On Ground
YES
NO
CAUTION
If the fire is not completely extinguished, increased ventilation
may aggravate the problem.
Note
Ensure an AC power source is supplied to the helicopter before
proceeding.
1. Airspeed — 50 KIAS
2. VENT FAN — OFF
3. Storm window(s) — OPEN to ventilate cockpit
4. APU — ON
5. Right MCDU TUNE page — Select COM/NAV on side 2
6. PILOT UTILITY LIGHT — ON
7. Land as soon as possible
Note
If operational conditions permit consider releasing cabin left
side windows.
If conditions permit
- Switch GEN 1 & 2 OFF (Loss of NON-ESS BUS 1,2,3 & 4)
No
NON-ESS BUS 1,2,3 & 4 not available
Procedure continues
on next page
Yes
No
NON-ESS BUS 1,2,3 & 4 and
- Select APU OFF MAIN BUS 1,2,3 & 4
not available
(ESS Bus 1 & 2 Lost)
If smoke clears
Land as soon as possible
within 15 minutes
(30 mins if AUX BATT installed)
When on ground:
Carry out EMERGENCY GROUND
EGRESS procedure page 3-29
Note
If operational conditions permit consider releasing cabin left
side windows.
On Ground
In Flight
CAUTION
Use of pedal brakes or parking brake may aggravate the fire.
Note
Consider using one of the cabin hand fire extinguishers or other
available extinguishers to extinguish the fire.
ENGINE SYSTEMS
Associated engine oil pressure below limit (less than 1.4 bar)
YES
NO On affected engine
- Select ENG MODE to IDLE
Land as soon as
practicable
On affected engine
- Select ENG MODE to FLT
- Start APU
Note
Due to loss of load sharing function the caution will
2(1) ENG SLOW RESP illuminate and must be disregarded
and will extinguish when the engine has been shut down.
Note
Care should be taken when moving collective because this
may cause unexpected NF/NR run up or run down depending
on the engine power when the failure occured.
Note
Selecting the affected ENG MODE switch to IDLE will have no
effect.
MAIN GEARBOX
Oil pressure below limit at one or both engine MGB inputs and the MGB oil
system (less than 3.1 bar)
YES
Note 1
Landing or Ditching should be made within 50 minutes at torque
not exceeding 65/65%.
Note 2
YES
NO
WARNING
If a binding occurs in the aircraft main rotor control circuit,
depending on the severity of the binding, greater forces will be
required to operate the controls. DO NOT ATTEMPT TO APPLY
MAXIMUM EFFORT, since a more serious malfunction could
result. A reduction in the available control ranges may result
and, in this situation, the low speed flight envelope may be
restricted.
If the airspeed is more than 25 KIAS, the aircraft should be landed into the
wind as soon as possible using a running landing procedure and a touchdown
speed of 25 KIAS.
If the airspeed is less than 25 KIAS, carry out a running landing at the speed
at which the binding occurs. If the aircraft is in a hover, land vertically.
In Hover
In Forward Flight
Note
- Land into wind
Failure Cues:
— Loss of Yaw Control, pedals free but ineffective or free and partially effec-
tive
In Low Hover
• Gently and progressively apply left pedal to assess whether the aircraft
responds in that direction. Pedal needs to be pushed until a positive
response is obtained (it may be necessary to reach full displacement if no
response is obtained).
If aircraft does not respond to the left, consideration should be given before
assessing controllability to the right as this may worsen the situation. Gently
and progressively apply right pedal to assess whether the aircraft responds in
that direction. Pedal needs to be pushed until a positive response is obtained
(it may be necessary to reach full displacement if no response is obtained)
Failure Cues:
In Low Hover
Note
- Do not shut down engines unless a severe right yaw occurs. If
tail rotor control binds while hovering, landing can be accom-
plished with greater safety under controlled, powered flight
rather than by shutting down engines and entering autorota-
tion.
Note Note
Wind from the front Right Wind from the front
quadrant of the a/c will be Left quadrant of the
beneficial. a/c will be beneficial.
ELECTRICAL SYSTEM
1. APU — Confirm ON
2. ECDU — Select ELEC page
3. GEN 1 & 2 — Select OFF
4. GEN 1 — Select ON
SW BATT BUS 1
APU ECU APU FMP
APU FIRE DET APU FIRE EXT
APU PNL LT APU GCU
APU FUEL SOV
Note
Services lost for DC ESS BUS 1 & 2 failure
Note
Services lost for DC MAIN BUS 1,2,3,4 & DC NON ESS BUS 1,
2,3,4 failure
DC MAIN BUS 1 DC MAIN BUS 2
ADU 1 AFCS DTS
AFCS CP SEC AFCS FCC 1 SEC
AFCS FCC1 PRI AFCS TRIM
AHRS 1 SEC AHRS 2 SEC
AMMC 1 SEC AMMC 2 SEC
CCD CPLT DME
CLOCK CPLT DTD
DCP 1 HUMS
LIGHTING LDG CONTR CPLT NOSE FAN 2
LIGHTING LDG PWR CPLT LDG GEAR CONTR SEC
LIGHTING CKPT CPLT LIGHTING CSL
MCDU CPLT LIGHTING CSL 28V AUX
MFD CPLT LIGHTING DOME
MFD CPLT AUX LIGHTING OVHD
NAV 1 LIGHTING STORM
PITOT HTR CPLT WHEEL BRAKE CONTR
WIPER CPLT WHEEL BRAKE PWR
WIPER PLT
LANDING GEAR
LANDING GEAR FAILS TO EXTEND OR FAILS TO LOCK DOWN
If, after selecting the landing gear lever DOWN
any indicators remain blank or amber,
carry out the following:
If all indicators
If any indicators If all indicators
illuminate green illuminate green
remain blank or amber
(down and locked) (down and locked)
- Attempt to confirm if
landing gear is down
Continue to land Continue to land
Note
When the undercarriage has been extended using the EMER
DWN then subsequent retraction is not possible
Note
For OAT of -30 °C and below the undercarriage extension time
may increase.
Note
When using the EMER DWN pushbutton if the hydraulic oil tem-
perature is below -20 °C the button must be held depressed
until the undercarriage down lights illuminate green.
EMERGENCY BRAKING
Emergency symmetric braking is possible using the PARK BRAKE handle, by
modulating the handle displacement. Care should be taken to avoid ‘locking’
the wheels with possible damage to the tyres.
LIGHTNING STRIKE
If it is suspected that the rotorcraft has been struck by lightning LAND AS
SOON AS POSSIBLE, verifying the state of the following systems for unin-
tended change and confirm their functionality:
— selected altitude
— selected course
— selected heading
CAUTION
When utilizing the alternate static source, decrease the altime-
ter reading by 250 ft.
EMERGENCY EXITS
Figure 3-3 and Figure 3-4 show the positions of the aircraft emergency exits.
EMERGENCY EXIT
1 PULL RED STRAP TO REMOVE CORD
2 PUSH IN WINDOW
ICN-89-A-153000-A-A0126-04119-A-002-01
EXIT
ICN-89-A-153000-A-A0126-04120-A-003-01
MALFUNCTION PROCEDURES
CAUTION SYSTEM
GENERAL
The following Malfunction Procedures address forseeable situations, usually
involving a failure condition in which use of the normal or alternate systems by
crew actions (indicated by a dash ‘-’ infront of the action) will maintain an
acceptable level of helicopter operation.
Many of the malfunctions described in this section are indicated by the illumi-
nation of the amber caution captions on the CAS window and the flashing
amber Master Caution Light (MCL). When active the caution is displayed as
black text on an amber background. The caution can be acknowledged by
pressing the MCL or CAS RST button on the collective grip. It then changes to
amber text on a black background and the MCL is deactivated.
The Caution message remains until the cause of the warning is corrected.
APU FIRE BTL LOW P 3-107 APU fire bottle pressure low
APU OIL LOW PRESS 3-109 APU oil pressure below limit
APU TRU FAIL 3-156 APU TRU contactor open when APU
generator operating
APU VALVE OPEN 3-110 APU fuel valve open when engine shut
down
AUX BATT OFF 3-154 Auxiliary battery off line (If installed)
1(2) ENG A/ICE FAIL 3-93 Associated engine anti ice bleed valve
closed with anti ice selected ON
ENG A/ICE OFF 3-94 OAT less than 5 °C and engine anti
icing not selected ON
1(2) ENG LIM EXPIRE 3-80 Associated engine exceeded 2.5 min
OEI rating.
1(2) FIRE BTL LOW P 3-85 Associated fire bottle low pressure
1(2) FUEL LOW FAIL 3-125 Associated fuel low sensor failed
HYD UTIL PRESS 3-128 Utility hydraulic pressure low, less than
163 bar.
(Not presented with NR less than 30%)
IGB OIL LOW 3-117 Intermediate gearbox oil level low (only
active on ground)
MGB OIL LOW 3-113 Main gearbox oil level low (only active
on ground)
1(2) MGB OIL PRESS 3-114 Associated MGB engine input oil pres-
sure low (less than 3.1 bar).
(Not presented on ground with both
engines OFF or with NR less than 75%.
1(2) NOSE FAN FAIL 3-182 Associated nose bay fan failure
TGB OIL TEMP 3-118 Tail gearbox oil overtemp (greater than
114 °C)
RED
AMBER
‘DU MON’ on PFD and 3-209 Parameter critical cross checking not
MFD available
ENGINE MALFUNCTIONS
COMPRESSOR STALL
A compressor stall is normally recognized by an abnormal increase of ITT (or
abnormal increase in PI indication with ITT as limiting parameter) and may be
accompanied by an audible bang or pop and fluctuating NG and TQ (moni-
tored on MFD PWR PLANT page). The compressor stall may be transient or
steady.
The degree of compressor stall may be indicated by one or all of the following:
- Start APU
If engine If engine responds
responds abnormally
normally Land as soon as practicable
Refer to Single Engine
Continue On affected engine Procedure page 3-97
flight - Carry out ENGINE SHUT
DOWN IN EMERGENCY
procedure page 3-27
- Start APU
On affected engine
- Confirm oil temperature
On affected engine
- Select ENG MODE to IDLE
- Continue flight - Monitor temperature and
monitoring engine pressure and ENG OIL CHIP
oil pressure and indications
temperature
On affected engine
- Monitor engine parameters
On affected engine
- Select ENG MODE to FLT
- Start APU
Continue flight
On affected engine
Carry out ENGINE SHUT
DOWN IN EMERGENCY
If caution iluminates procedure page 3-27
On affected engine
- Select ENG MODE to IDLE
Land as soon as practicable
Refer to Single Engine
Procedure page 3-97
On affected engine
- Select ENG MODE to IDLE
- Start APU
On affected engine:
- Monitor engine parameters
for abnormalities and
check for signs of fire
(Fin Camera, ECDU-MENU-
MISC, may be helpful in deter-
mining if fire present)
Associated engine
fire bottle pressure low
On Ground In Flight
Continue flight
Associated engine in
overspeed condition
- Check PI and NF
On affected engine:
- Carry out ENGINE SHUTDOWN
IN EMERGENCY procedure
page 3-27
- Start APU
Note
Following engine drive shaft failure,
NF may overspeed and reach the
NF overspeed trip point (119%).
Continue flight
Monitor associated
engine parameters
On ground In flight
On ground In flight
On ground In flight
Note
1 FUEL PUMP will not select Land as soon as
OFF, if APU running, or will practicable
be automatically selected Refer to Single Engine
ON if APU started. Procedure page 3-97
CAUTION
When the engine is started to IDLE mode on the ground a hot
start preventor automatically limits the ITT to 953 °C, however,
when started to FLT or the aircraft is in flight this preventor is
deactivated. For this situation a HOT START caution indicates
the ITT start limit has been exceeded and the engine start must
be aborted by the pilot.
- A maximum of 2 engine
starts may be attempted
to clear caution
Affected engine
- Monitor engine parameters for
possible reduction in power
available or potential flameout
- Consider starting APU
Continue flight,
Avoid flight in visible
moisture with OAT
5 °C or below
Continue flight,
Avoid flight in visible
moisture with OAT
5 °C or below
Note
When convenient select associated ENG A/ICE-INTAKE switch
to A/ICE only.
Note
An INTAKE FAIL caution will illuminate if the system is selected
ON and the engine NG is below 79%.
Continue flight
Note
This caution will also display if the ENG A/ICE - INTAKE
switches are set to A/ICE and not to FULL.
ON GROUND
Whenever the engine is shut down without a 2 minute cooling period at GI, or
2 minutes with NG below 90%, this is considered an emergency shut down
and one of the following procedures must be followed:
A. If an engine restart is required, restart the engine using the normal start
procedure below within 5 minutes of the shut down (provided the reason
for the emergency shutdown is known and restart will not cause engine
damage)
On associated engine:
1. ENG FIRE EXT guard — Confirm not pressed and not illumi-
nated.
2. FUEL PUMP switch — ON - No FUEL PUMP caution dis-
played, check pressure.
3. FUEL ENG SOV — OPEN - Fuel valve indicator bar
vertical.
4. Engine temperature (ITT) — Confirm less than 150 °C
Note
If ITT is above 150 °C motor engine, using the CRANK
switch, to reduce ITT to below 150 °C
5. ENG MODE switch — IDLE.(when ITT below 150 °C and
NG less than 15%)
6. Gas Producer (NG) — Note increasing and START legend
displayed.
7. Engine temperature (ITT) — Note increasing and IGN legend
displayed.
(in flight the IGN legend is
obscured by the OEI legend)
8. Engine oil pressure — Confirm rising.
9. Engine starter — Disengaged by 52% NG.
After a successful start the engine should carry out a normal engine shut
down with a 2 minute cooling period with the ENG MODE switch selected
to IDLE or 2 minutes with the NG less than 90%.
Note
1 FUEL PUMP will not select OFF, if APU running, or will be
automatically selected ON if APU started.
NO
See page 3-99
YES
GENERAL
If an engine flames out/or is shutdown during flight and if there is no indication
of a mechanical malfunction or engine fire, the engine may be restarted.
If restart procedure fails go to Single Engine Procedure page 3-97.
CAUTION
Failure to follow the appropriate Abort Procedure may cause
damage to the engine.
Note
Observe the starter generator duty cycle limitations.
RESTARTING PROCEDURE
Note
FUEL PUMP 1 selected ON automatically when APU started.
3. ENG FIRE EXT guard — Confirm not pressed and not illu-
minated.
4. FUEL PUMP — ON
Note
It is recommended to start the engine to IDLE, if necessary, it
is possible to start to FLIGHT by setting the ENG MODE
switch directly to FLT. The ITT hot start preventor is deacti-
vated for ENG MODE selection to IDLE or FLT when the air-
craft is in flight.
Note
If the engine was started directly to FLT the NF will stabilize
at 102% with rotor speed.
ENGINE NG MISCOMPARE
1(2) NG MISCOMPARE
Continue flight
Note
The NG analogue sensor is selected from MFD PWR PLANT
page, menu selection using Cursor Control Device.
Continue flight
Note
Affected NG MISCOMPARE caution inoperative
APU MALFUNCTIONS
If, after carrying out the APU start procedure, the ON message does not illumi-
nate and the READY message remains illuminated carry out the following
APU reset procedure:
APU FAILURE
Note
APU re-start may not be possi- Carry out APU Reset
ble once the APU has been procedure on page 3-104
shutdown
On ground In flight
APU CHIP
On Ground In Flight
Automatic APU
shutdown
- Continue, monitor for
APU OIL LOW PRESS
Maintenance action caution
APU DEGRADED
APU DEGR
On Ground In Flight
On Ground In Flight
On Ground In Flight
On Ground In Flight
Note
Be aware APU may not give maximum power or may fail
On Ground In Flight
On Ground In Flight
DRIVE SYSTEM
XMSN OVTQ
- Reduce collective
until torque within
limits, as soon as - Reduce power until caption
operational conditions extinguishes
permit
XMSN CHIP
CAUTION
A maximum of 3 chips can be cleared in one flight on each
gearbox. On the 4th CHIP caution Land as soon as practica-
ble
Note
If an MGB CHIP is present, on the XMSN Synoptic page, when
MGB OIL PRESS warning is illuminated the CHIP BURNER
must not be activated.
Note 1
Landing should be made within 50 minutes of level flight at
torque not exceeding 65/65%.
Note 2
REMOVED
Replenish oil
before flight
Land as soon
Continue flight as possible
monitoring oil
temperature
On ground In flight
- Shut down aircraft - Monitor transmission system
parameters
Transmission chip
sensor failed
(Select XMSN synoptic page
to identify chip sensor failed)
On ground In flight
- Shut down aircraft - Monitor MGB, IGB and TGB
parameters
FUEL SYSTEM
FUEL LOW
Note
When cross feeding, the tank with pump off, NOT supplying the
engines, will have a level of unusable fuel of 283 kg. This unus-
able fuel level value will change to grey to indicate the tank can
no longer supply fuel.
1 FUEL PUMP
1 Fuel pressure
low (less than 0.3 bar)
Continue flight
Continue flight
- Be attentive for signs of See NOTE on
fuel leak or engine page 3-123
loss of power.
Note
Operation of the APU with 1 FUEL PUMP failure will require the
cross feed to be OPEN to supply fuel pressure to the APU from
2 FUEL PUMP. The APU does not function in suction mode.
2 FUEL PUMP
2 Fuel pressure
low (less than 0.3 bar)
Continue flight
Possible fuel leak,
- Close FUEL XFEED
Continue flight
Note
When cross feeding, the tank with pump off, NOT supplying the
engines, will have a maximum quantity of unusable fuel of
283 kg. This unusable fuel quantity value will change to grey to
indicate the tank can no longer supply fuel.
Close X-FEED to restore the availability of up to 283 kg of fuel
(fuel level value returns to green). Engine operation, in suction
mode, is assured and FUEL pressure is invalid displaying 0 or
amber dashed. Avoid abrupt aircraft manoeuvres.
Continue flight
CAUTION
The APU is not available after a double FUEL PUMP failure.
Note
Engine operation, in suction mode, is assured and FUEL pres-
sure is invalid displaying amber ‘0’ or dashed. Avoid abrupt air-
craft manoeuvres.
or
Continue flight
On affected system
- Monitor fuel quantity,
low level caution inoperative
On ground In flight
Continue flight
If FUEL 2 If FUEL 2
below 283 kg above 283 kg
If FUEL 1 If FUEL 1
below 283 kg above 283 kg
Note
Be aware that aircraft fuel quantity roll angle compensation will
not be functioning.
HYDRAULIC SYSTEM
HYDRAULIC PRESSURE LOW
1 HYD OIL PRESS + 1 HYD PUMP + 1 HYD SERVO + EMERG LDG PRESS
or
2 HYD OIL PRESS + 2-4 HYD PUMP + 2 HYD SERVO + HYD UTIL PRESS
Note
With one hydraulic system operation taxiing manoeuvres must be car-
ried out at 5 kts or less and turns should be carried out carefully.
Note
When using the EMER DWN pushbutton if the hydraulic oil tem-
perature is below -20 °C the button must be held depressed
until the landing gear down lights are green.
Note
Fuel consumption will be increased with landing gear down.
Continue flight
Note
Fuel consumption will be increased with landing gear down.
Note
When using the EMER DWN pushbutton if the hydraulic oil tem-
perature is below -20 °C the button must be held depressed
until the landing gear down lights are green.
Continue flight
Note
Fuel consumption will be increased with landing gear down.
- When convenient
LDG GEAR LEVER down
WARNING
- Lower undercarriage
Note
With one hydraulic system SOV shut off, a subsequent drop of
pressure in the other system will over-ride the SOV selection
and reinstate pressure to the servo’s. In these conditions the
SOV switch will not be automatically reset.
Note
With HYD 2 OFF the YAW AP does not function, reduce speed
to 110 KIAS.
Note
With one hydraulic system operation taxiing manoeuvres must
be carried out at 5 kts or less and turns should be carried out
carefully.
Note
Fuel consumption will be increased with landing gear down.
Note
Loss of hydraulic fluid in system No2 will automatically close the
Tail Rotor Shut Off Valve (TRSOV). This will be indicated by a
2 HYD SERVO caution on the CAS and a TRSOV closed indi-
cation on the hydraulic synoptic page. Once the TRSOV has
operated the SOV No1 is inhibited. YAW AP channel does not
function.
Note
When using the EMER DWN pushbutton if the hydraulic oil tem-
perature is below -20 °C the button must be held depressed
until the undercarriege down lights are green.
Note
Fuel consumption will be increased with landing gear down.
Continue flight
Monitoring hydraulic
pressure
Note
With one hydraulic system operation taxiing manoeuvres must
be carried out at 5 kts or less and turns should be carried out
carefully.
Note
Fuel consumption will be increased with landing gear down.
WARNING
Do NOT switch SOV to CLOSE on the UNAFFECTED system
since this will cause loss of control in the affected servo jack.
Note
Loss of hydraulic fluid in system No2 will automatically close the
Tail Rotor Shut Off Valve (TRSOV). This will be indicated by a
2 HYD SERVO caution on the CAS and a TRSOV closed indi-
cation on the hydraulic synoptic page. Once the TRSOV has
operated the SOV No1 is inhibited. YAW AP channel does not
function.
Note
Fuel consumption will be increased with landing gear down.
YES
NO
Continue flight
YES
NO
Note
When using the EMER DWN pushbutton if the hydraulic oil tem-
perature is below -20 °C the button must be held depressed
until the undercarriege down lights are green.
Note
Fuel consumption will be increased with landing gear down.
YES
NO
Continue flight
Note
If undercarriage has been extended using the EMER DWN then
subsequent retraction is not possible.
Note
When using the EMER DWN pushbutton if the hydraulic oil tem-
perature is below -20 °C the button must be held depressed
until the undercarriege down lights are green.
Note
Fuel consumption will be increased with landing gear down.
If caution remains:
- Do not raise landing gear
Continue flight
Note
Landing gear retraction is inhibited with NOSE WHL UNLK cau-
tion illuminated.
Note
Avoid run on landing
Note
Fuel consumption will be increased with landing gear down.
Note
Park brake may not hold aircraft when on ground.
Note
Differential toe braking may not be available
PARK BRAKE ON
PARK BRK ON
CAUTION
Do not carry out run on landing or taxi
On ground In flight
ELECTRICAL
Note
CB’s can be reset a maximum of 2 times.
Note
A failed (FAIL) CB status, whether illuminated after a reset pro-
cedure or if causing the original ALERT message, cannot be
reset.
- Start APU
Note
Disregard 1(2) TRU FAIL caution that may momentarily illumi-
nate when AC GEN comes on line.
Note
TRU loads should be monitored and equipment selected OFF
to maintain load under 100%.
On failed generator
- Select OFF then ON
If cautions remains
- Select OFF associated
generator
- Start APU
Continue flight
Note
Disregard 1(2) TRU FAIL caution that may momentarily illumi-
nate when AC GEN comes on line.
Note
When AC power has been restored, if 1(2) INTAKE FAIL cau-
tion is illuminated select associated ENG A/ICE-INTAKE switch
to OFF then back to FULL to re-activate intake anti icing.
AC GENERATOR OVERHEAT
On affected AC generator
- Select OFF
- Start APU
Continue flight
If cautions remains
- Select OFF associated
generator
- Start APU
Continue flight
CAUTION
Subsequent engine cross start not permitted
1 TRU FAIL
If cautions remains
- Select 1 TRU OFF
If all cautions
remain - START APU
2 TRU FAIL
If cautions
- START APU
remain
Continue flight
Power is supplied by
- Select 2 TRU OFF remaining TRU.
Services lost:
DC NON ESS
Continue flight BUS 1 & 2
Services lost: (See Note page 3-153
DC EMERG BUS 2 for services lost)
ESS BUS 2 If DC NON ESS 1
DC MAIN BUS 2 and/or 2 required, on
DC NON ESS BUS 1 & 2 ECDU ELEC page
(See page Note 3-151, 3-152 select NON ESS 1
3-153 for services lost) and/or 2 to OVRD.
Associated Transformer
Rectifier Unit overheat
On failed TRU
- Select OFF
( BUS TIE CLOSED
message illuminates)
- START APU
Continue flight
Power is supplied by
remaining TRU
Loss of:
DC NON ESS BUS 1 & 2
See page 3-153 for services lost
If DC NON ESS 1 and/or 2
required, on ECDU ELEC
page select NON ESS 1
and/or 2 to OVRD.
Confirm TRU LOAD is
within limits
SW BATT BUS 1
APU ECU APU FMP
APU FIRE DET APU FIRE EXT
APU PNL LT APU GCU
APU FUEL SOV
SERVICES LOST FOR DC MAIN BUS 1,2,3,4 & DC NON ESS BUS 1, 2,3,4
FAILURE
If cautions remains
- Select APU OFF
1 FIRE DET
1 EMER BUS FAIL + associated 1 AP P FAIL
+ Aural message
1 AP R FAIL
2 FIRE DET
2 EMER BUS FAIL + associated 2 AP P FAIL
+ Aural message 2 AP R FAIL
AVIONIC FAULT
2 ADS FAIL
Continue flight
Loss of redundancy
on DC Busses
If cautions remains
- Switch APU OFF
If cautions remains
- Switch APU OFF
Continue flight
Main battery not
being charged
Continue flight
Auxiliary battery not
being charged
ECDU DEGR
On Ground In Flight
ECDU FAIL
On Ground In Flight
- Shutdown aircraft
for maintenance action
GENERAL
If an AFCS problem is obvious from CAS cautions, failure indications or air-
craft response, the AFCS panel should be used to deselect the faulty channel,
and the individual behaviour of AP 1 and AP 2 observed.
Illumination of the relevant Autopilot AP channel lights and the display of CAS
captions should be used to make a positive diagnosis before, for example, dis-
engaging an AFCS channel.
In the event of an un-commanded aircraft disturbance or oscillation, occurring
without an AFCS caution, the pilot should disengage the AP system using the
AP OFF pushbutton on the cyclic and selectively engage and disengage indi-
vidual channel in order to determine and isolate a potential un-annunciated
AFCS fault. This can be achieved through use of the Autopilot AP channel
pushbuttons and monitoring of the trim display (Select SYSTEM, FLIGHT
CTRL on MFD to display the AFCS synoptic page) and aircraft response.
A transition from an AEO conditions to OEI condition will automatically cause
a disengagement on any AFCS collective mode.
AUTOPILOT FAIL
Associated autopilot
failure
On affected AP channel
- Re-engage AP on AFCS Control panel
AUTOPILOT OFF
On affected AP
- Engage channel on AFCS panel
If fault remains
- Disengage AFCS upper modes
- Continue flight attentive
reducing speed to 110 KIAS
- Below 500 ft AGL fly manually
If subsequent
2(1) AP FAIL
or
1-2 AP OFF
caution illuminate
1(2) AP Y FAIL
ATT OFF
P TRIM FAIL
If caution remains
If subsequent
MISTRIM
caution illuminates
see page 3-171
R TRIM FAIL
If caution remains
If subsequent
MISTRIM
caution illuminates
see page 3-171
Y TRIM FAIL
If caution remains
If subsequent
MISTRIM
caution illuminates
see page 3-171
C TRIM FAIL
If caution remains
Note
The collective axis control of any
AFCS Upper Modes will disengage
and cannot be re-engaged
TRIM FAIL
TRIM FAIL
If caution remains
If subsequent
MISTRIM
caution illuminates
see page 3-171
Note
Collective AFCS Upper Modes will dis-
engage and cannot be re-engaged
MISTRIM
MISTRIM
AFCS DEGRADED
AP DEGR
If caution remains
- Maintenance action
If caution remains
- Maintenance action
1(2) AP MAINT
- Maintenance action
before next flight
AP CAS FAIL
Note
The AFCS system status may be monitored on the AFCS syn-
optic page.
AUTOPILOT-AHRS FAILURE
If associated channel
cannot be re-engaged
AUTOPILOT HOT
1(2) AP HOT
Continue flight
Be attentive to possible AP
channel disengagement
+ Aural Message
If 1(2) AP FAIL ‘AUTOPILOT
cautions illuminate AUTOPILOT’
and automatic AP
channel 1(2)
disengagement
Continue flight
Upper modes may be
disengaged using cyclic
ATT pushbutton. GA/TU modes
may be engaged using collective
GA/TU pushbutton
Repeated disturbances in
one or more axes
- Engage AP1
Note
If failed screen returns valid, it can be restored by switching
associated RCP switch to functioning display and back to
NORM..
- Revert to Standby
- Right pilot take instrument
control of aircraft
Continue flight
Note
Land as soon as
When using Standby instrument the correct practicable
Vne must be determined from the Vne placard.
ICN-89-A-153000-A-00001-04121-A-001-01
ICE PROTECTION
On Ground In Flight
Note
When PITOT HEAT selected to ON the pitot is heated conti-
nously in flight and on ground. Ensure AUTO selected on
ground if PITOT HEAT not required.
VENT FAIL
Note
Open the cockpit-cabin dividing curtain, if fitted.
HEATER FAIL
If caution illuminates
If caution remains after flight condition
- Switch HEATER to OFF
has changed or for prolonged period
- Switch HEATER to OFF
Note
If required for demist reselect HEATER to ENG and MAN HTR
to control temperature. Set VENT CREW FAN as required. If
manual control is not operational use crew fans and/or
open cockpit window(s).
- Continue flight
reduce cockpit ambient
temperature if possible.
Be aware that some avionic
functions may be degraded
or fail
AVIONICS
AHRS FAILURE
illuminates on attitude
AHRS indicator to highlight
both attitude indicators
+
are using the same source data
1(2) AP OFF
CAS cautions illuminate
AP AHRS 1(2) FAIL
ADS FAILURE
Continue flight
- Compare frequently PFD data
with STANDBY indicator.
Complete loss of
aural warning
system
AVIONIC FAULT
AVIONIC FAULT
Loss of redundancy in
avionic system
On ground In flight
caution
Land as soon
as practicable
AMMC DEGRADED
If associated with
Continue flight
Be aware possible AMMC 1(2) NOSE FAN FAIL
loss of redundancy or
AVIONIC FAULT
cautions
Land as soon as
practicable
AMMC FAILURE
FDR FAIL
Continue Flight
Note 1
The 1(2) AMMC FAIL caution may generate DU MON message
on PFD if the selected NAV source is FMS.
Note 2
In case of 1 AMMC FAIL: loss of MGB & TGB OIL TEMP indica-
tion, HYD 1 pressure and temperature indications, FUEL 1
pressure and FUEL quantity indications, FMS 1 and DMAP 1 (if
fitted),
In case of 2 AMMC FAIL: loss of MGB OIL PRESS, IGB OIL
TEMP indication, HYD 2 pressure and temperature indications,
FUEL 2 pressure and FUEL quantity indications, FMS 2 and
DMAP 2 (if fitted).
FDR FAIL
On ground In flight
CVR FAIL
On ground In flight
GPS FAIL
Continue Flight
Loss of GPS redundancy for
RNAV operations
Note
RNP and FMS DGR amber messages are both displayed at the
same time on the PFD.
FMS/GPS MISCOMPARE
FMS/GPS MSCP
Note
Be aware of possible inaccuracy in FMS or GPS position data.
Note
Be aware of possible inaccuracy in FMS or GPS position data.
MISCELLANEOUS
On ground In flight
1 WOW FAIL :
1 AHRS TEST function not inhibited in flight
2 WOW FAIL:
2 AHRS TEST function not inhibited in flight
Note
Illumination of the WOW FAIL caution in flight, when the LDG
GEAR is DOWN, will cause the LDG GEAR lever to be locked
in the down position so subsequent retraction of the landing
gear is not possible.
On ground In flight
Continue flight
- Follow radio using EMER mode
failure procedures (See Note 2)
Note 1
In BK-UP mode the crew maintains all audio functionalities
(including PA) except for Cabin/Cockpit communication).
Note 2
In EMER mode, the crew has access to VHF1, NAV1 (on copilot
side), VHF2, NAV2 (on pilot side) and AWG/TCAS audio
alarms. Be aware that in EMER mode the audio panels will not
be operative (volumes are at a fixed level) and pilot/copilot inter-
com will only be operative with the PTT switch first detent.
COCKPIT DOOR
On ground In flight
- Reduce speed to
80 KIAS
- Land as soon as possible
and secure door
CABIN DOOR
On ground In flight
CAUTION
When opening or closing cabin door in flight hold door handle
until door is at full travel and locked
BAG DOOR
On ground In flight
- Reduce speed to
- Close baggage door 80 KIAS
before flight - Land as soon as possible
and secure door
NOSE DOOR
On ground In flight
- Reduce speed to
- Close nose door 80 KIAS
before flight - Land as soon as possible
and secure door
On ground In flight
On ground In flight
- Confirm airspeed
ICN-89-A-153000-A-A0126-04122-A-001-01
ICN-89-A-153000-A-A0126-04123-A-002-01
ICN-89-A-153000-A-A0126-04124-A-001-01
ICN-89-A-153000-A-A0126-04125-A-001-01
CAUTION
When both RAD ALTs fails, the 150ft aural warning message
does not function and the LANDING GEAR caution will be dis-
played, if the landing gear is retracted regardless of height.
Note
If RHT mode engaged ALT mode will automatically engage after
RHT disengages.
ICN-89-A-153000-A-A0126-04133-A-001-01
CAUTION
When either RAD ALT fails, the LANDING GEAR CAS caution
and associated audio message activate erroneously when the
aircraft is above 200 ft AGL and the landing gear is retracted.
ADS FAILURE
ICN-89-A-153000-A-A0126-04126-A-001-01
illuminates on attitude
ADU indicator to highlight
both air data indicators systems
are using the same source data
MAG displayed
in amber beside
heading
Continue flight
Use OAT standby instrument
or, on RCP, select alternative
ADS.
CH NC MESSAGE ON PI INDICATOR
CH NC on associated side
of PI indicator
Associated PI indicator is
using the FADEC data
channel not in control
No pilot action
ICN-89-A-153000-A-A0126-04134-A-001-01
- Continue flight
cross monitoring with stby instruments
ICN-89-A-153000-A-A0126-04127-A-001-01
On PFD and
DU MON MFD
Continue flight
ICN-89-A-153000-A-A0126-04159-A-001-01
CHECK PFD
Continue flight
ICN-89-A-153000-A-A0126-04138-A-001-01
REV DU FAN on PFD attitude
indicator
or MFD PWR
PLANT
Display unit in
reversion mode
(other display On associated display unit
switched OFF) cooling fan failed
PI within 10 seconds
of exceeding:
AEO 30 min transmission rating
or
AEO 5 min engine rating
PI has exceeded:
AEO 30 min transmission rating
or
AEO 5 min engine rating
Within 10 seconds of
exceeding OEI 2.5 minute
engine and/or
transmission rating
steady inverse video on side of PI and
2.5 m • between NG and ITT indicators for
engine limits
• on side of TQ indicator for
transmission limits
+
1(2) ENG LIM EXPIRE on CAS
Note
The 30sec countdown timer is moved
down, changed to grey, value frozen
and replaced by the 2.5min message
Within OEI 30 sec when the 30sec TQ range is exited.
transmission rating
The information displayed beside the
PI digital value must be respected.
Within 10 seconds of
exceeding OEI 30 sec
transmission rating
O on side of PI, TQ
E ITT and NG indicators
I of failed engine
FAILURE OF NF DISPLAY
N on side of NF
F indicator
F
A
I
L
NR MISCOMPARE MESSAGE
NR
ICN-89-A-153000-A-A0126-04135-A-001-01
NR on NR/NF scale
NR data miscompare
(difference greater than 3%
between FADEC 1 and 2
values)
AHRS MISCOMPARE
ADS MISCOMPARE
Miscompare between
RAD ALT 1 & 2 information.
Continue flight
RHT mode and ALVL
not available
Note
If RHT mode engaged ALT mode will automatically engage after
RHT disengages.
DH On lower right of
attitude indicator on PFD
- Actions according to
operational situation
HEIGHT LOSS
Continue Flight
Be aware that AFCS Low Height
protection system is not functioning
- Be attentive for operation near terrain
when a collective mode is engaged
POWER LIMIT
POWER LOSS
Continue Flight
Be aware that AFCS Power Limit/
Autorotation protection system
is not functioning. Monitor PI
when any AFCS collective mode
engaged
Continue flight
- Engage ATT or use AFCS
panel for indications
of modes engaged
Continue flight
Use OAT standby instrument
Continue flight
using PFD bezel
keys
ICN-89-A-153000-A-A0126-04136-A-001-01
LOC/GS MISCOMPARE
LG/VG MISCOMPARE
Continue Flight
- Revert to Radio Navigation,
deselecting the FMS as
Primary NAV source
(Notify ATC to the loss of RNAV
capability, if required)
ICN-89-A-153000-A-A0126-04128-A-001-01
FMS DGR
ICN-89-A-153000-A-A0126-04129-A-001-01
Continue Flight
- Revert to Radio
Navigation deselecting
the FMS as Primary NAV
source
(Notify ATC to the loss of
RNAV capability, if required)
ICN-89-A-153000-A-A0126-04129-A-001-01
SECTION 4
PERFORMANCE DATA
TABLE OF CONTENTS
Page
INTRODUCTION .....................................................................................................................4-1
USING THE GRAPHS .............................................................................................................4-1
DENSITY ALTITUDE CHART .................................................................................................4-1
CONVERSION FACTORS.......................................................................................................4-5
AIRSPEED CALIBRATION .....................................................................................................4-7
ALTIMETER CORRECTION ...................................................................................................4-9
ENGINE POWER CHECKS ....................................................................................................4-9
POWER MARGIN TREND MONITORING .......................................................................4-9
HOVER POWER CHECK PROCEDURE .........................................................................4-9
LOW SPEED MANOEUVRES IN QUARTERING FLIGHT...................................................4-23
HEIGHT VELOCITY ENVELOPE ..........................................................................................4-33
GENERAL.......................................................................................................................4-33
SINGLE ENGINE FAILURE IN HOVER OGE SAFE VERTICAL REJECT ....................4-33
SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY ..............................................4-34
HOVER CEILING...................................................................................................................4-55
TAKE-OFF AND LANDING CATEGORY B..........................................................................4-81
RATE OF CLIMB ...................................................................................................................4-99
NOISE CHARACTERISTICS ..............................................................................................4-228
LIST OF FIGURES
Figure Page
Figure 4-1 Density/Altitude Chart ..................................................................................... 4-3
Figure 4-2 Density/Altitude Chart (meters)....................................................................... 4-4
Figure 4-3 Conversion Chart............................................................................................ 4-5
Figure 4-4 Pilot, Copilot and Standby Airspeed Calibration Curve.................................. 4-8
Figure 4-5 GE CT7-2E1 Hover Power Check Chart Pt 1 ............................................... 4-13
Figure 4-6 GE CT7-2E1 Hover Power Check Chart Pt 2,
Range -1000 ft to 2000 ft Hp......................................................................... 4-15
Figure 4-7 GE CT7-2E1 Hover Power Check Chart Pt 2,
Range 2000 ft to 5000 ft Hp.......................................................................... 4-17
Figure 4-8 GE CT7-2E1 Hover Power Check Chart Pt 2,
Range 5000 ft to 8000 ft Hp.......................................................................... 4-19
Figure 4-9 GE CT7-2E1 Hover Power Check Chart Pt 2,
Range 8000 ft to 10000 ft Hp........................................................................ 4-21
Figure 4-10 Wind/Ground/Airspeed Azimuth Envelope for Hover IGE and
OGE Manoeuvres ......................................................................................... 4-23
Figure 4-11 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF, Heater OFF.......... 4-25
Figure 4-12 WAT for HOGE Controllability AEO 5 min, Anti Ice ON, Heater OFF ........... 4-26
Figure 4-13 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF, Heater ON............ 4-27
Figure 4-14 WAT for HOGE Controllability AEO 5 min, Anti Ice ON, Heater ON ............. 4-28
Figure 4-15 WAT for HOGE Controllability AEO 30 min, Anti Ice OFF, Heater OFF........ 4-29
Figure 4-16 WAT for HOGE Controllability AEO 30 min, Anti Ice ON, Heater OFF ......... 4-30
Figure 4-17 WAT for HOGE Controllability AEO 30 min, Anti Ice OFF, Heater ON.......... 4-31
Figure 4-18 WAT for HOGE Controllability AEO 30 min, Anti Ice ON, Heater ON ........... 4-32
Figure 4-19 WAT for Safe OEI Vertical Reject, Anti Ice OFF, Heater OFF/ON ................ 4-36
Figure 4-20 WAT Table for Safe OEI Vertical Reject, Anti Ice OFF, Heater OFF/ON....... 4-37
Figure 4-21 WAT for Safe OEI Vertical Reject, Anti Ice ON, Heater OFF/ON.................. 4-38
Figure 4-22 WAT Table for Safe OEI Vertical Reject, Anti Ice ON, Heater OFF/ON ........ 4-39
Figure 4-23 Chart A Flyaway Transfer Value ................................................................... 4-41
Figure 4-24 Chart B Height Loss During Flyaway Anti Ice OFF, Heater OFF/ON............ 4-43
Figure 4-25 Chart B Height Loss During Flyaway, Anti Ice On, Heater OFF/ON ............. 4-45
Figure 4-26 Height Loss During Flyaway Table 5500 kg and 5900 kg,
Anti Ice OFF, Heater OFF/ON....................................................................... 4-47
Figure 4-27 Height Loss During Flyaway Table 6300 kg and 6700 kg,
Anti Ice OFF, Heater OFF/ON....................................................................... 4-48
Figure 4-28 Height Loss During Flyaway Table 7100 kg and 7500 kg,
Anti Ice OFF, Heater OFF/ON....................................................................... 4-49
Figure 4-29 Height Loss During Flyaway Table 7900 kg and 8300 kg,
Anti Ice OFF, Heater OFF/ON....................................................................... 4-50
Figure 4-30 Height Loss During Flyaway Table 5500 kg and 5900 kg,
Anti Ice ON, Heater OFF/ON ........................................................................ 4-51
Figure 4-31 Height Loss During Flyaway Table 6300 kg and 6700 kg,
Anti Ice ON, Heater OFF/ON ........................................................................ 4-52
Figure 4-32 Height Loss During Flyaway Table 7100 kg and 7500 kg,
Anti Ice ON, Heater OFF/ON ........................................................................ 4-53
Figure Page
Figure 4-33 Height Loss During Flyaway Table 7900 kg and 8300 kg,
Anti Ice ON, Heater OFF/ON .........................................................................4-54
Figure 4-34 Weight and Lateral CG Limitations (Imperial Units).......................................4-56
Figure 4-35 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater OFF ..........................4-57
Figure 4-36 Hover Ceiling IGE at AEO 5min Anti Ice OFF, Heater ON.............................4-58
Figure 4-37 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater ON ............................4-59
Figure 4-38 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored..................................................................................4-60
Figure 4-39 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored..................................................................................4-61
Figure 4-40 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored..................................................................................4-62
Figure 4-41 Removed .......................................................................................................4-63
Figure 4-42 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored..................................................................................4-64
Figure 4-43 Hover Ceiling OGE at AEO 5min, Anti Ice ON, Heater OFF,
Wind Effect Unfactored..................................................................................4-65
Figure 4-44 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater OFF,
Wind Effect Unfactored..................................................................................4-66
Figure 4-45 Hover Ceiling OGE at MCP, Anti Ice ON, Heater OFF,
Wind Effect Unfactored..................................................................................4-67
Figure 4-46 Removed .......................................................................................................4-68
Figure 4-47 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater OFF,
Wind Effect Unfactored..................................................................................4-69
Figure 4-48 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater ON,
Wind Effect Unfactored..................................................................................4-70
Figure 4-49 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater ON,
Wind Effect Unfactored..................................................................................4-71
Figure 4-50 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater ON,
Wind Effect Unfactored..................................................................................4-72
Figure 4-51 Removed .......................................................................................................4-73
Figure 4-52 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater ON,
Wind Effect Unfactored..................................................................................4-74
Figure 4-53 Hover Ceiling OGE, AEO 5 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored..................................................................................4-75
Figure 4-54 Hover Ceiling OGE, AEO 30 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored..................................................................................4-76
Figure 4-55 Hover Ceiling OGE MCP AEO, Anti Ice ON, Heater ON,
Wind Effect Unfactored..................................................................................4-77
Figure 4-56 Removed .......................................................................................................4-78
Figure 4-57 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater ON,
Wind Effect Unfactored..................................................................................4-79
Figure 4-58 CAT B Take-Off Distance, Anti Ice OFF, Heater OFF ....................................4-83
Figure 4-59 CAT B Take-Off Distance, Anti Ice OFF, Heater ON......................................4-85
Figure 4-60 CAT B Take-Off Distance, Anti Ice ON, Heater OFF .....................................4-87
Figure 4-61 CAT B Take-Off Distance, Anti Ice ON, Heater ON .......................................4-89
Figure 4-62 CAT B Landing Distance, Anti Ice OFF, Heater OFF.....................................4-91
Figure Page
Figure 4-63 CAT B Braking Distance, Anti Ice OFF, Heater OFF..................................... 4-93
Figure 4-64 CAT B Landing Distance, Anti Ice ON, Heater OFF ..................................... 4-95
Figure 4-65 CAT B Braking Distance, Anti Ice ON, Heater OFF ...................................... 4-97
Figure 4-66 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice OFF, Heater OFF ..... 4-100
Figure 4-67 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice OFF, Heater OFF ..... 4-101
Figure 4-68 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice OFF, Heater OFF ..... 4-102
Figure 4-69 ROC at AEO 5 min, Gross Weight 6700 kg, Anti Ice OFF, Heater OFF ..... 4-103
Figure 4-70 ROC at AEO 5 min, Gross Weight 7100 kg, Anti Ice OFF, Heater OFF ..... 4-104
Figure 4-71 ROC at AEO 5 min, Gross Weight 7500 kg, Anti Ice OFF, Heater ............. 4-105
Figure 4-72 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice OFF Heater OFF...... 4-106
Figure 4-73 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice OFF Heater OFF...... 4-107
Figure 4-74 ROC at AEO 30 min, Gross Weight 5500 kg, Anti Ice OFF, Heater OFF ... 4-108
Figure 4-75 ROC at AEO 30 min, Gross Weight 5900 kg, Anti Ice OFF, Heater OFF ... 4-109
Figure 4-76 ROC at AEO 30 min, Gross Weight 6300 kg, Anti Ice OFF, Heater OFF ....4-110
Figure 4-77 ROC at AEO 30 min, Gross Weight 6700 kg, Anti Ice OFF, Heater OFF .... 4-111
Figure 4-78 ROC at AEO 30 min, Gross Weight 7100 kg, Anti Ice OFF, Heater OFF ....4-112
Figure 4-79 ROC at AEO 30 min, Gross Weight 7500 kg, Anti Ice OFF, Heater OFF ....4-113
Figure 4-80 ROC at AEO 30 min, Gross Weight 7900 kg, Anti Ice OFF, Heater OFF ....4-114
Figure 4-81 ROC at AEO 30 min, Gross Weight 8300 kg, Anti Ice OFF, Heater OFF ....4-115
Figure 4-82 ROC at 2.5 min OEI, GW 5500 kg,Anti Ice OFF Heater OFF......................4-116
Figure 4-83 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice OFF Heater OFF.....................4-117
Figure 4-84 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice OFF Heater OFF.....................4-118
Figure 4-85 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice OFF Heater OFF.....................4-119
Figure 4-86 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice OFF Heater OFF.................... 4-120
Figure 4-87 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice OFF Heater OFF.................... 4-121
Figure 4-88 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice OFF Heater OFF.................... 4-122
Figure 4-89 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice OFF Heater OFF.................... 4-123
Figure 4-90 ROC at OEI MCP, GW 5500 kg, Anti Ice OFF Heater OFF ........................ 4-124
Figure 4-91 ROC at OEI MCP, GW 5900 kg, Anti Ice OFF Heater OFF ........................ 4-125
Figure 4-92 ROC at OEI MCP, GW 6300 kg, Anti Ice OFF Heater OFF ........................ 4-126
Figure 4-93 ROC at OEI MCP, GW 6700 kg, Anti Ice OFF Heater OFF ........................ 4-127
Figure 4-94 ROC at OEI MCP, GW 7100 kg, Anti Ice OFF Heater OFF ........................ 4-128
Figure 4-95 ROC at OEI MCP, GW 7500 kg, Anti Ice OFF Heater OFF ........................ 4-129
Figure 4-96 ROC at OEI MCP, GW 7900 kg, Anti Ice OFF Heater OFF ........................ 4-130
Figure 4-97 ROC at OEI MCP, GW 8300 kg, Anti Ice OFF Heater OFF ........................ 4-131
Figure 4-98 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice OFF, Heater ON ....... 4-132
Figure 4-99 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice OFF, Heater ON ....... 4-133
Figure 4-100 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice OFF, Heater ON ....... 4-134
Figure 4-101 ROC at AEO 5 min, GW 6700 kg, Anti Ice OFF, Heater ON....................... 4-135
Figure 4-102 ROC at AEO 5 min, GW 7100 kg, Anti Ice OFF, Heater ON....................... 4-136
Figure 4-103 ROC at AEO 5 min, GW 7500 kg, Anti Ice OFF, Heater ON....................... 4-137
Figure 4-104 ROC at AEO 5 min, GW 7900 kg, Anti Ice OFF, Heater ON....................... 4-138
Figure 4-105 ROC at AEO 5 min, GW 8300 kg, Anti Ice OFF, Heater ON....................... 4-139
Figure 4-106 ROC at AEO 30 min, GW 5500 kg, Anti Ice OFF, Heater ON..................... 4-140
Figure 4-107 ROC at AEO 30 min, GW 5900 kg, Anti Ice OFF, Heater ON..................... 4-141
Figure Page
Figure 4-108 ROC at AEO 30 min, GW 6300 kg, Anti Ice OFF, Heater ON .....................4-142
Figure 4-109 ROC at AEO 30 min, GW 6700 kg, Anti Ice OFF,Heater ON ......................4-143
Figure 4-110 ROC at AEO 30 min, GW 7100 kg, Anti Ice OFF, Heater ON .....................4-144
Figure 4-111 ROC at AEO 30 min, GW 7500 kg, Anti Ice OFF, Heater ON .....................4-145
Figure 4-112 ROC at AEO 30 min, GW 7900 kg, Anti Ice OFF, Heater ON .....................4-146
Figure 4-113 ROC at AEO 30 min, GW 8300 kg, Anti Ice OFF, Heater ON .....................4-147
Figure 4-114 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice OFF, Heater ON......................4-148
Figure 4-115 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice OFF, Heater ON......................4-149
Figure 4-116 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice OFF, Heater ON......................4-150
Figure 4-117 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice OFF, Heater ON......................4-151
Figure 4-118 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice OFF, Heater ON......................4-152
Figure 4-119 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice OFF, Heater ON......................4-153
Figure 4-120 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice OFF, Heater ON......................4-154
Figure 4-121 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice OFF, Heater ON......................4-155
Figure 4-122 ROC at MCP OEI, GW 5500 kg, Anti Ice OFF, Heater ON..........................4-156
Figure 4-123 ROC at MCP OEI, GW 5900 kg, Anti Ice OFF, Heater ON..........................4-157
Figure 4-124 ROC at MCP OEI, GW 6300 kg, Anti Ice OFF, Heater ON..........................4-158
Figure 4-125 ROC at MCP OEI, GW 6700 kg, Anti Ice OFF, Heater ON..........................4-159
Figure 4-126 ROC at MCP OEI, GW 7100 kg, Anti Ice OFF, Heater ON..........................4-160
Figure 4-127 ROC at MCP OEI, GW 7500 kg, Anti Ice OFF, Heater ON..........................4-161
Figure 4-128 ROC at MCP OEI, GW 7900 kg, Anti Ice OFF, Heater ON..........................4-162
Figure 4-129 ROC at MCP OEI, GW 8300 kg, Anti Ice OFF, Heater ON..........................4-163
Figure 4-130 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice ON Heater OFF ........4-164
Figure 4-131 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice ON Heater OFF ........4-165
Figure 4-132 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice ON Heater OFF ........4-166
Figure 4-133 ROC at AEO 5 min, Gross Weight 6700 kg, Anti Ice ON Heater OFF ........4-167
Figure 4-134 ROC at AEO 5 min, Gross Weight 7100 kg, Anti Ice ON Heater OFF ........4-168
Figure 4-135 ROC at AEO 5 min, Gross Weight 7500 kg, Anti Ice ON Heater OFF ........4-169
Figure 4-136 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice ON, Heater OFF .......4-170
Figure 4-137 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice ON, Heater OFF .......4-171
Figure 4-138 ROC at AEO 30 min, Gross Weight 5500 kg, Anti Ice ON, Heater OFF .....4-172
Figure 4-139 ROC at AEO 30 min, Gross Weight 5900 kg, Anti Ice ON, Heater OFF .....4-173
Figure 4-140 ROC at AEO 30 min, Gross Weight 6300 kg, Anti Ice ON Heater OFF ......4-174
Figure 4-141 ROC at AEO 30 min, Gross Weight 6700 kg, Anti Ice ON, Heater OFF .....4-175
Figure 4-142 ROC at AEO 30 min, Gross Weight 7100 kg, Anti Ice ON, Heater OFF .....4-176
Figure 4-143 ROC at AEO 30 min, Gross Weight 7500 kg, Anti Ice ON Heater OFF ......4-177
Figure 4-144 ROC at AEO 30 min, Gross Weight 7900 kg, Anti Ice ON, Heater OFF .....4-178
Figure 4-145 ROC at AEO 30 min, Gross Weight 8300 kg, Anti Ice ON, Heater OFF .....4-179
Figure 4-146 ROC at 2.5 min OEI, GW 5500 kg,Anti Ice ON Heater OFF .......................4-180
Figure 4-147 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice ON Heater OFF ......................4-181
Figure 4-148 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice ON Heater OFF ......................4-182
Figure 4-149 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice ON Heater OFF ......................4-183
Figure 4-150 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice ON Heater OFF ......................4-184
Figure 4-151 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice ON Heater OFF ......................4-185
Figure 4-152 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice ON Heater OFF ......................4-186
Figure Page
Figure 4-153 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice ON Heater OFF...................... 4-187
Figure 4-154 ROC at OEI MCP, GW 5500 kg, Anti Ice ON Heater OFF.......................... 4-188
Figure 4-155 ROC at OEI MCP, GW 5900 kg, Anti Ice ON Heater OFF.......................... 4-189
Figure 4-156 ROC at OEI MCP, GW 6300 kg, Anti Ice ON Heater OFF.......................... 4-190
Figure 4-157 ROC at OEI MCP, GW 6700 kg, Anti Ice ON Heater OFF.......................... 4-191
Figure 4-158 ROC at OEI MCP, GW 7100 kg, Anti Ice ON Heater OFF.......................... 4-192
Figure 4-159 ROC at OEI MCP, GW 7500 kg, Anti Ice ON Heater OFF.......................... 4-193
Figure 4-160 ROC at OEI MCP, GW 7900 kg, Anti Ice ON Heater OFF.......................... 4-194
Figure 4-161 ROC at OEI MCP, GW 8300 kg, Anti Ice ON Heater OFF.......................... 4-195
Figure 4-162 ROC at AEO 5 min, GW 5500 kg, Anti Ice ON, Heater ON ........................ 4-196
Figure 4-163 ROC at AEO 5 min, GW 5900 kg, Anti Ice ON, Heater ON ........................ 4-197
Figure 4-164 ROC at AEO 5 min, GW 6300 kg, Anti Ice ON, Heater ON ........................ 4-198
Figure 4-165 ROC at AEO 5 min, GW 6700 kg, Anti Ice ON, Heater ON ........................ 4-199
Figure 4-166 ROC at AEO 5 min, GW 7100 kg, Anti Ice ON, Heater ON ........................ 4-200
Figure 4-167 ROC at AEO 5 min, GW 7500 kg, Anti Ice ON, Heater ON ........................ 4-201
Figure 4-168 ROC at AEO 5 min, GW 7900 kg, Anti Ice ON, Heater ON ........................ 4-202
Figure 4-169 ROC at AEO 5 min, GW 8300 kg, Anti Ice ON, Heater ON ........................ 4-203
Figure 4-170 ROC at AEO 30 min, GW 5500 kg, Anti Ice ON, Heater ON ...................... 4-204
Figure 4-171 ROC at AEO 30 min, GW 5900 kg, Anti Ice ON, Heater ON ...................... 4-205
Figure 4-172 ROC at AEO 30 min, GW 6300 kg, Anti Ice ON, Heater ON ...................... 4-206
Figure 4-173 ROC at AEO 30 min, GW 6700 kg, Anti Ice ON, Heater ON ...................... 4-207
Figure 4-174 ROC at AEO 30 min, GW 7100 kg, Anti Ice ON, Heater ON ...................... 4-208
Figure 4-175 ROC at AEO 30 min, GW 7500 kg, Anti Ice ON, Heater ON ...................... 4-209
Figure 4-176 ROC at AEO 30 min, GW 7900 kg, Anti Ice ON, Heater ON ...................... 4-210
Figure 4-177 ROC at AEO 30 min, GW 8300 kg, Anti Ice ON, Heater ON .......................4-211
Figure 4-178 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice ON, Heater ON ...................... 4-212
Figure 4-179 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice ON, Heater ON ...................... 4-213
Figure 4-180 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice ON, Heater ON ...................... 4-214
Figure 4-181 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice ON, Heater ON ...................... 4-215
Figure 4-182 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice ON, Heater ON ...................... 4-216
Figure 4-183 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice ON, Heater ON ...................... 4-217
Figure 4-184 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice ON, Heater ON ...................... 4-218
Figure 4-185 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice ON, Heater ON ...................... 4-219
Figure 4-186 ROC at MCP OEI, GW 5500 kg, Anti Ice ON, Heater ON .......................... 4-220
Figure 4-187 ROC at MCP OEI, GW 5900 kg, Anti Ice ON, Heater ON .......................... 4-221
Figure 4-188 ROC at MCP OEI, GW 6300 kg, Anti Ice ON, Heater ON .......................... 4-222
Figure 4-189 ROC at MCP OEI, GW 6700 kg, Anti Ice ON, Heater ON .......................... 4-223
Figure 4-190 ROC at MCP OEI, GW 7100 kg, Anti Ice ON, Heater ON .......................... 4-224
Figure 4-191 ROC at MCP OEI, GW 7500 kg, Anti Ice ON, Heater ON .......................... 4-225
Figure 4-192 ROC at MCP OEI, GW 7900 kg, Anti Ice ON, Heater ON .......................... 4-226
Figure 4-193 ROC at MCP OEI, GW 8300 kg, Anti Ice ON, Heater ON .......................... 4-227
SECTION 4
PERFORMANCE DATA
INTRODUCTION
The performance information presented in this section is based on flight test
results and engineering analysis of engine manufacturers specification power
for the engine, less installation losses. The data is applicable to the basic heli-
copter without any optional equipment which would appreciably affect lift, drag
or power available. The performance shown is based on (1) adherence to the
operational limitations shown in Section 1 of this manual, (2) the use of the
procedures described in Sections 2 and 3 of this manual and (3) periodic
engine power checks to assure minimum specification engine power output.
The performance at a weight lower than the lowest weight shown on any par-
ticular graph should be assumed to be no better than that at the lowest weight
shown. Performance extrapolation beyond the ranges shown in the graphs is
not permitted.
Example:
Solution:
Enter Figure 4-1 at an OAT of +15° C. and proceed vertically until inter-
secting a Pressure Altitude of 6000 ft (sloping curves). From this point,
proceed left to read a Density Altitude of 7400 ft.
CONVERSION FACTORS
This table is self-explanatory. The conversion from Metric System values to
Imperial System values, and vice-versa, is given for a number of useful flight
parameters.
AIRSPEED CALIBRATION
Calibration curves are presented for the pilot’s, co-pilot’s PFD and standby air-
speed indicators. Calibrated airspeed must be used in order to calculate cor-
rect values of the True Airspeed.
The size of the error depends on the value of the Indicated Airspeed. Enter the
graph, for the appropriate airspeed indicator, with the desired value of Indi-
cated Airspeed, and proceed vertically until intercepting the desired flight
regime. Proceed to the left to read the corresponding value of Calibrated Air-
speed. Use this value to calculate the corresponding True Airspeed, as
required.
Example:
On the Pilot’s PFD indicator, for the climb condition, determine the Cali-
brated Airspeed corresponding to an Indicated Airspeed of 100 kts.
Solution:
Use Figure 4-4. Enter the graph at an Indicated Airspeed of 100 kts and
proceed vertically until intersecting the climb curve. Proceed left and read
the corresponding Calibrated Airspeed of 100 kts.
ALTIMETER CORRECTION
The Indicated Altitude shown on the cockpit instruments is within ±30 ft (9 m)
altitude error throughout the speed range of the helicopter.
CAUTION
Observe all engine and transmission limits and aircraft operat-
ing limits during this check.
1. Position the aircraft into the prevailing wind to minimize hot gas inges-
tion.
2. Record date, aircraft serial number, aircraft hours, engine serial number
and engine hours.
3. Confirm that the HEATER switch is set to OFF and ENG 1 & 2 SOV
switches are NORMAL.
7. Maintain a fixed collective for one minute, then record the following data
from the Primary and Multi Function Display:
— Pressure Altitude
— OAT
— TQ
— ITT
i) Enter the graph PAC Chart Part 1 Figure 4-5, with the recorded
torque value. Move horizontally to intercept the recorded altitude line
(interpolate between the curves, as necessary). Then drop vertically
to read the Corrected Torque value.
j) Select the PAC Chart Part 2 for the appropriate recorded pressure
altitude (Figure 4-6 to Figure 4-9 ). On the lower axis enter with the
Corrected Torque value found in a) and move vertically upward to
intercept the recorded OAT (interpolated between the curves, as nec-
essary). Then move horizontally left to read the ITT Max Tempera-
ture.
l) If the recorded ITT is less than the maximum allowable ITT, engine
condition is acceptable for flight.
n) If the recorded ITT value is greater than the maximum allowable ITT
the performance in this RFM may not be achieved. Refer to EMM for
required actions.
Note
The PWR CHECK function on the MFD SYSTEM Engine Syn-
optic page is not reliable and should be disregarded.
Example:
Solution:
Entering the Chart Part 1 Figure 4-5, on the left axis at 97%
aircraft torque, move horizontally right to intercept the Pressure Altitude
curve for 570 ft (interpolated between the 0 ft and the 1000 ft Hp lines).
Move vertically down to the Corrected Torque axis and read 94%.
The recorded ITT value of 786°C is less than the maximum allowable
(835°C) so the engine is acceptable for flight.
Indicated TQ %
Corrected TQ %
ITT MAX °%
Corrected TQ %
ITT MAX °C
Corrected TQ %
ITT MAX °C
Corrected TQ %
ITT MAX °C
Corrected TQ %
20 30 40 45 kts
-90° 90°
WIND
VELOCITY
-135° 135°
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-151000-A-A0126-04109-A-002-01
Figure 4-11 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF,
Heater OFF
Figure 4-12 WAT for HOGE Controllability AEO 5 min, Anti Ice ON,
Heater OFF
Figure 4-13 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF,
Heater ON
Figure 4-14 WAT for HOGE Controllability AEO 5 min, Anti Ice ON,
Heater ON
Figure 4-15 WAT for HOGE Controllability AEO 30 min, Anti Ice OFF,
Heater OFF
Figure 4-16 WAT for HOGE Controllability AEO 30 min, Anti Ice ON,
Heater OFF
Figure 4-17 WAT for HOGE Controllability AEO 30 min, Anti Ice OFF,
Heater ON
Figure 4-18 WAT for HOGE Controllability AEO 30 min, Anti Ice ON,
Heater ON
GENERAL
The traditional Height Velocity envelope has been replaced with the option of
a Safe Vertical Reject (up to 200 ft ALS) procedure and a Flyway procedure.
Each procedure has its specific WAT curve which permits the appropriate pro-
cedure to be carried out safely.
The decision of which technique to utilize, following an engine failure, will
depend on the environment around the aircraft such as landing site character-
istics, size, pilots view, hover height and obstacles within the escape exit.
The flyaway technique is recommended when the surrounding environment
permits, meanwhile the vertical reject should be considered the secondary
escape case when the flyaway procedure is not feasable.
Example 1:
Determine the maximum weight that would permit a Safe Vertical Reject
following a single engine failure in hover OGE for the following ambient
conditions:
— Pressure Altitude = 2000 ft
— OAT = +0° C
— Anti Ice OFF
— Heater OFF
Solution:
Using the WAT Safe Vertical Reject Chart Anti Ice OFF, Heater OFF/ON
Figure 4-19 , on the Pressure Altitude axis from 2000 ft move right to
intersect +0° C line. Drop down vertically to the GW axis for a weight of
7800 kg.
Therefore for the conditions in the example the maximum weight for a
safe vertical reject is 7800 kg.
Note
For IAS indication below 20 KIAS a value of 0 KIAS must be
used in the charts/tables.
The charts/tables do not include any clearance height. If the hover height is
greater than the height loss indicated by the chart then a flyaway capability
exists and the Flyaway Procedure should be followed. It is the Pilots responsi-
bility to add any appropriate clearance height.
The Flyaway procedure can be found in Section 3. See “Single Engine Failure
in Hover OGE Flyaway Procedure” on page 3-22.
CAUTION
If the helicopter weight, at the time of engine failure, is less or
equal to the Hover OGE 2.5min OEI weight an engine failure in
the hover will result in no height loss provided that the pilot does
not intervene on the flight controls. VY must be achieved within
2.5 minutes.
In this case a vertical landing may also be accomplished within
2.5 minutes.
Note
The height loss indicated on charts, for ambient condition and
aircraft weight, guarantees that VFASS (50 KIAS) will be
achieved and a subsequent minimum Rate Of Climb of 150 fpm
at Vy is assured.
Example 2:
Solution:
Using the Chart A Weight Factor Chart for Flyaway Computation Figure
4-23 , on the Pressure Altitude axis from 2000 ft move upwards to inter-
sect the +0° C line. Move right the 8200kg line (interpolated between the
7900 and 8300 lines) and from this point drop down vertically to the
Transfer Value of 8.05.
Using the Chart B Flyaway Height Loss for Anti Ice OFF, Heater OFF/
ON, Figure 4-24 , on the Pressure Altitude axis for 2000 ft move up to
intersect the 0 °C OAT line. From this point move right to intersect the air-
speed axis at 0 KIAS (Due to the unreliability of the airspeed system for
airspeeds below 20 KIAS the 0 KIAS line must be used). For the zero air-
speed condition continue horizontally right to intercept the Transfer Value
line previously calculated of 8.05 (interpolated between the 8.0 and 8.2
lines) and drop down vertically to the Height Loss axis to obtain 153 ft.
For the 20 KIAS airspeed condition from the 0 KIAS point move up and
right following parallel to the lines to intersect the 20 KIAS line. From this
point move horizontally right to intercept the Transfer Value line previ-
ously calculated of 8.05 (interpolated between the 8.0 and 8.2 lines).
From this point drop down vertically to the Height Loss axis to obtain
87 ft.
Therefore for the conditions in the example the drop down height after an
engine failure in Hover would be for 0 kts airspeed 153 ft and for a 20
KIAS airpeed 87 ft. So assuming a clearance height of 15 ft is required
the lowest safe hover height would be 168 ft ALS for 0 KIAS airpeed and
102 ft ALS for 20 KIAS airspeed.
Example 1A:
Determine the maximum weight that would permit a Safe Vertical Reject
following a single engine failure in hover OGE for the following ambient
conditions:
— Pressure Altitude = 2000 ft
— OAT = +0° C
— Anti Ice OFF
— Heater OFF
Using the WAT Table for Safe Vertical Reject Chart Anti Ice OFF, Heater
OFF/ON Figure 4-20 , on the Pressure Altitude line for 2000 ft move right
to intersect +0° C column and a value of 7773 kg.
Therefore for the conditions in the example the maximum weight for a
safe vertical reject is 7770 kg.
Note
It is not unusual to have slightly different values between the
values given by the table and calculated from the charts. This is
due to rounding errors and graphical reproduction. If any differ-
ence is found the most conservative value should be used.
Example 2A:
Using the Height Loss During Flyaway Table 7900 kg and 8300 kg, Anti
Ice OFF, Heater OFF/ON, Figure 4-29 page an interpolation between the
7900 kg values and the 8300 kg values will be required to obtain the cor-
rect values at the specified weight of 8200 kg.
On the 7900 kg table using the Pressure Altitude line of 2000 ft move
right to intersect the 0°C OAT column for a height loss of 121 ft.
Using the speed correction on the right for 20 KIAS read a value of -48 ft.
The flyaway height loss for 20 KIAS is therefore 121 ft-48 ft = 73 ft.
On the 8300 kg table using the Pressure Altitude line of 2000 ft move
right to intersect the 0°C OAT column for a height loss of 171 ft.
Using the speed correction on the right for 20 KIAS read a value of -77 ft.
The flyaway height loss for 20 KIAS is therefore 171 ft-77 ft = 94 ft.
For the 0 KIAS condition interpolating between 7900 kg with height loss
of 121 ft and 8300 kg with height loss of 171 ft the calculated height loss
for 8200 kg of 159 ft is obtained.
For the 20 KIAS condition interpolating between 7900 kg with height loss
of 73 ft and 8300 kg with height loss of 94 ft the calculated heigt loss for
8200 kg of 89 ft is obtained.
Therefore for the conditions in the example the drop down height after an
engine failure in Hover would be for 0 kts airspeed 159 ft and for a 20
KIAS airpeed 89 ft.
So assuming a clearance height of 15 ft is required the lowest safe hover
height would be 174 ft ALS for 0 KIAS airpeed and 104 ft ALS for
20 KIAS airspeed.
Note
It is not unusual to have slightly different values between the
values given by the table and that calculated from the charts.
This is due to rounding errors and graphical reproduction. If any
difference is found the most conservative value should be used.
Figure 4-19 WAT for Safe OEI Vertical Reject, Anti Ice OFF,
Heater OFF/ON
Page 4-36 Issue 1 FOR TRAINING ONLY EASA Approved
AW189 - RFM Section 4
Document N° Performance Data
189G0290X002
Figure 4-20 WAT Table for Safe OEI Vertical Reject, Anti Ice OFF,
Heater OFF/ON
Figure 4-21 WAT for Safe OEI Vertical Reject, Anti Ice ON, Heater OFF/ON
Figure 4-22 WAT Table for Safe OEI Vertical Reject, Anti Ice ON,
Heater OFF/ON
Figure 4-24 Chart B Height Loss During Flyaway Anti Ice OFF,
Heater OFF/ON
Figure 4-25 Chart B Height Loss During Flyaway, Anti Ice On,
Heater OFF/ON
Figure 4-26 Height Loss During Flyaway Table 5500 kg and 5900 kg,
Anti Ice OFF, Heater OFF/ON
Figure 4-27 Height Loss During Flyaway Table 6300 kg and 6700 kg,
Anti Ice OFF, Heater OFF/ON
Figure 4-28 Height Loss During Flyaway Table 7100 kg and 7500 kg,
Anti Ice OFF, Heater OFF/ON
Figure 4-29 Height Loss During Flyaway Table 7900 kg and 8300 kg,
Anti Ice OFF, Heater OFF/ON
Figure 4-30 Height Loss During Flyaway Table 5500 kg and 5900 kg,
Anti Ice ON, Heater OFF/ON
Figure 4-31 Height Loss During Flyaway Table 6300 kg and 6700 kg,
Anti Ice ON, Heater OFF/ON
Figure 4-32 Height Loss During Flyaway Table 7100 kg and 7500 kg,
Anti Ice ON, Heater OFF/ON
Figure 4-33 Height Loss During Flyaway Table 7900 kg and 8300 kg,
Anti Ice ON, Heater OFF/ON
HOVER CEILING
The Hover Ceiling charts define the maximum weights at which an IGE hover
(at 7 ft (2.1 m) wheel height) or an OGE hover is possible for varying combina-
tions of Pressure Altitude, and OAT with main rotor speed at 102%. The charts
presented are for:
Note
Unless otherwise authorized by operating regulations, the pilot
is not authorized to credit more than 50 percent of the perfor-
mance increase resulting from the actual headwind component.
The charts for All Engines Operating AEO conditions are presented Take Off
Power (TOP) and Maximum Continuous Power (MCP) with Engine Anti Ice
OFF and ON and HEATER OFF and ON.
The charts for One Engine Inoperative (OEI) are presented for OEI 2.5 minute
power and OEI Maximum Continuous Power (OEI MCP) with Engine Anti Ice
OFF and ON and HEATER OFF and ON.
Figure 4-34 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF, Heater OFF
Figure 4-35 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater OFF
Figure 4-36 Hover Ceiling IGE at AEO 5min Anti Ice OFF, Heater ON
Figure 4-37 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater ON
Figure 4-38 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored
Figure 4-39 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored
Figure 4-40 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored
Figure 4-42 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored
Figure 4-43 Hover Ceiling OGE at AEO 5min, Anti Ice ON, Heater OFF,
Wind Effect Unfactored
Figure 4-44 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater OFF,
Wind Effect Unfactored
Figure 4-45 Hover Ceiling OGE at MCP, Anti Ice ON, Heater OFF,
Wind Effect Unfactored
Figure 4-47 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater OFF,
Wind Effect Unfactored
Figure 4-48 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater ON,
Wind Effect Unfactored
Figure 4-49 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater ON,
Wind Effect Unfactored
Figure 4-50 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater ON,
Wind Effect Unfactored
Figure 4-52 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater ON,
Wind Effect Unfactored
Figure 4-53 Hover Ceiling OGE, AEO 5 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored
Figure 4-54 Hover Ceiling OGE, AEO 30 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored
Figure 4-55 Hover Ceiling OGE MCP AEO, Anti Ice ON, Heater ON,
Wind Effect Unfactored
Figure 4-57 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater ON,
Wind Effect Unfactored
Note
Care should be taken, when using and interpolating between
the OAT curves, that the correct curves are being used.
Example 1:
The Take Off distance required for the following weight and ambient con-
ditions:
— Aircraft Weight = 8000 kg
— Pressure Altitude = 5000 ft
— OAT = +22° C
— Engine Anti Ice OFF
— Heater OFF
— Zero Crosswind
Solution:
Using the WAT CAT B HIGE Take Off/Landing chart Figure 1-7 we see
that the aircraft weight and ambient conditions are within the allowable
weight for CAT B. Using chart Figure 4-58 on the Pressure Altitude axis
Example 2:
The Landing distance required for the following weight and ambient con-
ditions:
— Aircraft Weight = 7900 kg
— Pressure Altitude = 4000 ft
— OAT = +30 °C
— Engine Anti Ice OFF, Heater OFF
Solution:
Using chart Figure 1-7 we see that the aircraft weight and ambient condi-
tions are inside the CAT B WAT curve so a CAT B landing is available.
Using the CAT B OEI/AEO Landing Distance chart Figure 4-62 on the
Pressure Altitude axis from 4000 ft move up to intersect the +30 °C line
(brown line 30 °C), then move right to intercept the 7900 kg Gross Weight
line. From this point drop vertically to the Distance to Touch down of
235 m. Using the Braking Distance chart Figure 4-63 on the Pressure
Altitude axis from 4000 ft move up to intersect the +30°C line (black line
30 °C), then move right to intercept the 7900 kg Gross Weight line. From
this point drop vertically to the Braking Distance of 203 m.
Summing the two values give a total landing distance from 50 ft to Stop of
438 m.
Example 3:
The Take Off distance required for the following weight and ambient con-
ditions:
— Aircraft Weight = 8100 kg
— Pressure Altitude = 2000 ft
— OAT = +20° C
— Engine Anti Ice OFF
— Heater OFF
— Zero Crosswind
Solution:
Using the WAT CAT B HIGE Take Off/Landing chart Figure 1-7 we see
that the aircraft weight and ambient conditions are within the allowable
weight for CAT B. Using chart Figure 4-58 on the Pressure Altitude axis
for 2000 ft we can see that the +20°C would be intersected below the x
axis. Therefore, we need to just move right along the x axis to intercept
the y axis of the distance graph at the minumum distance of 100 m (330
ft).
This distance is also applicable for any aircraft weight with the ambient
conditions specified.
Figure 4-58 CAT B Take-Off Distance, Anti Ice OFF, Heater OFF
Figure 4-60 CAT B Take-Off Distance, Anti Ice ON, Heater OFF
Figure 4-62 CAT B Landing Distance, Anti Ice OFF, Heater OFF
Figure 4-63 CAT B Braking Distance, Anti Ice OFF, Heater OFF
Figure 4-64 CAT B Landing Distance, Anti Ice ON, Heater OFF
Figure 4-65 CAT B Braking Distance, Anti Ice ON, Heater OFF
RATE OF CLIMB
The climb performance shown is based on flight test results and covers a
range of gross weights from 5500 kg to the Maximum Gross Weight of 8300
kg. Rate of Climb performance is given for All Engines Operating (AEO) condi-
tions and for One Engine Inoperative (OEI) conditions with the datum speed
for all rate of climb graphs at 80 KIAS.
The AEO conditions consider rate of climb available with the engines operat-
ing at the 5 minute Power Rating limit and at the 30 minute Power Rating limit
with Anti Icing OFF and ON.
The OEI conditions consider rate of climb available with the engines operating
at the 2.5 min rating limit and Maximum Continuous Power (MCP) Rating lim-
its with the Anti Ice OFF and ON.
Note
Care should be taken, when using and interpolating between
the OAT curves, that the correct curves are being used.
Figure 4-66 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice OFF,
Heater OFF
Figure 4-67 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice OFF,
Heater OFF
Figure 4-68 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice OFF,
Heater OFF
Page 4-102 Issue 1 FOR TRAINING ONLY EASA Approved
AW189 - RFM Section 4
Document N° Performance Data
189G0290X002
Figure 4-69 ROC at AEO 5 min, Gross Weight 6700 kg, Anti Ice OFF,
Heater OFF
Figure 4-70 ROC at AEO 5 min, Gross Weight 7100 kg, Anti Ice OFF,
Heater OFF
Figure 4-71 ROC at AEO 5 min, Gross Weight 7500 kg, Anti Ice OFF,
Heater OFF
Figure 4-72 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice OFF
Heater OFF
Figure 4-73 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice OFF
Heater OFF
Figure 4-74 ROC at AEO 30 min, Gross Weight 5500 kg, Anti Ice OFF,
Heater OFF
Figure 4-75 ROC at AEO 30 min, Gross Weight 5900 kg, Anti Ice OFF,
Heater OFF
Figure 4-76 ROC at AEO 30 min, Gross Weight 6300 kg, Anti Ice OFF,
Heater OFF
Figure 4-77 ROC at AEO 30 min, Gross Weight 6700 kg, Anti Ice OFF,
Heater OFF
Figure 4-78 ROC at AEO 30 min, Gross Weight 7100 kg, Anti Ice OFF,
Heater OFF
Figure 4-79 ROC at AEO 30 min, Gross Weight 7500 kg, Anti Ice OFF,
Heater OFF
Figure 4-80 ROC at AEO 30 min, Gross Weight 7900 kg, Anti Ice OFF,
Heater OFF
Figure 4-81 ROC at AEO 30 min, Gross Weight 8300 kg, Anti Ice OFF,
Heater OFF
Figure 4-82 ROC at 2.5 min OEI, GW 5500 kg,Anti Ice OFF
Heater OFF
Figure 4-83 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice OFF
Heater OFF
Figure 4-84 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice OFF
Heater OFF
Figure 4-85 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice OFF
Heater OFF
Figure 4-86 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice OFF
Heater OFF
Figure 4-87 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice OFF
Heater OFF
Figure 4-88 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice OFF
Heater OFF
Figure 4-89 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice OFF
Heater OFF
Figure 4-90 ROC at OEI MCP, GW 5500 kg, Anti Ice OFF
Heater OFF
Figure 4-91 ROC at OEI MCP, GW 5900 kg, Anti Ice OFF
Heater OFF
Figure 4-92 ROC at OEI MCP, GW 6300 kg, Anti Ice OFF
Heater OFF
Figure 4-93 ROC at OEI MCP, GW 6700 kg, Anti Ice OFF
Heater OFF
Figure 4-94 ROC at OEI MCP, GW 7100 kg, Anti Ice OFF
Heater OFF
Figure 4-95 ROC at OEI MCP, GW 7500 kg, Anti Ice OFF
Heater OFF
Figure 4-96 ROC at OEI MCP, GW 7900 kg, Anti Ice OFF
Heater OFF
Figure 4-97 ROC at OEI MCP, GW 8300 kg, Anti Ice OFF
Heater OFF
Figure 4-101 ROC at AEO 5 min, GW 6700 kg, Anti Ice OFF,
Heater ON
Figure 4-102 ROC at AEO 5 min, GW 7100 kg, Anti Ice OFF,
Heater ON
Figure 4-103 ROC at AEO 5 min, GW 7500 kg, Anti Ice OFF,
Heater ON
Figure 4-104 ROC at AEO 5 min, GW 7900 kg, Anti Ice OFF,
Heater ON
Figure 4-105 ROC at AEO 5 min, GW 8300 kg, Anti Ice OFF,
Heater ON
Figure 4-106 ROC at AEO 30 min, GW 5500 kg, Anti Ice OFF,
Heater ON
Figure 4-107 ROC at AEO 30 min, GW 5900 kg, Anti Ice OFF,
Heater ON
Figure 4-108 ROC at AEO 30 min, GW 6300 kg, Anti Ice OFF,
Heater ON
Figure 4-109 ROC at AEO 30 min, GW 6700 kg, Anti Ice OFF,
Heater ON
Figure 4-110 ROC at AEO 30 min, GW 7100 kg, Anti Ice OFF,
Heater ON
Figure 4-111 ROC at AEO 30 min, GW 7500 kg, Anti Ice OFF,
Heater ON
Figure 4-112 ROC at AEO 30 min, GW 7900 kg, Anti Ice OFF,
Heater ON
Figure 4-113 ROC at AEO 30 min, GW 8300 kg, Anti Ice OFF,
Heater ON
Figure 4-114 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice OFF,
Heater ON
Figure 4-115 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice OFF,
Heater ON
Figure 4-116 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice OFF,
Heater ON
Figure 4-117 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice OFF,
Heater ON
Figure 4-118 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice OFF,
Heater ON
Figure 4-119 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice OFF,
Heater ON
Figure 4-120 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice OFF,
Heater ON
Figure 4-121 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice OFF,
Heater ON
Figure 4-122 ROC at MCP OEI, GW 5500 kg, Anti Ice OFF,
Heater ON
Figure 4-123 ROC at MCP OEI, GW 5900 kg, Anti Ice OFF,
Heater ON
Figure 4-124 ROC at MCP OEI, GW 6300 kg, Anti Ice OFF,
Heater ON
Figure 4-125 ROC at MCP OEI, GW 6700 kg, Anti Ice OFF,
Heater ON
Figure 4-126 ROC at MCP OEI, GW 7100 kg, Anti Ice OFF,
Heater ON
Figure 4-127 ROC at MCP OEI, GW 7500 kg, Anti Ice OFF,
Heater ON
Figure 4-128 ROC at MCP OEI, GW 7900 kg, Anti Ice OFF,
Heater ON
Figure 4-129 ROC at MCP OEI, GW 8300 kg, Anti Ice OFF, Heater ON
Figure 4-130 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice ON,
Heater OFF
Figure 4-131 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice ON,
Heater OFF
Figure 4-132 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice ON,
Heater OFF
Figure 4-133 ROC at AEO 5 min, Gross Weight 6700 kg, Anti Ice ON,
Heater OFF
Figure 4-134 ROC at AEO 5 min, Gross Weight 7100 kg, Anti Ice ON,
Heater OFF
Figure 4-135 ROC at AEO 5 min, Gross Weight 7500 kg, Anti Ice ON,
Heater OFF
Figure 4-136 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice ON,
Heater OFF
Figure 4-137 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice ON,
Heater OFF
Figure 4-138 ROC at AEO 30 min, Gross Weight 5500 kg, Anti Ice ON,
Heater OFF
Figure 4-139 ROC at AEO 30 min, Gross Weight 5900 kg, Anti Ice ON,
Heater OFF
Figure 4-140 ROC at AEO 30 min, Gross Weight 6300 kg, Anti Ice ON,
Heater OFF
Figure 4-141 ROC at AEO 30 min, Gross Weight 6700 kg, Anti Ice ON,
Heater OFF
Figure 4-142 ROC at AEO 30 min, Gross Weight 7100 kg, Anti Ice ON,
Heater OFF
Figure 4-143 ROC at AEO 30 min, Gross Weight 7500 kg, Anti Ice ON
Heater OFF
Figure 4-144 ROC at AEO 30 min, Gross Weight 7900 kg, Anti Ice ON,
Heater OFF
Figure 4-145 ROC at AEO 30 min, Gross Weight 8300 kg, Anti Ice ON,
Heater OFF
Figure 4-146 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice ON,
Heater OFF
Figure 4-147 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice ON,
Heater OFF
Figure 4-148 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice ON,
Heater OFF
Figure 4-149 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice ON,
Heater OFF
Figure 4-150 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice ON,
Heater OFF
Figure 4-151 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice ON,
Heater OFF
Figure 4-152 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice ON,
Heater OFF
Figure 4-153 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice ON,
Heater OFF
Figure 4-154 ROC at OEI MCP, GW 5500 kg, Anti Ice ON,
Heater OFF
Figure 4-155 ROC at OEI MCP, GW 5900 kg, Anti Ice ON,
Heater OFF
Figure 4-156 ROC at OEI MCP, GW 6300 kg, Anti Ice ON,
Heater OFF
Figure 4-157 ROC at OEI MCP, GW 6700 kg, Anti Ice ON,
Heater OFF
Figure 4-158 ROC at OEI MCP, GW 7100 kg, Anti Ice ON,
Heater OFF
Figure 4-159 ROC at OEI MCP, GW 7500 kg, Anti Ice ON,
Heater OFF
Figure 4-160 ROC at OEI MCP, GW 7900 kg, Anti Ice ON,
Heater OFF
Figure 4-161 ROC at OEI MCP, GW 8300 kg, Anti Ice ON,
Heater OFF
Figure 4-162 ROC at AEO 5 min, GW 5500 kg, Anti Ice ON,
Heater ON
Figure 4-163 ROC at AEO 5 min, GW 5900 kg, Anti Ice ON,
Heater ON
Figure 4-164 ROC at AEO 5 min, GW 6300 kg, Anti Ice ON,
Heater ON
Figure 4-165 ROC at AEO 5 min, GW 6700 kg, Anti Ice ON,
Heater ON
Figure 4-166 ROC at AEO 5 min, GW 7100 kg, Anti Ice ON,
Heater ON
Figure 4-167 ROC at AEO 5 min, GW 7500 kg, Anti Ice ON,
Heater ON
Figure 4-168 ROC at AEO 5 min, GW 7900 kg, Anti Ice ON,
Heater ON
Figure 4-169 ROC at AEO 5 min, GW 8300 kg, Anti Ice ON,
Heater ON
Figure 4-170 ROC at AEO 30 min, GW 5500 kg, Anti Ice ON,
Heater ON
Figure 4-171 ROC at AEO 30 min, GW 5900 kg, Anti Ice ON,
Heater ON
Figure 4-172 ROC at AEO 30 min, GW 6300 kg, Anti Ice ON,
Heater ON
Figure 4-173 ROC at AEO 30 min, GW 6700 kg, Anti Ice ON,
Heater ON
Figure 4-174 ROC at AEO 30 min, GW 7100 kg, Anti Ice ON,
Heater ON
Figure 4-175 ROC at AEO 30 min, GW 7500 kg, Anti Ice ON,
Heater ON
Figure 4-176 ROC at AEO 30 min, GW 7900 kg, Anti Ice ON,
Heater ON
Figure 4-177 ROC at AEO 30 min, GW 8300 kg, Anti Ice ON,
Heater ON
Figure 4-178 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice ON,
Heater ON
Figure 4-179 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice ON,
Heater ON
Figure 4-180 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice ON,
Heater ON
Figure 4-181 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice ON,
Heater ON
Figure 4-182 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice ON,
Heater ON
Figure 4-183 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice ON,
Heater ON
Figure 4-184 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice ON,
Heater ON
Figure 4-185 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice ON,
Heater ON
Figure 4-186 ROC at MCP OEI, GW 5500 kg, Anti Ice ON,
Heater ON
Figure 4-187 ROC at MCP OEI, GW 5900 kg, Anti Ice ON,
Heater ON
Figure 4-188 ROC at MCP OEI, GW 6300 kg, Anti Ice ON,
Heater ON
Figure 4-189 ROC at MCP OEI, GW 6700 kg, Anti Ice ON,
Heater ON
Figure 4-190 ROC at MCP OEI, GW 7100 kg, Anti Ice ON,
Heater ON
Figure 4-191 ROC at MCP OEI, GW 7500 kg, Anti Ice ON,
Heater ON
Figure 4-192 ROC at MCP OEI, GW 7900 kg, Anti Ice ON,
Heater ON
Figure 4-193 ROC at MCP OEI, GW 8300 kg, Anti Ice ON,
Heater ON
NOISE CHARACTERISTICS
The following noise levels comply with ICAO Annex 16 Vol 1, Chapter 8
Amdt 10, “Aircraft Noise”.
SECTION 5
OPTIONAL EQUIPMENT SUPPLEMENTS
Page
INTRODUCTION .....................................................................................................................5-1
LIST OF SUPPLEMENTS .................................................................................................... 5-2A
OPTIONAL EQUIPMENT INCOMPATIBILITY/RESTRICTIONS ............................................5-3
PERFORMANCE CORRECTION AFTER KIT INSTALLATION .............................................5-5
CAT B OPERATIONS.......................................................................................................5-5
FLYAWAY FROM HOVER ...............................................................................................5-5
LIST OF FIGURES
Figure Page
Figure 5-1 Correction Table for Installed Kits............................................................... 5-8
Figure 5-2 AEO Rate of Climb Reduction Chart .......................................................... 5-9
Figure 5-3 OEI Rate Of Climb Reduction Chart......................................................... 5-10
Figure 5-4 Kit Effect for CAT B Procedures ................................................................5-11
SECTION 5
OPTIONAL EQUIPMENT SUPPLEMENTS
INTRODUCTION
This section contains the supplements for the optional equipment installed on
the AW189 helicopter.
It is the responsibility of the flight crew to be familiar with the contents of this
document.
LIST OF SUPPLEMENTS
The Rotorcraft Flight Manual Supplement for each optional equipment must
be carried in the aircraft whenever the optional equipment is installed on the
aircraft.
4 Category A Operations -
22 Extended Range -
27 Reserved
27 Reserved
CAT B OPERATIONS
The Table in Figure 5-1 shows the Drag Factor which is used with the AEO
and OEI ROC Reduction for Installed Kit charts (Figure 5-2 and Figure 5-3) to
obtain the reduction that must be applied to the Rate of Climb (ROC) charts for
the aircraft weight. The ROC charts are found in the Basic RFM Section 4 Per-
formance Data, or appropriate Supplement, and the ROC reduction figures
calculated are applied to correct the ROC values when kit are installed.
Figure 5-1 also includes the maximum Rate of Climb Reduction value applica-
ble for each kit which can be used as a quick check to see if the Rate of Climb
could reduce to below the minimum required of 150 ft/min for CAT B operation
with Maximum Continuous power. The value is conservative and can be used
instead of calculating the ROC Reduction from the charts.
If the minimum ROC found is determined to be less than 150 ft/min then
Figure 5-4 Kit Effect for CAT B Procedures chart may be used to calculate the
reduction in weight necessary to recover the minimum ROC to 150 ft/min.
If more than one kit is installed the Drag Factor for the kits installed must be
added together to give the Drag Factor for the combination installed.
Optional kits not listed in the table do not have an effect on climb performance.
EXAMPLE 1:
Determine the Rate of Climb All Engine Operative (AEO) at the 30 min rating
and OEI MCP rating with the helicopter at a weight of 7500 kg and flying at
3000 ft Hp with 10°C OAT, A/ICE OFF and Heater ON.
The Double Hoist Supplement 16 and FLIR Supplement 18 are installed.
Solution:
Using the table in Figure 5-1 the combined Drag Factor from the Double Hoist
and FLIR installations is:
0.30 + 0.25 = 0.55 Drag Factor
Also the maximum ROC reduction from the table will be:
for AEO conditions -40 + -35 = -75 ft/min
for OEI conditions -45 + -40 = -85 ft/min
If a more accurate value of the ROC reduction is required we can enter Figure
5-2 AEO ROC Reduction on the Drag Factor axis with a value of 0.55, move
up vertically to intercept the 7500kg line then move horizontally left to the ROC
Reduction axis for a value of -60 ft/min.
The same procedure can be carried out for Figure 5-3 OEI ROC Reduction to
obtain a value of -60 ft/min.
The clean aircraft ROC charts in the Basic RFM for 7500 kg A/ICE OFF and
Heater ON are used to define the basic aircraft ROC as follows:
AEO 5 min Figure 4-103 ROC 2340 ft/min
MCP OEI Figure 4-127 ROC 460 ft/min
Correcting these values for the kits installed we get:
AEO 5 min 2340 - 60 = 2280 ft/min at 7500 kg
MCP OEI 460 - 60 = 400 ft/min at 7500 kg
As the OEI ROC value is not below the minimum required of 150 ftmin for CAT
B operation no weight reduction is required for these conditions.
EXAMPLE 2:
Determine the Rate of Climb All Engine Operative OEI at the MCP rating with
the helicopter at gross weight of 8600 kg and flying at 3000 ft Hp with
-30°C OAT, A/ICE ON and Heater ON.
The Double Hoist Supplement 16, FLIR Supplement 18 and Trakka Search-
light Supplement 19 are installed.
Solution:
Using the table in Figure 5-1 the combined Drag Factor from the Double Hoist
FLIR and Searchlight installations is:
0.30 + 0.25 + 0.15= 0.7 Drag Factor
Also the maximum ROC reduction from the table for OEI conditions is:
-45 + -40 + -30 = -115 ft/min
If a more accurate value of the ROC reduction is required we can enter Figure
5-3 OEI ROC Reduction on the Drag Factor axis with a value of 0.7, move up
vertically to intercept the 8600 kg line then move horizontally left to the ROC
Reduction axis for a value of -65 ft/min.
The clean aircraft ROC charts for 8600 kg are found in Supplement 21 Weight
Extension 8600 kg. The OEI MCP chart for A/ICE ON and Heater ON,
Figure S21-86 is used to obtain a ROC of 190 ft/min.
Correcting this value for the kits installed:
190 - 65 = 125 ft/min
As this is below the minimum ROC of 150 ft/min to respect the CAT B climb
requirements, by 25 ft/min, the aircraft weight must be modified to meet the
ROC minimum.
Using the chart in Figure 5-4 Optional Kit Effect for CAT B we enter the ROC
to Recover the Minimum Performance axis at 25 ft/min move up vertically to
intercept the 8600 kg line then move left horizontally to the Weight Reduction
axis for a value of 140 kg.
Therefore the aircraft GW must be reduced to 8460 kg to recover the minimum
ROC to 150 ft/min.
X = 238 ft/min
Therefore the OEI MCP power ROC for the basic aircraft at 8460 kg and the
ambient conditions of 3000 ft Hp and -30°C is 238 ft/min
Correcting this for the kits installed we have
238 - 65 = 175 ft/min,
The minimum ROC is respected at the lower weight.
200
1
0.9
0.8
150
00 7 100 6 900
0 50 00
5
7
0.7
63 0
0
00
0
55
90 7
R oC reduc tion - [ft/min]
100 0.5
00
86
0.4
0.3
50
0.2
GW - [kg]
______
0.1
0 0
0 0.5 1 1.5
Drag Factor
189G1580A001 Rev.C ICN-89-A-155300-G-A0126-00002-A-01-1
250
1.2
1.1
200
1
0.9
00 0 0 0 0 00
0.8
R oC reduc tion - [ft/min]
67 6 3 5 9 55
0.7
00
71 00
5
7 0 0.6
0
79 00
8 3
100 0.5
00
86
0.4
0.3
50
0.2
GW - [kg]
______
0.1
0 0
0 0.5 1 1.5
Drag Factor
189G1580A001 Rev.C ICN-89-A-155300-G-A0126-00001-A-01-1
CAT.B
ROC to RECOVER MINIMUM PERFORMANCE
vs
WEIGHT REDUCTION
400
830 0 kg
360
860
0
0
0
00
00
750
790
710
00
63
67
59
GW
320
280
240
Weight Reduction [kg]
200
160
120
80
40
0
0 20 40 60 80 100 120 140 160
ROC to recover Minimum Performance 150 ft/min
SUPPLEMENT 1
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1 and S1-10 EASA Approval
N° 10051720
dated 18 December 2014
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S1-i and S1-ii 0
SUPPLEMENT 1
AIR CONDITIONING SYSTEM
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CENTRE OF GRAVITY LIMITATIONS..........................................S1-5
APU AIR CONDITIONING SYSTEM LIMITATIONS .............................................S1-5
LIST OF FIGURES
Figure Page
Figure S1-1 AIR COND/HEATER Control Panel........................................................... S1-3
Figure S1-2 Ventilation, Heating and Air Conditioning installations .............................. S1-4
GENERAL INFORMATION
Installation of the Air Conditioning System (AIR COND) kit permits automatic
cooling of the air to control the temperature and humidity environment, inde-
pendently for cockpit and cabin.
The kits consists of two vapour cycle cooling systems (VCS) mounted on the
upper deck, one VCS for the cockpit and one for the cabin. The system is con-
nected to the basic aircraft ventilation and heating system ducting. The kit also
contains modifications to the basic ventilation system incorporate evaporator
and fans in the cockpit behind the instrument panel and above the cabin roof.
Both the systems draw external ambient air and cockpit/cabin air which is
mixed and distributed via the cockpit and cabin vents. (Figure S1-1). All the
necessary temperature sensors, fan motor safety systems, cockpit indications
and system operations are controlled by the control box and selection is by the
cockpit control panel mounted in the interseat console (Figure S1-2).
The following operations are available from the cockpit control panel:
FORCED VENTILATION
With the AIR/COND/HEATER rotary switch selected OFF and the VENT
CREW FAN and PAX FAN selected OFF external ambient air enters the cock-
pit and cabin due to the ram air pressure. By selecting the CREW FAN and
PAX FAN to LOW or HIGH air is forced into the respective zone through the
vents.
Operation of the VENT FANs is indicated by a FWD VENT and AFT VENT
advisory message.
HEATING
Selecting the AIR COND/HEATER rotary switch to APU or ENG the heating
system is activated using the bleed air from either the APU or engines. The
hot bleed air is mixed with ambient and recirculated air and enters the cockpit
and cabin ventilation system. The heated air enters uses the ram air pressure
or, if required, the CREW and PAX FAN selections can used to increase the
amount of hot air air entering. The temperature is automatically controlled
when the rotary is in AUTO and the temperature controlled by the position of
the rotary selector from WARM to COLD.
If the rotary switch is selected to the MAN HTR position the heating air supply
temperature is controlled manually by the pilot by ‘beep’ the rotary switch to
the + or - positions which manually opens or closes the temperature control
valve (TCV) to regulate the heating air supply temperature of the hot air enter-
ing the ventilation system.
Care should be taken when using the manual setting as the adjustment is very
sensitive. It is recommended that short beeps are used, then the system left to
stabilize the temperature before adjusting again. (Approximately a 3 second
beep to + would fully open the TCV giving maximum temperature and,
depending on conditions, could cause an overheat and automatic shut down).
Selecting the AIR COND/HEATER rotary to APU with the APU bleed valve
(APU SOV) in NORMAL position (default position when panel de-powered)
the APU bleed valve position is controlled automatically. Selecting the APU
SOV switch to CLOSE the valve can be manually closed. The APU SOV only
functions when the aircraft is on the ground, In flight the APU is inhibited and
the APU SOV is automatically closed.
Selecting the AIR COND/HEATER rotary to ENG the ENG 1 SOV and ENG 2
SOV switches selected to NORMAL (default position when panel de-powered)
the engine bleed valves are controlled automatically and, in case of engine
failure, both bleed valves will close automatically. However, if required, the
bleed valve on the non failed engine may be opened manually by selecting
OVERRIDE with an associated reduction in aircraft performance.
Operation of the Heater System is indicated by a HEATER ON advisory mes-
sage.
ICN-89-A-155000-A-A0126-04137-A-001-01
CABIN DISTRIBUTION
UPPER DECK
VCS INSTALLATION
HEATING DISTRIBUTION
ICN-89-A-155000-A-A0126-04158-A-001-01
SECTION 1 - LIMITATIONS
3. VENT CREW & PAX FAN — As required (FWD VENT and AFT
VENT advisory illuminates when
fan ON).
For AIR COND only one fan must
be selected.
3. VENT CREW & PAX FAN — As required (FWD VENT and AFT
VENT advisory illuminates when
fan ON).
Note
Holding the + for more than 3 seconds will fully open the TCV
and may cause system overheat and shutdown.
MALFUNCTION PROCEDURES
VENT FAIL
Note
Be aware that failure of the ventilation fans with the AIR COND
system operative may cause the AIR COND to fail after several
minutes, in which case switch the associated VENT FAN to
OFF.
Note
Open the cockpit-cabin dividing curtain, if fitted.
HEATER FAILURE
HEATER FAIL
If caution illuminates
If caution remains after flight condition
- Switch HEATER to OFF
has changed or for prolonged period
- Switch HEATER to OFF
Note
If required for demist reselect HEATER to ENG and MAN HTR
to control temperature. Set VENT CREW FAN as required. If
manual control is not operational use crew fans and/or
open cockpit window(s).
If caution remains
- Switch OFF the AIR COND and leave
for minimum of 4 minutes.
Switch to AIR COND again
If caution re-appears
- Select CREW(PAX)
VENT FANS OFF
SECTION 4 - PERFORMANCE
The air conditioning system has no effect on aircraft Performance.
The heating system effect on Performance can be found in the Basic RFM.
SUPPLEMENT 2
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10050078
dated 31 July 2014
1 Title, pages A-1, B-1, S2-3 and S2-8 EASA Approval
N° 10051720
dated 18 December 2014
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S2-i and S2-ii 0
SUPPLEMENT 2
FORCED VENTILATION SYSTEM
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CENTRE OF GRAVITY LIMITATIONS..........................................S2-5
LIST OF FIGURES
Figure Page
Figure S2-1 Forced Ventilation and HEATER Control Panel......................................... S2-3
Figure S2-2 Ventilation and Heating Installations (Example) ........................................ S2-4
GENERAL INFORMATION
Installation of the Forced Air Ventilation System kit permits the maximum ven-
tilation air to be circulated in the cockpit and cabin. This system, when
installed with the aircraft heating system, is the most basic environmental con-
ditioning system available for the AW189. The forced air ventilation system
uses two fresh air flapper valves to introduce ambient air into the cockpit and
one flapper valve for the cabin.
The cockpit control panel (Figure S2-1) mounted in the interseat console is
NVG compatible and in normal operation remains ‘black’. When any pushbut-
ton is selected manually a green caption in the pushbutton is illuminated. The
following operations are available from the panel:
FORCED VENTILATION
With the HEATER rotary switch selected OFF the forced air ventilation system
is operated by the VENT selection. When CREW FAN and PAX FAN are
selected OFF the fans are inoperative. By selecting the CREW FAN and PAX
FAN to LOW or HIGH the flapper valves open and air is forced into the respec-
tive zone through the vents.
By selecting the PAX FAN to EXT AIR the cabin flapper valve opens but the
fans remain inoperative so the cabin is ventilated by ram air effect only.
The EXT AIR pushbutton, when selected, forces the cockpit flapper valves
open regardless of the HEATER and CREW FAN switch selection. The green
OPEN caption illuminates in the pushbutton.
Operation of the VENT FANs is indicated by a FWD VENT and AFT VENT
advisory message.
HEATING
Selecting the HEATER rotary switch to APU or ENG the heating system is
activated using the bleed air from either the APU or engines. The cockpit flap-
per valves are closed when HEATER is selected to ENG or APU whilst the
cabin flapper valves remains controlled by the PAX FAN switch.
For heating, hot bleed air, controlled by the TCV, and external ambient air,
drawn in from the ambient air inlet on the left side of the aircraft fuselage,
mixed in the jet pump and enters the heating distribution system to be sup-
plied to the cabin and cockpit outlets.
In the cabin the heated air is ducted under the cabin floor and fed to outlets at
floor level in the forward and aft corners of the cabin. (the cabin heating supply
is totally separate from the cabin ventilation supply which provides outside
ambient air only via the cabin roof outlets.
In the cockpit the heated air is ducted under the cabin floor and fed into the
cockpit ventilation distrubution system. The CREW FAN can be selected to
boost the hot air flow for demisting. Selecting the EXT AIR pushbutton will
open the cockpit fapper valve, if required, introducing outside ambient air into
the heating supply.
The temperature in the cockpit and cabin is automatically controlled when the
rotary is in AUTO and the temperature controlled by the position of the rotary
selector from WARM to COLD.
If the rotary switch is selected to the MAN HTR position the heating air supply
temperature is controlled manually by the pilot by ‘beep’ the rotary switch to
the + or - positions which manually opens or closes the temperature control
valve (TCV) to regulate the heating air supply temperature of the hot air enter-
ing the ventilation system.
Care should be taken when using the manual setting as the adjustment is very
sensitive. It is recommended that short beeps are used, then the system left to
stabilize the temperature before adjusting again. (Approximately a 3 second
beep to + would fully open the TCV giving maximum temperature and,
depending on conditions, could cause an overheat and automatic shut down).
Selecting the HEATER rotary to APU with the APU bleed valve (APU SOV)
pushbutton in its unlit position (default selection when panel de-powered), the
APU bleed valve is controlled automatically. Selecting the APU SOV pushbut-
ton the valve can be manually closed and a green CLSD message illuminates
in the pushbutton. The APU SOV only functions when the aircraft is on the
ground. In flight the APU is inhibited and the APU SOV is automatically
closed.
Selecting the HEATER rotary to ENG with the ENG 1 SOV and ENG 2 SOV
pushbutton selected to their unlit position (default selection when panel de-
powered) the engine bleed valves are controlled automatically and, in case of
engine failure, both bleed valves will close automatically. However, if required,
the bleed valve on the non failed engine may be opened manually by selecting
the appropriate ENG SOV pushbutton with an associated reduction in aircraft
performance and an OVRD caption illuminates in the pushbutton.
Operation of the Heater System is indicated by a HEATER ON advisory mes-
sage.
Cockpit Ventilation
Flapper Valves
SECTION 1 - LIMITATIONS
3. VENT CREW & PAX FAN — As required (FWD VENT and AFT
VENT advisory illuminates when
fan ON).
3. VENT CREW & PAX FAN — As required (FWD VENT and AFT
VENT advisory illuminates when
fan ON).
Note
Holding the + for more than 3 seconds will fully open the TCV
and may cause system overheat and shutdown.
MALFUNCTION PROCEDURES
VENT FAIL
Note
Open the cockpit-cabin dividing curtain, if fitted.
HEATER FAILURE
HEATER FAIL
If caution illuminates
If caution remains after flight condition
- Switch HEATER to OFF
has changed or for prolonged period
- Switch HEATER to OFF
Note
If required for demist reselect HEATER to ENG and MAN HTR
to control temperature. Set VENT CREW FAN as required. If
manual control is not operational use crew fans and/or
open cockpit window(s).
SECTION 4 - PERFORMANCE
The forced ventilation system has no effect on aircraft Performance.
The heating system effect on Performance can be found in the Basic RFM.
SUPPLEMENT 3
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S3-1 thru S3-4 EASA Approval
N° 10051720
dated 18 December 2014
2 Title, pages A-1, B-1, S3-1 EASA Approval
N° 10053254
dated 7 May 2015
Page Revision N°
Title 2
A-1 2
A-2 0
B-1 2
B-2 0
S3-i and S3-ii 0
SUPPLEMENT 3
IFR/VFR NIGHT SINGLE PILOT
OPERATION
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
GENERAL...................................................................................................................... S3-1
MINIMUM FLIGHT CREW ............................................................................................. S3-1
REQUIRED EQUIPMENT.............................................................................................. S3-1
GENERAL LIMITATIONS .............................................................................................. S3-1
SECTION 1 - LIMITATIONS
GENERAL
All other Limitations as stated in the Basic RFM, for CAT B operations, and
Supplement 4, for CAT A operation are applicable.
— Instrument Flight Rules (IFR) Day/Night and VFR Night - One pilot unless
otherwise required by operating rules.
REQUIRED EQUIPMENT
GENERAL LIMITATIONS
No change.
190
180
170
160
140
130
120
210 DH 200
HDG 450
210 300
RH T 0
T/D 0
ICN-89-A-155000-A-A0126-04139-A-001-01
Note
Disregard DU MON message which may illuminate temporarily
for the following situations:
— When approaching RAD ALT maximum operational limit
(2600 ft)
— When VOR/ILS signal is weak.
No change.
SUPPLEMENT 4
CATEGORY A OPERATIONS
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S4-i, S4-5 thru EASA Approval
S4-26, S4-i, S4-ii, S4-27, S4-28. N° 10051720
dated 18 December 2014
Title 1
TOC-1 and TOC-2 0 PART C
A-1 1 S4-C1 and S4-C2 0
A-2 0 PART D
B-1 1 S4-Di thru S4-Div 0
B-2 0 S4-D1 thru S4-D18 0
S4-i 1
PART E
S4-ii 0
S4-Ei and S4-Eii 0
S4-E1 thru S4-E24 0
PART I - EASA APPROVED
PART F
INTRODUCTION S4-Fi and S4-Fii 0
S4-i 1 S4-F1 thru S4-F12 0
S4-ii 0
PART G
S4-1 thru S4-4 0
S4-G1 and S4-G2 0
S4-5 thru S4-26 1
GENERAL LIMITATIONS
S4-i and S4-ii 1
S4-27 and S4-28 1
PART A
S4-Ai thru S4-Aiv 0
S4-A1 thru S4-A38 0
PART B
S4-Bi thru S4-Biv 0
S4-B1 thru S4-B52 0
SUPPLEMENT 4
CATEGORY A OPERATIONS
TABLE OF CONTENTS
Page
INTRODUCTION....................................................................................................S4-1
SECTION 1
GENERAL LIMITATIONS....................................................................................S4-27
PART A
GROUND AND ELEVATED HELIPORT/HELIDECK VERTICAL
TAKE-OFF PROCEDURES ................................................................................ S4-A1
PART B
CLEAR AREA TAKE-OFF PROCEDURES........................................................ S4-B1
PART C
OFFSHORE HELIDECK TAKE-OFF PROCEDURES
(TO BE ISSUED)................................................................................................. S4-C1
PART D
HELIPAD VERTICAL LANDING PROCEDURES .............................................. S4-D1
PART E
GROUND HELIPORT LANDING PROCEDURES ............................................. S4-E1
PART F
CLEAR AREA LANDING PROCEDURES ......................................................... S4-F1
PART G
OFFSHORE HELIDECK LANDING PROCEDURES
(TO BE ISSUED).................................................................................................S4-G1
INTRODUCTION
TABLE OF CONTENTS
Page
INTRODUCTION
ABBREVIATIONS .......................................................................................................... S4-1
DEFINITIONS ................................................................................................................ S4-2
GENERAL INFORMATION............................................................................................ S4-4
CAT A PERFORMANCE DETERMINATION................................................................. S4-5
INTRODUCTION
ABBREVIATIONS
— WAT ..............................Weight-Altitude-Temperature
DEFINITIONS
1. Take Off Decision Point (TDP) — The first point. in the Take-Off path
from which a CTO capability is
assured and the last point from
which a RTO is assured, within the
rejected take off distance.
2. Landing Decision Point (LDP) — The last point, in the approach land-
ing path, from which it is possible
either to land on a predetermined
area or accomplish a Balked Land-
ing.
8. Take Off Safety Speed (VTOSS) or— The airspeed at which the sched-
Balked Landing Safety Speed uled climb gradient OEI can be
(VBLSS) or Climb Out Safety speed achieved.
(VCOSS)
GENERAL INFORMATION
This Supplement defines the procedures and performance for Category A
Operations. The Supplement is divided into eight separate parts as follows:
Parts A to G have the complete set of Sections specific to the particular proce-
dure, ie. Section 1 - Limitations, Section 2 - Normal Procedures, Section 3 -
Emergency and Malfunction Procedures and Section 4 - Performance.
Performance data common to the CAT A procedures are included in one part
of the Supplement and then reference, where applicable, in the preceding
parts.
For limitations, procedures and performance information not contained in this
Supplement, consult the basic RFM.
• Headwind component,
• Determine the maximum GW permitted by the WAT chart for the ambi-
ent conditions and applicable procedure.
• Ensure the aircraft weight is equal or less than the permitted weight.
3. If wind is present, calculate the VTOSS/VBLSS or VCOSS (depending on the
procedure) applicable with the headwind component.
4. Verify the distance required to Take-Off/Land is compatible with the
applicable operating rules.
5. Verify if the PATH 1 and 2 and the acceleration distance permit the
obstacles known in the trajectory to be cleared with the required
operational distance.
6. If required evaluate a possible turn (no more than 90° of direction change,
maintaining wind in front sections) correcting PATH 2 gradient with the
turn reduction factor.
Note
Distances can be shortened and climb gradients increased by
decreasing the TOGW in order to accommodate Take-Off and
Landing sites.
From chart Figure 4B-2 enter from the left side Pressure Altitude 2000 ft
moving right to intercept the 40°C line then drop down vertically to obtain
the maximum permitted weight of 8042 kg. The same value can be read
from the table in Figure 4B-3.
The relative wind to the Take-Off direction is -40° and entering the Wind
component chart (for example Figure 4A-5 or Figure 4B-6) with 20 kt and
40° a headwind component of 15 kt is obtained and a cross wind compo-
nent of 13 kt.
Therefore during the Take-Off with a single engine failure the distance
from the start of the Take-Off to reach 35 ft and a positive rate of climb at
VTOSS is 603 m (1980 ft).
This distance must clear obstructions by the required operational height
to permit the safe Vertical Take-Off procedure, in case of a single engine
failure, and to commence the PATH 1 climb.
From Table Figure 4B-3 it can be confirmed that the TOGW does not
exceed the MTOW (8042 kg) for the ambient conditions.
The distance and height gained during a Clear Area Take-Off is made up
of 4 parts (see Figure S4-2 ):
Vy
Level accel to Vy
TDP = 30 ft AGL
VTOSS
200 ft
35 ft 1000 ft
15 ft
Distance b). Using Figure 4B-13 and Figure 4B-14 for PATH 1 Climb
Gradient for 7900 kg and 8300 kg respectively and with zero headwind
the VTOSS is calculated at 50 KIAS then we obtain 8 ft and 5 ft respec-
tively mean height gained in 30 m of horizontal distance. Interpolating
between 7900 kg and 8300 kg for the weight of 8000 kg we obtain
7.25 ft.
Distance d). Using Figure 4B-30 for PATH 2 Climb Gradient for 7900 kg
we obtain 2.25 ft of mean height gained in 30 m of horizontal distance.
Using Figure 4B-31 for 8300 kg we cannot, for the ambient conditions,
achieve the minimum gradient of 2 (to assure a rate of climb of 150 fpm)
so interpolation between the 7900 kg weight and 8300 kg weight is not
possible. As we are close to but still within the MTOW then the PATH 2
condition must be the limiting condition for the WAT so we must use the
minimum gradient of 2 ft.
Therefore from 200 ft AGL to 1000 ft AGL we would require a distance of:
(1000-200/2) x 30 = 12000 m.
Vy
Level accel
200 ft
VTOSS
1000 ft
35 ft
From this profile we can assess if any obstacles within the Take-Off
trajectory are cleared with sufficient margin for the required operational
clearance.
The total distance to achieve 1000 ft AGL would be 14023 m with a sin-
gle engine failure at or after TDP.
Distance a) remains at 600 m as this is fixed for the Clear Area proce-
dure
Distance b) Using graph Figure 4B-11 for PATH 1 Climb Gradient for
7100 kg and with zero headwind then we obtain 16 ft.
Distance d) Using Figure 4B-28 for PATH 2 Climb Gradient for 7100 kg
we obtain 5.4 ft of mean height gained in 30 m of horizontal distance.
Vy
Level accel
200 ft
VTOSS
1000 ft
35 ft
The total distance to achieve 1000 ft AGL would be 6093 m with a single
engine failure after TDP.
If, for the 7100 kg case a headwind of 20 kts is present then the dis-
tances are further reduce and become:
Distance a) remains at 600 m as this is fixed for the Clear Area proce-
dure
Distance b) Using graph Figure 4B-11 for PATH 1 Climb Gradient for
7100 kg and with 20 kts headwind the VTOSS is calculated (Figure 2B-1)
at 60 KIAS then we obtain 17.5 ft.
Distance d) Using Figure 4B-28 for PATH 2 Climb Gradient for 7100 kg
with 20 kt Headwind component we obtain 7.0 ft of mean height gained in
30 m of horizontal distance.
Required: Climb Gradient for bank turn climb of 15° for a total heading
change of 35° and the distance travelled from the commencement of the
turning point.
Take-Off Ambient conditions: OAT 10°C, Hp= 1000 ft, 0 kt Headwind
Aircraft TOGW = 7100 kg
Headwind component = 10 kt
Procedure: Clear Area (Supplement 4 Part B)
Note
This procedure is not valid for PATH 1-2 climb at VCOSS.
From Table Figure 4B-3 it can be confirmed that the TOGW does not
exceed the MTOW (8300 kg) for the ambient conditions.
Using Figure 4B-28 for PATH 2 Climb Gradient for 7100 kg we obtain
10 ft of mean height gained in 30 m of horizontal distance for 0 wind con-
dition and 11 ft for a 10 kt headwind.
Using the Effect on PATH 2 Gradient table Figure 4B-1, from Gradient
Correction row move right to Bank Angle of 15° and read -2 ft. Correcting
the Mean Height Gained in 30 m:
10 - 2 = 8 ft
To calculate the distance covered in 35° of heading change from the Dis-
tance travelled for 10° of Heading change row move right to Bank Angle
of 15° and read 172 m. To obtain the distance in 35° of heading change
multiply by 3.5.
Example 1
Define the maximum weight to perform a Clear Area procedure at a Pressure
Altitude = 3000 ft Hp, OAT= -10 °C, A/ICE ON and 0 kts headwind with Double
Hoist Supplement 16, FLIR Supplement 18, Trakka Searchlight Supplement
19 and Bubble Windows Supplement 23 installed.
Solution:
The Maximum Weight for the clean aircraft configuration is first determined
using the Weight Altitude Temperature chart Figure 4B-4 which gives a weight
of 8300 kg.
The PATH 1 gradient is determined for this weight using Figure 4B-22 to give a
Gradient of 2.1 ft.
The PATH 2 gradient is determined for this weight using Figure 4B-39 to give a
Gradient of 4.6 ft.
These values must now be corrected for the effect of the kits installed, so
using the table in Figure S4-4 the combined Drag Factor from the Double
Hoist, FLIR, Trakka Searchlight and Bubble Window installations is calcu-
lated:
0.30 + 0.25 + 0.15 + 0.10 = 0.8 Drag Factor
To calculate the CAT A Gradient reduction for PATH 1 enter Chart 1 Figure S4-
7 on the Drag Factor axis at 0.8 then move up vertically to intercept the GW
line at 8300 kg and from here move left to the Gradient Axis to read a Gradient
Reduction of 0.35.
The same procedure is used for the PATH 2 Chart 1 Figure S4-9 to obtain a
Gradient Reduction of 0.85.
Applying these corrections to the clean aircraft climb gradient gives:
PATH 1 2.1 - 0.35 = 1.75
PATH 2 4.6 - 0.85 = 3.75
As the PATH 1 gradient is below the minimum of 2.05 the maximum GW must
be reduced to recover the minimum climb gradient to 2.05. The Chart 2 Figure
S4-8 is used. Enter the Gradient to Recover Minimum Performance axis with
the value required to achieve the minimum gradient ie:
2.05 - 1.75 = 0.3
From 0.3 move vertically upward to intercept the weight line at 8300 kg them
more horizontally left to the Weight Reduction axis to read 50 kg. Therefore to
recover the PATH 1 gradient to the minimum the aircraft GW must be reduced
to 8250 kg.
The PATH 2 gradient is not below the minimum of 1.95 so no weight reduction
is required for the PATH 2, the weight reduction for PATH 1 will improve the
climb gradient of PATH 2.
If a weight reduction is required for both PATH 1 and PATH 2 the largest
weight reduction value must be used to define the maximum GW.
See completed correction table for the Clear Area Procedure Figure S4-11.
Example 2
Define the maximum weight to perform a Vertical Helipad/Heliport Procedure
at a Pressure Altitude = 1000 ft Hp, OAT= -20 °C, A/ICE ON and 5 kts head-
wind with Double Hoist Supplement 16 and FLIR Supplement 18 installed.
Solution:
The Maximum GW for the clean aircraft configuration is first determined using
the Weight Altitude Temperature chart Figure 4A-3 which gives a weight of
7900 kg.
The Vertical Procedure has a combine PATH 1-2 chart so the gradient is
determined for this weight using Figure 4A-22 to give a Climb Gradient of
12 ft.
This value must now be corrected for the effect of the kits installed, so using
the table in Figure S4-4 the combined Drag Factor from the Double Hoist and
FLIR installations is calculated:
0.30 + 0.25 = 0.55 Drag Factor
To calculate the CAT A Gradient reduction for PATH 1-2 enter Chart 1 Figure
S4-5 on the Drag Factor axis at 0.55 then move up vertically to intercept the
GW line at 7900 kg and move left to the Gradient Reduction axis to read a
0.4.
Applying this corrections to the clean aircraft climb gradient gives:
PATH 1-2 12 - 0.4 = 11.6
As the PATH 1-2 gradient is not below the minimum of 8.6 then no weight
reduction is required and the maximum GW for the configuration remains at
7900 kg.
See completed correction table for the Vertical Procedure Figure S4-12.
1.7
1.6
1.5
1.4
1.3
00
00
55
1.2 59 0
0
63
1.1 0 0
67 00
Gradient reduction
1 71
00
75
0.9 00
79
00
0.8 83 0 kg
6 0
8
0.7 GW
0.6
0.5
0.4
0.3
0.2
0.1
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
Drag Factor
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00002-A-01-1
400 g
380 79 0
0k
00
0
71 00
83
67 0
0
75
860
63 0
00
0
360
00
59
GW
340
320
300
280
260
Weight Reduction [kg]
240
220
200
180
160
140
120
100
80
60
40
20
0
0 0.4 0.8 1.2 1.6 2 2.4 2.8 3.2 3.6
Gradient to recover Minimum Performance
CAT.A PATH 1
DRAG FACTOR vs GRADIENT REDUCTION
1.5
1.4
1.3
1.2
1.1
00
55 0
1 0
59 0
0
Gradient reduction
63
0.9 00
67
1 00
0.8 7
00
75
0.7 00
79
0
830
0.6
0
860
0.5
0.4
0.3
0.2
0.1
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
Drag Factor
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00001-A-01-1
CAT.A PATH 1
WEIGHT REDUCTION to RECOVER MINIMUM GRADIENT
400
kg
380
0
00
00
00
00
00 590
00
00
67 63
83
360
79
86
75
71
GW
340
320
300
280
260
Weight Reduction [kg]
240
220
200
180
160
140
120
100
80
60
40
20
0
0 0.4 0.8 1.2 1.6 2 2.4 2.8 3.2 3.6 4
Gradient to recover Minimum Performance
CAT.A PATH 2
DRAG FACTOR vs GRADIENT REDUCTION
2.6
2.4
2.2 00
55 0
0
59 00
2 63 0
0
67 0
1.8 0
71 0
0
75 00
Gradient reduction
1.6 9
7 0
0
83
kg
1.4 00
86
G W
1.2
0.8
0.6
0.4
0.2
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4 1.5
Drag Factor
189G1580A001 Rev.C ICN-89-A-155004-G-A0126-00003-A-01-1
CAT.A PATH 2
WEIGHT REDUCTION to RECOVER MINIMUM GRADIENT
400
g
00
00
0k
00
83
00
00
79
00
360
860
75
71
67
00
63
59
GW
320
280
Weight Reduction [kg]
240
200
160
120
80
40
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
Gradient to recover Minimum Performance
Step Description
Determination of basic performance
a) Ambient Condition Hp (ft)= 3000 OAT (°C)= -10
Step Description
Determination of basic performance
a) Ambient Condition Hp (ft)= 1000 OAT (°C)= -20
Step Description
Determination of basic performance
a) Ambient Condition Hp (ft)= OAT (°C)=
Step Description
Determination of basic performance
a) Ambient Condition Hp (ft)= OAT (°C)=
Step Description
Determination of basic performance
a) Ambient Condition Hp (ft)= OAT (°C)=
GENERAL LIMITATIONS
TABLE OF CONTENTS
Page
SECTION 1
GENERAL LIMITATIONS....................................................................................S4-27
TYPES OF OPERATION ............................................................................................. S4-27
CREW LIMITATIONS .................................................................................................. S4-27
ALTITUDE AND TEMPERATURE LIMITATIONS ....................................................... S4-27
HEADWIND GROSS WEIGHT BENEFIT.................................................................... S4-27
POWERPLANT LIMITATIONS (GE CT7-2E1) ............................................................ S4-27
LIST OF FIGURES
Figure Page
CAT A Temperature and Altitude Limitations ..................................................................... S4-28
SECTION 1
GENERAL LIMITATIONS
The following Limitations are applicable for all CAT A Take Off and Landing
Procedures.
TYPES OF OPERATION
CAT A operations are approved under Day/Night VFR.
Refer to specific CAT A sections for IFR operations.
CREW LIMITATIONS
CAT A Take-Off and Landing can be carried out from the right or left hand
seat.
When Take-Off or Landing is carried out from the left hand seat minimum flight
crew is 2 pilots.
AW189
FLIGHT ENVELOPE
OAT - [°F]
-50-40-30-20-10 0 10 20 30 40 50 60 70 80 100 120 140
10000
3000
2800
9000
Hd 2600
8000 2400
LI
M
IT
2200
10
7000
00
0f
2000
t
Hd
MINIMUM OAT LIMIT for Cat.A
LI
6000 1800
M
IT
80
00
1600
5000
ft
1400
MAX OA
4000 1200
Cat.A
TAKE OFF and
LANDING 1000
T LIMIT
3000 ENVELOPE
800
ISA+40°C
2000 600
400
1000
200
0 0
-200
PART A
VERTICAL TAKE-OFF PROCEDURES
TABLE OF CONTENTS
Page
SECTION 1A - LIMITATIONS
IFR OPERATION .........................................................................................................S4-A1
GROUND OR ELEVATED HELIPORT/HELIDECK SIZE............................................S4-A1
WEIGHT LIMITATIONS ...............................................................................................S4-A1
GROUND SPEED LIMITATIONS ................................................................................S4-A1
ALTITUDE LIMITATIONS ............................................................................................S4-A1
WIND LIMITATIONS....................................................................................................S4-A1
Page
LIST OF FIGURES
Figure Page
Figure 2A-1 VCOSS Calculation Chart .......................................................................S4-A3
Figure 2A-2 Take-Off Profile Vertical Heliport Procedure............................................S4-A4
Figure 2A-3 Vertical Take Off View RH Seat at TDP 110 ft ATS .................................S4-A6
Figure 3A-1 Vertical Heliport Procedure Engine Failure before/at TDP......................S4-A9
Figure 3A-2 Vertical Heliport Engine Failure at/after TDP ........................................S4-A10
Figure 4A-1 PATH 1-2 Gradient Vertical T-O, GW 8300 kgAnti Ice ON ....................S4-A14
Figure 4A-2 PATH 1-2 Gradient Vertical T-O, GW 8300 kgAnti Ice ON ....................S4-A15
Figure 4A-3 PATH 1-2 Gradient Vertical T-O, GW 8300 kgAnti Ice ON ....................S4-A16
Figure 4A-4 PATH 1-2 Gradient Vertical T-O, GW 8300 kgAnti Ice ON ....................S4-A17
Figure 4A-5 Wind Component Chart.........................................................................S4-A18
Figure 4A-6 Vertical Procedure Continued Take OFF Distance OEI, Anti Ice OFF,
Heater OFF ...........................................................................................S4-A19
Figure 4A-7 Vertical Procedure Continued Take OFF Distance OEI, Anti Ice ON,
Heater OFF ...........................................................................................S4-A21
Figure 4A-8 PATH 1-2 Gradient Vertical T-O, GW 5500 kg Anti Ice OFF .................S4-A23
Figure 4A-9 PATH 1-2 Gradient Vertical T-O, GW 5900 kg Anti Ice OFF .................S4-A24
Figure 4A-10 PATH 1-2 Gradient Vertical T-O, GW 6300 kg Anti Ice OFF .................S4-A25
Figure 4A-11 PATH 1-2 Gradient Vertical T-O, GW 6700 kg Anti Ice OFF .................S4-A26
Figure 4A-12 PATH 1-2 Gradient Vertical T-O, GW 7100 kg Anti Ice OFF .................S4-A27
Figure 4A-13 PATH 1-2 Gradient Vertical T-O, GW 7500 kg Anti Ice OFF .................S4-A28
Figure 4A-14 PATH 1-2 Gradient Vertical T-O, GW 7900 kg Anti Ice OFF .................S4-A29
Figure 4A-15 PATH 1-2 Gradient Vertical T-O, GW 8300 kg Anti Ice OFF .................S4-A30
Figure 4A-16 PATH 1-2 Gradient Vertical T-O, GW 5500 kg Anti Ice ON ...................S4-A31
Figure 4A-17 PATH 1-2 Gradient Vertical T-O, GW 5900 kg Anti Ice ON ...................S4-A32
Figure 4A-18 PATH 1-2 Gradient Vertical T-O, GW 6300 kg Anti Ice ON ...................S4-A33
Figure 4A-19 PATH 1-2 Gradient Vertical T-O, GW 6700 kg Anti Ice ON ...................S4-A34
Figure 4A-20 PATH 1-2 Gradient Vertical T-O, GW 7100 kg Anti Ice ON ...................S4-A35
Figure 4A-21 PATH 1-2 Gradient Vertical T-O, GW 7500 kg Anti Ice ON ...................S4-A36
Figure 4A-22 PATH 1-2 Gradient Vertical T-O, GW 7900 kg Anti Ice ON ...................S4-A37
Figure 4A-23 PATH 1-2 Gradient Vertical T-O, GW 8300 kg Anti Ice ON ...................S4-A38
Part A
Ground and Elevated Heliport/
Helideck Vertical Take-Off
Procedures
SECTION 1A - LIMITATIONS
IFR OPERATION
Minimum ceiling .......................................................................................200 ft
WEIGHT LIMITATIONS
Weight Limitation, Anti Ice OFF ................................ Figure 4A-1, Figure 4A-2
Weight Limitation, Anti Ice ON ................................... Figure 4A-3, Figure 4A-4
ALTITUDE LIMITATIONS
Maximum Altitude for CAT A Take-Off ....................8000 ft (2400 m) Hp or Hd
whichever comes first
WIND LIMITATIONS
Maximum cross wind component must not exceed 20 kts (10 m/s).
Take-Off with tail wind component is prohibited.
AIRSPEED DEFINITIONS
Take-Off Safety Speed (VTOSS) ............................................................50 KIAS
Climb Out Safety Speed (VCOSS) ................................................... Figure 2A-1
Best Rate of Climb Speed (VY)............................................................. 80 KIAS
Note
Radar Altimeter heights are shown in the flight path profiles.
Refer to Barometric altimeter for Elevated Heliport/Helideck
operations.
Vcoss SELECTION
for PATH 1-2
80
78
76
74
72
e
lin
e
Vcoss [kIAS]
nc
re
70
fe
Re
68
66
64
62
60
0 4 8 12 16 20 24 28 32 36 40
Reported Headwind Component [kt]
TDP
110 ft
VY
VTOSS = 50 KIAS
7 ft
CAUTION
If this procedure is modified, it may not be possible, if an engine
fails in the Take-Off path, to carry out a safe OEI landing or
achieve the scheduled OEI performance.
3. HEATER — As required
14. Take Off Decision Point (TDP) — Maintain TDP (110 ft ATS) until
ready to depart.
Note pitch attitude.
Figure 2A-3 Vertical Take Off View RH Seat at TDP 110 ft ATS
GENERAL
The procedures detailed herein only consider the failure of one engine in the
Take-Off path and assume the pilot gives first priority to aircraft control and to
achieve a safe flight path.
For all Take-Off procedures the following shall be observed:
TDP
110 ft
3. Touchdown — At approximately 7 ft to 10 ft (2 to
3 m) ATS increase collective to
cushion landing. Maximum allowed
GS at touchdown 5 kts (9 km/hr).
VCOSS
VTOSS = 50 KIAS
1000 ft
35 ft
15 ft
W.A.T. CHARTS
The Vertical Ground and Elevated Heliport Procedure Weight Limitations
charts are shown in Figure 4A-1 to Figure 4A-4.
CLIMB PERFORMANCE
WEIGHT-ALTITUDE-TEMPERATURE
VERTICAL Procedure
Eng. AI: OFF
Heater: OFF/ON
7
2
6
Hd limit 8000 ft
5 1.5
1
-10
3
30
MA
0
X
20
2
OA
40
-20
10
0.5
TL
50
IM I
1
T
55
0 0
component - [m/s]
0 0
component - [kts]
4
Headwind
Headwind
10
8
20
12
30 16
40 20
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
189G1580A002 issue D ICN-89-A-155104-G-A0126-00004-A-03-1
EASA Approved
8184 8166 8112 8040 7955 7863 7767 7667 7587
-500 8182 8143 8078 7997 7907 7810 7711 7586 7503 5 45
0 8157 8114 8039 7951 7856 7756 7654 7503 7404 10 84
500 8102 8062 7997 7903 7803 7699 7574 7417 15 141
1000 8041 7995 7925 7844 7748 7641 7491 7301 20 141
1500 7975 7924 7851 7767 7674 7560 7405 7186 25 141
2000 7865 7836 7773 7687 7594 7476 7292 7071 30 141
2500 7758 7726 7672 7607 7513 7391 7177 6949 35 141
3000 7650 7615 7560 7496 7419 7277 7062 40 141
3500 7541 7506 7450 7386 7310 7162 6943
Document N°
AW189 - RFM
189G0290X002
Issue 1
7000 6657 6635 6604
7500 6540 6518 6484
Page S4-A15
CAT A Operations
Supplement 4 AW189 - RFM
CAT A Operations Document N°
Vertical T-O Procedures 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE
VERTICAL Procedure
Eng. AI: ON
Heater: OFF/ON
7
00 ft
2
80
6
Hd limit
5 1.5
10
1
3
-10
2
-20
0.5
0 0
component - [m/s]
0 0
component - [kts]
4
Headwind
Headwind
10
8
20
12
30 16
40 20
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
189G1580A002 issue D ICN-89-A-155104-G-A0126-00005-A-03-1
EASA Approved
8154 8165 8112 8040
-500 8114 8111 8071 7997 5 59
0 8066 8050 8004 7934 10 70
500 7991 7986 7934 7861 15 70
1000 7886 7892 7860 7785 20 70
1500 7784 7784 7755 7697 25 70
2000 7680 7676 7647 7586 30 70
2500 7564 7571 7538 7477 35 70
3000 7430 7450 7428 7367 40 70
3500 7302 7320 7304 7254
Document N°
AW189 - RFM
189G0290X002
Issue 1
7000 6451 6459 6443
7500 6334 6343 6325
Page S4-A17
CAT A Operations
Supplement 4 AW189 - RFM
CAT A Operations Document N°
Vertical T-O Procedures 189G0290X002
20˚
40 40
˚
30
˚
40
30 ˚ 30
50
A ˚
REPORTED WIND SPEED [kt]
10 80˚ 10
0 90˚ 0
100˚
10 -10
110
˚
20 12 -20
0˚
13
0˚
30 -30
14
0˚
15
40 -40
0˚
160
170˚
180˚
WIND ANGLE
50 respect to -50
Helicopter
HEADING
60 -60
VERTICAL PROCEDURE
CONTINUOUS TAKE OFF DISTANCE
Clear Air Intake Heater OFF
VTOSS 50 KIAS A.I. OFF
ZERO WIND ELECTRICAL LOAD 100%
ft
8000
MIT
H d LI
IT
M
LI
T
OA
0
0
30
0
530
0
AX
550
7 50 0
57 0
0
59 0
0
0
0
0
0
0
81 0
730
00
00
610
M
630
650
670
690
710
7 70
0
79
83
50
10
40
0
0
55
-2 20
0
-1
OAT - [°C]
______
ISA+40°C GW - [kg]
______
-------
VERTICAL PROCEDURE
CONTINUOUS TAKE OFF DISTANCE
Clear Air Intake Heater OFF
VTOSS 50 KIAS A.I. ON
ZERO WIND ELECTRICAL LOAD 100%
0ft
00
T8
LI MI
Hd
0
0
590 0
0
0
0
0
0
0
790 0
0
0
0
81 0
530
550
570
610
710
730
750
630
770
650
670
69 0
83 0 0
00
0
-1
10
0
-2
OAT - [°C]
______ GW - [kg]
______
10 30
GROSS WEIGHT
5500 kg 28
9
(12125 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
16
5
AT
-40 30
14
LIM
IT
4 12
10
3
20
40
8
10
2
0
6
-10
-20
4
50
1
2
-30
0 OAT - [˚C] 0
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00033-A-02-1
10 30
GROSS WEIGHT
5900 kg 28
9
(13007 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
18
XO
16
5
AT
-40 0
14
LIM
4
IT
12
10
20
3
10
8
40
2 6
-10
-20
4
50
-30
1
2
0 OAT - [˚C] 0
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00034-A-02-1
10 30
GROSS WEIGHT
6300 kg 28
9
(13889 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
16
5
XO
14
AT
4 12
LIM
IT
30
10
20
3
10 0
8
40
-10
2 6
-20
-30
4
1
50
2
0 OAT - [˚C] 0
-40
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00035-A-02-1
10 30
GROSS WEIGHT
6700 kg 28
9
(14771 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
4 12
XO
AT
30
10
3
LIM
20
40
8
10
IT
2
-10
6
-30 -20
50
4
1
2
-40
0 OAT - [˚C] 0
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00036-A-02-1
10 30
GROSS WEIGHT
7100 kg 28
9
(15653 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
10
3
20
OAT
8
10 0
40
LIM
2 6
30
-10
IT
4
50
1
-20
-40 -30
2
0 OAT - [˚C] 0
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00037-A-02-1
10 30
GROSS WEIGHT
7500 kg 28
9
(16534 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
8
MAX
10 0
40
2 6
OAT
30
-10
4
LIM
1
50
-20
IT
2
-30
0 OAT - [˚C] 0
-40
55
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00038-A-02-1
10 30
GROSS WEIGHT
7900 kg 28
9
(17416 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
3
10
8
0
2
-10
6
40
30
-20
MA
4
X
1
OA
50
2
TL
-30
OAT - [˚C]
IM
0 55 0
-40
IT
ISA+40˚
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00039-A-02-1
10 30
GROSS WEIGHT
8300 kg 28
9
(18298 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
3
8
10 0
30
2 6
-10
-20 -30
40
4
1
2
50
-40
0 OAT - [˚C] 0
55
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00040-A-02-1
10 30
GROSS WEIGHT
5500 kg 28
9
(12125 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
4 12
10
3
8
2 6
10
4
1
0
2
-10
-20
0 OAT - [˚C] 0
-30
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00041-A-02-1
10 30
GROSS WEIGHT
5900 kg 28
9
(13007 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
10
3
8
2 6
4
1
0
-10
2
-20
10
0 OAT - [˚C] 0
-40
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00042-A-02-1
10 30
GROSS WEIGHT
6300 kg 28
9
(13889 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
3
8
2 6
4
1
0
-10
2
10
-20
0 OAT - [˚C] 0
-30
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00043-A-02-1
10 30
GROSS WEIGHT
6700 kg 28
9
(14771 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
3
8
2 6
4
0
1
10
2
-20
-30
-10
0 OAT - [˚C] 0
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00044-A-02-1
10 30
GROSS WEIGHT
7100 kg 28
9
(15653 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
1
-10
2
-20
10
-30
0 OAT - [˚C] 0
-40
-2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00045-A-02-1
10 30
GROSS WEIGHT
7500 kg 28
9
(16534 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
1
2
-20
-30
10
0 OAT - [˚C] 0
-40
-2
Vcoss [kIASt]
60
Gradient
Min.
70
80
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00046-A-02-1
10 30
GROSS WEIGHT
7900 kg 28
9
(17416 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
1
-10
2
-20
-30
10
0 OAT - [˚C] 0
-4
0
-2
Vcoss [kIAS]
60
Gradient
Min.
70
80
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00047-A-02-1
10 30
GROSS WEIGHT
8300 kg 28
9
(18298 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
1
-10
2
-20
-30
0 OAT - [˚C] 0
10
-4
0 -2
60
Vcoss [kIAS]
Gradient
Min.
70
80
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00048-A-02-1
PART B
CLEAN AREA TAKE-OFF PROCEDURES
TABLE OF CONTENTS
Page
SECTION 1B - LIMITATIONS
IFR OPERATION .........................................................................................................S4-B1
MINIMUM RUNWAY LENGTH ....................................................................................S4-B1
WEIGHT LIMITATIONS ...............................................................................................S4-B1
ALTITUDE LIMITATIONS ............................................................................................S4-B1
WIND LIMITATIONS....................................................................................................S4-B1
LIST OF FIGURES
Figure Page
Figure 2B-1 VTOSS Calculation Chart.......................................................................S4-B-3
Figure 2B-2 Take-Off Profile Clear Area ....................................................................S4-B-4
Figure 3B-1 Clear Area Engine Failure before TDP ..................................................S4-B-8
Figure 3B-2 Clear Area Engine Failure at/after TDP .................................................S4-B-9
Figure 4B-1 Effect of Turn on PATH 2......................................................................S4-B-12
Figure 4B-2 Clear Area Procedure Weight Limitations, Anti Ice OFF, Heater OFF ..S4-B-15
Figure 4B-3 Clear Area Procedure Weight Limitation Table, Anti Ice OFF,
Heater OFF ..........................................................................................S4-B-16
Figure 4B-4 Clear Area Procedure Weight Limitations, Anti Ice ON, Heater OFF....S4-B-17
Figure 4B-5 Clear Area Procedure Weight Limitation Table, Anti Ice ON,
Heater OFF/ON....................................................................................S4-B-18
Figure 4B-6 Wind Component Chart........................................................................S4-B-19
Figure 4B-7 PATH 1 Gradient Gross Weight 5500 kg, Anti Ice OFF........................S4-B-20
Figure 4B-8 PATH 1 Gradient Gross Weight 5900 kg, Anti Ice OFF........................S4-B-21
Figure 4B-9 PATH 1 Gradient Gross Weight 6300 kg, Anti Ice OFF........................S4-B-22
Figure 4B-10 PATH 1 Gradient Gross Weight 6700 kg, Anti Ice OFF........................S4-B-23
Figure 4B-11 PATH 1 Gradient Gross Weight 7100 kg, Anti Ice OFF........................S4-B-24
Figure 4B-12 PATH 1 Gradient Gross Weight 7500 kg, Anti Ice OFF........................S4-B-25
Figure 4B-13 PATH 1 Gradient Gross Weight 7900 kg, Anti Ice OFF........................S4-B-26
Figure 4B-14 PATH 1 Gradient Gross Weight 8300 kg, Anti Ice OFF........................S4-B-27
Figure 4B-15 PATH 1 Gradient Gross Weight 5500 kg, Anti Ice ON .........................S4-B-28
Figure 4B-16 PATH 1 Gradient Gross Weight 5900 kg, Anti Ice ON .........................S4-B-29
Figure 4B-17 PATH 1 Gradient Gross Weight 6300 kg, Anti Ice ON .........................S4-B-30
Figure 4B-18 PATH 1 Gradient Gross Weight 6700 kg, Anti Ice ON .........................S4-B-31
Figure 4B-19 PATH 1 Gradient Gross Weight 7100 kg, Anti Ice ON .........................S4-B-32
Figure 4B-20 PATH 1 Gradient Gross Weight 7500 kg, Anti Ice ON .........................S4-B-33
Figure 4B-21 PATH 1 Gradient Gross Weight 7900 kg, Anti Ice ON .........................S4-B-34
Figure 4B-22 PATH 1 Gradient Gross Weight 8300 kg, Anti Ice ON .........................S4-B-35
Figure 4B-23 Clear Area Procedure Acceleration Distance from VTOSS to VY........S4-B-36
Figure 4B-24 PATH 2 Gradient, OEI MCP, Gross Weight 5500 kg, Anti Ice OFF ......S4-B-37
Figure 4B-25 PATH 2 Gradient,OEI MCP, Gross Weight 5900 kg Anti Ice OFF ........S4-B-38
Figure 4B-26 PATH 2 Gradient, OEI MCP, Gross Weight 6300 kg Anti Ice OFF .......S4-B-39
Figure 4B-27 PATH 2 Gradient, OEI MCP, Gross Weight 6700 kg Anti Ice OFF .......S4-B-40
Figure 4B-28 PATH 2 Gradient, OEI MCP, Gross Weight 7100 kg Anti Ice OFF .......S4-B-41
Figure 4B-29 PATH 2 Gradient, OEI MCP, Gross Weight 7500 kg Anti Ice OFF .......S4-B-42
Figure 4B-30 PATH 2 Gradient, OEI MCP, Gross Weight 7900 kg Anti Ice OFF .......S4-B-43
Figure 4B-31 PATH 2 Gradient, OEI MCP, Gross Weight 8300 kg Anti Ice OFF .......S4-B-44
Figure 4B-32 PATH 2 Gradient, OEI MCP, Gross Weight 5500 kg Anti Ice ON.........S4-B-45
Figure 4B-33 PATH 2 Gradient, OEI MCP, Gross Weight 5900 kg Anti Ice ON.........S4-B-46
Figure 4B-34 PATH 2 Gradient, OEI MCP, Gross Weight 6300 kg Anti Ice ON.........S4-B-47
Figure 4B-35 PATH 2 Gradient, OEI MCP, Gross Weight 6700 kg Anti Ice ON.........S4-B-48
Figure Page
Figure 4B-36 PATH 2 Gradient, OEI MCP, Gross Weight 7100 kg Anti Ice ON ........ S4-B-49
Figure 4B-37 PATH 2 Gradient, OEI MCP, Gross Weight 7500 kg Anti Ice ON ........ S4-B-50
Figure 4B-38 PATH 2 Gradient, OEI MCP, Gross Weight 7900 kg Anti Ice ON ........ S4-B-51
Figure 4B-39 PATH 2 Gradient, OEI MCP, Gross Weight 8300 kg Anti Ice ON ........ S4-B-52
Part B
Clear Area Take-Off Procedures
SECTION 1B - LIMITATIONS
IFR OPERATION
In accordance with Local Operating requirements,
WEIGHT LIMITATIONS
Weight Limitation, Anti Ice OFF ................................. Figure 4B-1, Figure 4B-2
Weight Limitation, Anti Ice ON ................................... Figure 4B-3, Figure 4B-4
ALTITUDE LIMITATIONS
Maximum Altitude for CAT A Landing ......................8000 ft (2400 m) Hp or Hd
........................................................................................ whichever comes first
WIND LIMITATIONS
Maximum cross wind component must not exceed 20 kts (10 m/s).
Take-Off with tail wind component is prohibited.
Note
Radio altimeter heights are shown in the flight path profiles.
Vtoss/Vblss SELECTION
80
78
76
74
72
70
Vtoss/Vblss [kIAS]
68
66
64
62
e
lin
e
60
nc
re
fe
Re
58
56
54
52
50
0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 60
Reported Headwind Component [kt]
Vy
TDP = 30 ft AGL and
VTOSS (50 KIAS)
GS = 25 kts
CAUTION
If this procedure is modified, it may not be possible, if an engine
fails in the Take-Off path, to carry out a safe OEI landing or
achieve the scheduled OEI performance.
3. HEATER — As required
TDP = 30 ft AGL
VTOSS
GS = 25 kts
Note
All height are AGL Vy
Level accel to Vy
TDP = 30 ft AGL
VTOSS
200 ft
35 ft 1000 ft
15 ft
W.A.T. CHARTS
The Clear Area Take-Off Procedure Weight Limitation charts are shown in Fig-
ure 4B-2 to Figure 4B-5.
CAUTION
Do not apply any headwind component correction.
Gradient
-2 ft -7 ft
correction
Distance
566 ft 262 ft
travelled for
10° of Heading
172 m 80 m
change
CAUTION
If, after correction, the resullting gradient is less than 2 ft the
minimum required climb gradient for PATH 2 (150 ft/min) may
not be achieved.
CLIMB PERFORMANCE
• Climb Gradient for Bank turn climb of 15° for a total heading change of
35° and the distance travelled from the comencement of the turning
point.
Data
—Altitude = 4000 ft Hp
—Temperature = 15° C
• Straight Climb - Using the Take Off Flight PATH 2 Gradient Maximum
Continuous Power OEI chart, Figure 4B-30, on the Pressure Altitude
axis from 4000 ft move right to intercept the 15° C line (interpolated
between 10° C and 20°C ), drop down to the junction of the two graphs.
Follow the Headwind Component curves until intercepting the 20 kts
line, drop vertically from this point to Mean Height Gained in 100 ft of 6
ft.
• Bank Turn in Climb - Using the Take Off Flight PATH 2 Gradient Maxi-
mum Continuous Power OEI chart, Figure 4B-30, on the Pressure Alti-
tude axis from 4000 ft move right to intercept the 15° C line
(interpolated between 10° C and 20° C), drop down to the junction of
the two graphs. Drop vertically from this point to Mean Height Gained
in 100 ft of 5.0 ft. (Headwind Component benefit cannot be applied for
turns during PATH 2 climb).
Using the Effect of Turn on PATH 2 Gradient table, Figure 4B-4, from
Distance Correction row move right to Bank Angle of 15° read -2 ft.
Correcting the Mean Height Gained in 100 ft:
6.0 - 2 = 4.0 ft
Therefore the height gained from commencement of the turn during the
PATH 2 climb will be 2096/100x4. = 84 ft.
WEIGHT-ALTITUDE-TEMPERATURE
CLEAR AREA Procedure
Eng. AI: OFF
▼
Heater: OFF
120 125 130 135 140 145 150 155 160 165 170 175 180 185
8
7
2
6
ft
10
5 00
20
80 1.5
it
lim
30
Hd
0 -10-20
4
1
3
40
MA
XO
2
AT
0.5
L
IM
50
1
IT
55
0 0
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
Page S4-B16
Supplement 4
-500 8300 8300 8300 8300 8300 8300 8300 8106 7735
Issue 1
0 8300 8300 8300 8300 8300 8300 8300 7936 7572
Clear Area T-O Procedures
189G0290X002
EASA Approved
AW189 - RFM Supplement 4
Document N° CAT A Operations
189G0290X002 Clear Area T-O Procedures
WEIGHT-ALTITUDE-TEMPERATURE
CLEAR AREA Procedure
Eng. AI: ON
Heater: OFF
ft
0
00
-20
7
8
it
lim
10
2
d
H
0
6
5 1.5
1
3
-1
0
2
0.5
0 0
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
Page S4-B18
Supplement 4
Issue 1
0 8300 8300 8300 8300
500 8300 8300 8300 8300
Clear Area T-O Procedures
189G0290X002
EASA Approved
AW189 - RFM Supplement 4
Document N° CAT A Operations
189G0290X002 Clear Area T-O Procedures
20˚
40 40
˚
30
˚
40
30 ˚ 30
50
A ˚
REPORTED WIND SPEED [kt]
10 80˚ 10
0 90˚ 0
100˚
10 -10
110
˚
20 12 -20
0˚
13
0˚
30 -30
14
0˚
15
40 -40
0˚
160
170˚
180˚
WIND ANGLE
50 respect to -50
Helicopter
HEADING
60 -60
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
5500 kg 28
9
(12125 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
16
5
AT
14
LIM
30
IT
4 12
10
20
3
40
10
8
0
2
-10
6
-20
4
1
50
2
-30 -4
0 OAT - [˚C] 0
ISA+40˚
0
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00001-A-02-1
Figure 4B-7 PATH 1 Gradient Gross Weight 5500 kg, Anti Ice OFF
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
5900 kg 28
9
(13007 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
16
5
AT
14
LIM
4 12
IT
30
10
3
40
20
8
10
2
0
6
-10
-20
4
1
50
2
-30 -4
0 OAT - [˚C] 0
ISA+40˚
0
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00002-A-02-1
Figure 4B-8 PATH 1 Gradient Gross Weight 5900 kg, Anti Ice OFF
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
6300 kg 28
9
(13889 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
16
XO
5
AT
14
LIM
4 12
IT
10
30
3
20
8
10 0
40
2 6
-10
-20
4
50
1
2
-30 -40
0 OAT - [˚C] 0
ISA+40˚
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00003-A-02-1
Figure 4B-9 PATH 1 Gradient Gross Weight 6300 kg, Anti Ice OFF
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
6700 kg 28
9
(14771 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
16
XO
5
AT
14
LIM
4 12
IT
10
2030
3
10
8
40
2
-10
6
-20
4
50
-30
1
2
0 OAT - [˚C] 0
-40
ISA+40˚
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00004-A-02-1
Figure 4B-10 PATH 1 Gradient Gross Weight 6700 kg, Anti Ice OFF
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
7100 kg 28
9
(15653 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
4 12
AT
10
LIM
3
20
IT
8
10
40
30
2 6
0
-20
4
50
1
-10
2
-30
0 OAT - [˚C] 0
-40
ISA+40˚
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00005-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
7500 kg 28
9
(16534 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
10
20
3
AT
30
10
8
LIM
40
0 -10
IT
2 6
-20
4
50
1
2
-30
0 OAT - [˚C] 0
-40
ISA+40˚
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00006-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
7900 kg 28
9
(17416 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
8
X
0
40
OA
2 -1 6
0
T
-2
LI
0
4
MI
50
T
1
30
2
-30
0 OAT - [˚C] 0
-40
ISA+40˚
55
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00007-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
8300 kg 28
9
(18298 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
3
8
10
0
2 6
40
-10
-20
MA
4
X
50
1
-30
OA
2
T
LI
OAT - [˚C]
55
MI
0 0
-40
T
ISA+40˚
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00008-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
5500 kg 28
9
(12125 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
1
2
-20
0 OAT - [˚C] 0
-30 -4
10
-2
0
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00009-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
5900 kg 28
9
(13007 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
1
2
-20
-30 -40
0 OAT - [˚C] 0
10
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00010-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
6300 kg 28
9
(13889 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
1
-10
2
-20-30
0 OAT - [˚C] 0
10
-2
-40
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00011-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
6700 kg 28
9
(14771 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
1
-10
2
-20
10
0 0
-30
OAT - [˚C]
-2
-40
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00012-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
7100 kg 28
9
(15653 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
4
1
0
-10
2
-20
0 0
-30
OAT - [˚C]
-40
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00013-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
7500 kg 28
9
(16534 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
1
-10 -2
2
0-
0 OAT - [˚C] 0
10
30
-40
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00014-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
7900 kg 28
9
(17416 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
0
-4
0 -2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00015-A-02-1
PATH 1 GRADIENT
2.5 min OEI
10 30
GROSS WEIGHT
8300 kg 28
9
(18298 lb)
26
8 24
22
PRESSURE ALTITUDE [ft x 1000]
1
2
-20
-30
0 0
10
OAT - [˚C]
-4
0
-2
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
189G1580A002 Rev.B ICN-89-A-155304-G-A0126-00016-A-02-1
°C
10
e
7 ov
ab
2
or
6
at
AT
rO
fo
5 1.5
4
0°C
w1
1
elo
3
Tb
OA
2
for
0.5
0 0
5 6 7 8 9 10 11 12 13 14
Acceleration Distance - [m x 100]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 5500 kg
(12125 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
6
10
0 -30
5
20
AT LIM
15
30
-40
4
IT
10
40
2
5
1
50
OAT - [˚C]
0 0
ISA+40
55
HEADWIND COMPONENT [kt]
0
Min. Gradient
10
20
30
40
50
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
Figure 4B-24 PATH 2 Gradient, OEI MCP, Gross Weight 5500 kg,
Anti Ice OFF
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 5900 kg
(13007 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
20
-10 -20
6
10
-30 -4
MAX O
20
5 15
30
4
AT LIM
10
3
40
IT
2
5
1
50
OAT - [˚C]
0 0
ISA+40˚
55
HEADWIND COMPONENT [kt]
0
Min. Gradient
10
20
30
40
50
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 6300 kg
(13889 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
6
10 0
-20 -30
2
5 15
30
-40
4
MAX O
10
3
AT LIM
40
2
IT
5
1
50
OAT - [˚C]
0 0
ISA+40˚
55
HEADWIND COMPONENT [kt]
0
Min. Gradient
10
20
30
40
50
0 5 10 15 20 25 30 35 40 45 50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 6700 kg
(14771 lb)
25
8
0
PRESSURE ALTITUDE [ft x 1000]
20
-20
6
-30
5
10
15
-40
20
4
10
MA
30
3
XO
40
AT
2
5
LIM
1
IT
50
OAT - [˚C]
0 0
ISA+40˚
55
HEADWIND COMPONENT [kt]
0
Min. Gradient
10
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 7100 kg
(15653 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
-20
6
-30
10
5 15
-40
20
4
10
30
2
MA
40
5
XO
1
AT
50
LIM
OAT - [˚C]
0 0
IT
ISA+40˚
55
HEADWIND COMPONENT [kt]
10
Min. Gradient
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 7500 kg
(16534 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
6
0
-20
-30
10
5 15
-40
4
20
10
3
30
2
5
40
1
OAT - [˚C]
50
0 0
ISA+40˚
55
HEADWIND COMPONENT [kt]
-1
0
10
Min. Gradient
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 7900 kg
(17416 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
20
-20
6
0
-30
10
5 15
-40
4
20
10
3
30
2
5
1
40
OAT - [˚C]
0 0
ISA+40˚
50
HEADWIND COMPONENT [kt]
0
Min. Gradient
10
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 8300 kg
(18298 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
20
6
-20 -3
10
5
0 -4
15
0
4
20
10
3
30
2
5
1
40
OAT - [˚C]
0 0
ISA+40˚
HEADWIND COMPONENT [kt]
10
Min. Gradient
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 5500 kg
(12125 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
5 15
-20
-10
10
-30
0
4
10
3
-40
2
5
1
0 OAT - [˚C] 0
HEADWIND COMPONENT [kt]
0
Min. Gradient
10
20
30
40
50
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 5900 kg
(13007 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
5 15
-30
0
10
4
10
3
-40
2
5
1
0 OAT - [˚C] 0
HEADWIND COMPONENT [kt]
0
Min. Gradient
10
20
30
40
50
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 6300 kg
(13889 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
5 15
-30
0
4
10
10
3
-40
2
5
1
0 OAT - [˚C] 0
HEADWIND COMPONENT [kt]
0
Min. Gradient
10
20
30
40
50
0 4 8 12 16 20 24 28 32 36 40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 6700 kg
(14771 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
5
0
15
4
0
10
-40
3
10
-30
2
5
1
0 OAT - [˚C] 0
HEADWIND COMPONENT [kt]
10
Min. Gradient
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 7100 kg
(15653 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
5 15
-1
0
4
-3
0
10
0
3
-40
10
2
5
1
0 OAT - [˚C] 0
HEADWIND COMPONENT [kt]
10
Min. Gradient
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 7500 kg
(16534 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
5
-20
15
0
-30
4
-40
10
0
3
10
2
5
1
0 OAT - [˚C] 0
HEADWIND COMPONENT [kt]
0
Min. Gradient
10
20
30
40
50
0 2 4 6 8 10 12 14 16 18 20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 7900 kg
(17416 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
5 -1 -2
0 0 15
-30
4
10
-40
3 0
2
5
10
1
0 OAT - [˚C] 0
HEADWIND COMPONENT [kt]
10
Min. Gradient
20
30
40
50
0 1 2 3 4 5 6 7 8 9 10
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PATH 2 GRADIENT
CONTINUOUS POWER OEI
10 30
GROSS WEIGHT
9 8300 kg
(18298 lb)
25
8
PRESSURE ALTITUDE [ft x 1000]
5 -2
0 15
-1
-30
0
4
10
3 0
-40
2
10
5
1
0 OAT - [˚C] 0
HEADWIND COMPONENT [kt]
0
Min. Gradient
10
20
30
40
50
0 1 2 3 4 5 6 7 8 9 10
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
PART C
OFFSHORE HELIDECK
TAKE-OFF PROCEDURE
TO BE ISSUED
PART D
HELIPAD VERTICAL LANDING
PROCEDURES
TABLE OF CONTENTS
Page
SECTION 1D - LIMITATIONS
IFR OPERATION .........................................................................................................S4-D1
GROUND OR ELEVATED HELIPAD/HELIDECK SIZE ..............................................S4-D1
WEIGHT LIMITATIONS ...............................................................................................S4-D1
ALTITUDE LIMITATIONS ............................................................................................S4-D1
WIND LIMITATIONS....................................................................................................S4-D1
LIST OF FIGURES
Figure Page
Figure 2D-1 VCOSS Calculation Chart .......................................................................S4-D3
Figure 2D-2 Vertical Helipad Landing Profile ..............................................................S4-D4
Figure 2D-3 Vertical Landing View RH Seat at LDP 110 ft ATS..................................S4-D6
Figure 3D-1 Helipad Engine Failure before LDP.........................................................S4-D8
Figure 3D-2 OEI Landing Profile ...............................................................................S4-D11
Figure 4D-1 Helipad Balked Landing Distance, Anti Ice OFF, Heater OFF ..............S4-D15
Figure 4D-2 Helipad Balked Landing Distance, Anti Ice ON, Heater OFF................S4-D17
Part D
Helipad Vertical Landing Procedures
SECTION 1D - LIMITATIONS
IFR OPERATION
Minimum ceiling .......................................................................................200 ft
WEIGHT LIMITATIONS
Weight Limitation, Anti Ice OFF ................................ Figure 4A-1, Figure 4A-2
Weight Limitation, Anti Ice ON ................................... Figure 4A-3, Figure 4A-4
ALTITUDE LIMITATIONS
Maximum Altitude for CAT A Landing ......................8000 ft (2400 m) Hp or Hd
whichever comes first
WIND LIMITATIONS
Maximum cross wind component must not exceed 20 kts (10 m/s).
Landing with tail wind component is prohibited.
GENERAL
The Helipad Vertical Landing procedure consists of a slow approach to a high
hover vertically above the landing surface proceeded by a slow descent to a
HIGE and landing. See Figure 2D-3 for pilot view of helipad at LDP.
AIRSPEED LIMITATIONS
Balked Landing Safety Speed (VBLSS) .................................................50 KIAS
Climb Out Safety Speed (VCOSS) ................................................... Figure 2D-1
Best Rate of Climb Speed (VY)............................................................ 80 KIAS
Note
Radio altimeter heights are shown in the flight path profiles.
Refer to Barometric altimeter when obstacles are present in the
Landing flight path.
Vcoss SELECTION
for PATH 1-2
80
78
76
74
72
e
lin
e
Vcoss [kIAS]
nc
re
70
fe
Re
68
66
64
62
60
0 4 8 12 16 20 24 28 32 36 40
Reported Headwind Component [kt]
150 ft ALS
GS 10 kts
ROD less than 100 fpm LDP 110 ft ALS
GS less than 3 kts
110 ft ALS
CAUTION
If this procedure is modified, it may not be possible, if an engine
fails in the landing path, to carry out a safe OEI landing or
achieve the scheduled OEI performance.
Note
When descending below 150 ft Rad Alt height a vocal message
‘ONE FIFTY FEET’ is activated regardless of the landing gear
status. This message is suppressed if AWG is set to REGR.
GENERAL
The procedures detailed herein only consider the failure of one engine in the
Landing path and assume the pilot gives first priority to aircraft control and
achieve a safe flight path.
For all Landing procedures the following shall be observed:
Min 35 ft 1000 ft
50 ft 15 ft
150 ft ALS
GS 10 kts
ROD less than 100 fpm LDP 110 ft ALS
GS less than 3 kts
110 ft ALS
WIND EFFECT
For Crosswind and Headwind computation refer to Wind Component Chart
(Figure 4A-5).
W.A.T. CHARTS
Helipad Vertical Landing WAT charts are shown in Figure 4A-1 to Figure 4A-4.
CLIMB PERFORMANCE
VERTICAL PROCEDURE
BALKED LANDING DISTANCE
Clear Air Intake Heater OFF
VBLSS 50 KIAS A.I. OFF
ZERO WIND ELECTRICAL LOAD 100%
ft
00
80
IT
M
LI
Hd
IT
IM
TL -2
0
OA
0
0
0
6900
6700
71 0
79 0
75 0
00
73 0
00
81 0
83 0
X 10
610
550
590
0
570
630
0
530
650
0
0
0
-
MA
77
0
OAT - [°C]
______
10 ISA+40°C GW - [kg]
50 ______
40 -------
55 20
30
Figure 4D-1 Helipad Balked Landing Distance, Anti Ice OFF, Heater OFF
VERTICAL PROCEDURE
BALKED LANDING DISTANCE
Clear Air Intake Heater OFF
VBLSS 50 KIAS A.I. ON
ZERO WIND ELECTRICAL LOAD 100%
0 ft
8 00
IT
L IM
Hd
0
-2
5700
5500
6100
5900
6300
65 0
71 0
69 0
75 0
77 0
67 0
73 0
81 0 0
7900
8300
00
530
0
0
0
0
0
0
-1
0
10
OAT - [°C]
______
GW - [kg]
______
Figure 4D-2 Helipad Balked Landing Distance, Anti Ice ON, Heater OFF
PART E
GROUND HELIPORT LANDING
PROCEDURES
Page
SECTION 1E - LIMITATIONS
IFR OPERATION .........................................................................................................S4-E1
MINIMUM GROUND HELIPORT SIZE........................................................................S4-E1
WEIGHT LIMITATIONS ...............................................................................................S4-E1
ALTITUDE LIMITATIONS ............................................................................................S4-E1
WIND LIMITATIONS....................................................................................................S4-E1
LIST OF FIGURES
Figure Page
Figure 2E-1 VCOSS Calculation Chart .......................................................................S4-E3
Figure 2E-2 Ground Heliport Landing Profile ..............................................................S4-E4
Figure 3E-1 Ground Heliport Engine Failure before LDP............................................S4-E7
Figure 3E-2 OEI Landing Profile .................................................................................S4-E9
Figure 4E-1 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice OFF,
Heater OFF ...........................................................................................S4-E12
Figure 4E-2 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice OFF,
Heater OFF ...........................................................................................S4-E13
Figure 4E-3 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice ON,
Heater OFF ...........................................................................................S4-E14
Figure 4E-4 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice ON,
Heater OFF ...........................................................................................S4-E15
Figure 4E-5 Wind Component Chart.........................................................................S4-E16
Figure 4E-6 Ground Heliport Balked Landing Distance, Anti Ice OFF,
Heater OFF ...........................................................................................S4-E17
Figure 4E-7 Ground Heliport Balked Landing Distance, Anti Ice ON, Heater OFF...S4-E19
Figure 4E-8 Ground Heliport OEI Landing Distance, Anti Ice OFF, Heater OFF ......S4-E21
Figure 4E-9 Ground Heliport OEI Landing Distance, Anti Ice ON, Heater OFF........S4-E23
Part E
Ground Heliport Landing
Procedures
SECTION 1E - LIMITATIONS
IFR OPERATION
In accordance with Local Operating requirements,
WEIGHT LIMITATIONS
Weight Limitation, Anti Ice OFF ................................ Figure 4E-1, Figure 4E-2
Weight Limitation, Anti Ice ON ................................... Figure 4E-3, Figure 4E-4
ALTITUDE LIMITATIONS
Maximum Altitude for CAT A Landing ......................8000 ft (2400 m) Hp or Hd
whichever comes first
WIND LIMITATIONS
Maximum cross wind component must not exceed 20 kts (10 m/s).
Landing with tail wind component is prohibited.
AIRSPEED LIMITATIONS
Balked Landing Safety Speed (VBLSS) .................................................50 KIAS
Climb Out Safety Speed (VCOSS) ................................................... Figure 2E-1
Best Rate of Climb Speed (VY)............................................................. 80 KIAS
Note
Radio altimeter heights are shown in the flight path profiles.
Vcoss SELECTION
for PATH 1-2
80
78
76
74
72
e
lin
e
Vcoss [kIAS]
nc
re
70
fe
Re
68
66
64
62
60
0 4 8 12 16 20 24 28 32 36 40
Reported Headwind Component [kt]
Note
200 ft ALS
40 KIAS
All heights are ALS
ROD less
than 200 fpm
LDP 50 ft ALS
GS 25 kts
CAUTION
If this procedure is modified, it may not be possible, if an engine
fails in the landing path, to carry out a safe OEI landing or
achieve the scheduled OEI performance.
Note
When descending below 150 ft Rad Alt height a vocal message
‘ONE FIFTY FEET’ is activated regardless of the landing gear
status. This message is suppressed if AWG is set to REGR.
LDP 50 ft ALS
VBLSS 50 KIAS
GS 25 kts
35 ft 1000 ft
50 ft Min
15 ft
Note
200 ft ALS
40 KIAS
All height are ALS
ROD less
than 200 fpm
LDP 50 ft ALS
GS 25 kts
50 ft
Landing Distance
W.A.T. CHARTS
Ground Heliport Landing WAT charts are shown in Figure 4E-1 to
Figure 4E-4.
CLIMB PERFORMANCE
WEIGHT-ALTITUDE-TEMPERATURE
Helipad Shallow Procedure
Eng. AI: OFF
Heater: OFF
7
2
6
5 1.5
ft
00
-2
80
0
4 it
lim
Hd 1
0
3
-10 10 20
MA
30
XO
40
2
AT
0.5
LIM
1
I
50
T
55
0 0
component - [m/s]
component - [kts]
0 0
4
Headwind
Headwind
10
8
20
12
30 16
40 20
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
189G1580A002 issue B ICN-89-A-155104-G-A0126-00006-A-02-1
EASA Approved
-500 8300 8300 8300 8300 8300 8271 8171 8029 7654 5 62
0 8300 8300 8300 8300 8300 8215 8116 7855 7481 10 129
500 8300 8300 8300 8300 8263 8160 8037 7677 15 156
1000 8300 8300 8300 8300 8207 8104 7956 7498 20 156
1500 8300 8300 8300 8224 8132 8023 7873 7321 25 156
2000 8300 8300 8235 8141 8052 7942 7755 7148 30 156
2500 8287 8202 8124 8056 7971 7860 7635 6977 35 156
3000 8164 8081 8005 7940 7875 7741 7510 40 156
3500 8039 7961 7887 7825 7762 7621 7336
Document N°
AW189 - RFM
189G0290X002
Issue 1
7000 7088 7032 6991
7500 6961 6907 6865
Page S4-E13
Supplement 4
CAT A Operations
Supplement 4 AW189 - RFM
CAT A Operations Document N°
Ground Heliport Landing 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE
Helipad Shallow Procedure
Eng. AI: ON
Heater: OFF
7
it
800
2
0
6
ft
5 1.5
1
-2 0
3
0
10
-10
2
0.5
0 0
component - [m/s]
component - [kts]
0 0
4
Headwind
Headwind
10
8
20
12
30 16
40 20
53 57 61 65 69 73 77 81 85
Gross Weight - [kg x 100]
189G1580A002 issue B ICN-89-A-155104-G-A0126-00007-A-02-1
EASA Approved
-500 8300 8300 8300 8300 5 69
0 8300 8300 8300 8300 10 143
500 8300 8300 8300 8300 15 151
1000 8300 8300 8300 8247 20 151
1500 8300 8300 8229 8150 25 151
2000 8266 8183 8110 8032 30 151
2500 8132 8063 7991 7915 35 151
3000 7988 7930 7873 7800 40 151
3500 7847 7790 7738 7680
Document N°
AW189 - RFM
189G0290X002
Issue 1
7000 6918 6867 6824
7500 6792 6742 6698
Page S4-E15
Supplement 4
CAT A Operations
Supplement 4 AW189 - RFM
CAT A Operations Document N°
Ground Heliport Landing 189G0290X002
20˚
40 40
˚
30
˚
40
30 ˚ 30
50
A ˚
REPORTED WIND SPEED [kt]
10 80˚ 10
0 90˚ 0
100˚
10 -10
110
˚
20 12 -20
0˚
13
0˚
30 -30
14
0˚
15
40 -40
0˚
160
170˚
180˚
WIND ANGLE
50 respect to -50
Helicopter
HEADING
60 -60
SHALLOW PROCEDURE
BALKED LANDING DISTANCE
Clear Air Intake Heater OFF
VBLSS 50 KIAS A.I. OFF
ZERO WIND ELECTRICAL LOAD 100%
t
f
00
80
IT
M
LI
Hd
IT
L IM
AT
0
0
0
6700
7100
6900
73 0
81 0
77 0
00
75 0
83 0
00
0
O -1
630
530
570
610
0
590
650
0
550
0
X 0
-2
79
MA 0
10
50
40 20
55 30 OAT - [°C]
______
ISA+40°C GW - [kg]
------- ______
SHALLOW PROCEDURE
BALKED LANDING DISTANCE
Clear Air Intake Heater OFF
VBLSS 50 KIAS A.I. ON
ZERO WIND ELECTRICAL LOAD 100%
0ft
800
I T
L IM
Hd
0
-2
5900
5700
6300
6100
6500
69 0
6700
75 0
71 0
73 0
00
81 0
00
79 0
83 0
530
550
0
0
0
0
0
0
77
-1
0
10
OAT - [°C]
______
ISA+40°C GW - [kg]
------- ______
-1 0 1 2 3 4 5 6 7 8 400 500 600 700 800 900 1000 1100 1200 1300
Pressure Altitude - [ft x 1000] Distance - [m]
189G1580A02 rev.B ICN-89-A-155204-G-A0126-00016-A-02-1
Figure 4E-7 Ground Heliport Balked Landing Distance,
Anti Ice ON, Heater OFF
SHALLOW PROCEDURE
LANDING DISTANCE
Clear Air Intake Heater OFF
VBLSS 50 KIAS A.I. OFF
ZERO WIND ELECTRICAL LOAD 100%
f t
00
80
IT
M
LI
Hd
0
530
IT
IM
TL
0
0
0
0
0
0
75 0
71 0
73 0
00
81 0
00
79 0
00
0 0
570
550
610
670
630
0
0
590
650
0
0
OA -2 -1
83
77
69
X
MA 0
10
20
50 OAT - [°C]
40 ______
55 30 ISA+40°C GW - [kg]
______
-------
SHALLOW PROCEDURE
LANDING DISTANCE
Clear Air Intake Heater OFF
VBLSS 50 KIAS A.I. ON
ZERO WIND ELECTRICAL LOAD 100%
ft
00
80
M IT
LI
Hd
550 5300
0
-2
5900
5700
6300
6100
6500
69 0 0
6700
75 0
71 0
73 0
00
81 0
77 0
79 0
8300
0
0
0
0
0
0
-1
0
10
OAT - [°C]
______
ISA+40°C GW - [kg]
______
-------
PART F
CLEAR AREA LANDING PROCEDURES
TABLE OF CONTENTS
Page
SECTION 1F - LIMITATIONS
IFR OPERATION ......................................................................................................... S4-F1
MINIMUM RUNWAY LENGTH .................................................................................... S4-F1
WEIGHT LIMITATIONS ............................................................................................... S4-F1
ALTITUDE LIMITATIONS ............................................................................................ S4-F1
WIND LIMITATIONS.................................................................................................... S4-F1
LIST OF FIGURES
Figure Page
Figure 2F-1 VBLSS Calculation Chart ........................................................................ S4-F3
Figure 2F-2 Clear Area Landing Profile ...................................................................... S4-F4
Figure 3F-1 Clear Area Engine Failure Prior to LDP .................................................. S4-F7
Figure 3F-2 Clear Area Engine Failure at/after LDP................................................... S4-F8
Part F
Clear Area Landing Procedures
SECTION 1F - LIMITATIONS
IFR OPERATION
In accordance with Local Operating requirements,
WEIGHT LIMITATIONS
Weight Limitation, Anti Ice ON ................................... Figure 4B-1, Figure 4B-2
Weight Limitation, Anti Ice OFF ................................. Figure 4B-3, Figure 4B-4
ALTITUDE LIMITATIONS
Maximum Altitude for CAT A Landing ......................8000 ft (2400 m) Hp or Hd
whichever comes first
WIND LIMITATIONS
Maximum cross wind component must not exceed 20 kts (10 m/s).
Landing with tail wind component is prohibited.
Note
Radio altimeter heights are shown in the flight path profiles.
Vtoss/Vblss SELECTION
80
78
76
74
72
70
Vtoss/Vblss [kIAS]
68
66
64
62
e
lin
e
60
nc
re
fe
Re
58
56
54
52
50
0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 60
Reported Headwind Component [kt]
Note
All height are ALS
200 ft ALS
ROD less
than 500 fpm
LDP 50 ft ALS
50 KIAS
ROD less than 400 fpm
CAUTION
If this procedure is modified, it may not be possible, if an engine
fails in the landing path, to carry out a safe OEI landing or
achieve the scheduled OEI performance.
Note
When descending below 150 ft Rad Alt height a vocal message
‘ONE FIFTY FEET’ is activated regardless of the landing gear
status. This message is suppressed if AWG is set to REGR.
Note
200 ft AGL
All heights are AGL
ROD less
than 500 fpm VY
LDP 50 ft AGL
50 KIAS
ROD less
than 400 fpm
VBLSS Level accel to Vy
200 ft 1000 ft
50 ft Min 35 ft
15 ft
Note
200 ft AGL
All height are AGL
ROD less
than 500 fpm
LDP 50 ft AGL
50 KIAS
ROD less
than 400 fpm
50 ft
Landing Distance
Figure 3F-2 Clear Area Engine Failure at/after LDP
W.A.T. CHARTS
Clear Area WAT charts/tables are shown in Figure 4B-2 to Figure 4B-5.
CLIMB PERFORMANCE
PART G
OFFSHORE HELIDECK LANDING
PROCEDURES
TO BE ISSUED
SUPPLEMENT 5
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10051751
dated 22 December 2014
1 Title, pages A-1, B-1, S5-17 EASA Approval
N° 10053254
dated 7 May 2015
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S5-i thru S5-iv 0
SUPPLEMENT 5
EXTERNAL HOIST OPERATIONS
(GOODRICH)
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
GENERAL.................................................................................................................... S5-11
TYPE OF OPERATION ............................................................................................... S5-11
MINIMUM FLIGHT CREW ........................................................................................... S5-12
NUMBER OF OCCUPANTS........................................................................................ S5-12
HEC FOR COMPENSATION OPERATING LIMITATIONS......................................... S5-12
WEIGHT AND CG LIMITATIONS ................................................................................ S5-12
AIRSPEED LIMITATIONS ........................................................................................... S5-14
ALTITUDE LIMITATIONS ............................................................................................ S5-15
HOIST LIMITATIONS .................................................................................................. S5-15
MISCELLANEOUS LIMITATIONS............................................................................... S5-15
PLACARDS.................................................................................................................. S5-21
Page
LIST OF FIGURES
Figure Page
Figure S5-1 Hoist Installation Side View ....................................................................... S5-3
Figure S5-2 Hoist Installation Front View (Stowed position) ......................................... S5-4
Figure S5-3 Pilot Control Panel .................................................................................... S5-4
Figure S5-4 Hoist Operator Control Panel .................................................................... S5-5
Figure S5-5 HO-ICS Control Panel............................................................................... S5-5
Figure S5-6 Pilot and Copilot Collective Hoist Controls................................................ S5-6
Figure S5-7 HO Pendant .............................................................................................. S5-7
Figure S5-8 HO Auxiliary Equipment (Example)........................................................... S5-8
Figure S5-9 Polycon Control Panel and HEC Portable Transceiver ........................... S5-10
Figure S5-10 Lateral C of G Limitation for Hoist Operation .......................................... S5-16
Figure S5-11 Lateral C of G Limitation for Hoist Operation
(Imperial Units)........................................................................................ S5-17
Figure S5-12 WAT for Hoist Operations with AEO, Anti Ice OFF/ON,
Heater OFF/ON....................................................................................... S5-18
Figure S5-13 Table for Hoist Operations with AEO, Anti Ice OFF/ON,
Heater OFF/ON....................................................................................... S5-19
Figure S5-14 Wind/Ground/Air speed Azimuth Envelopes AEO .................................. S5-20
Figure S5-15 View of Cabin with Placard Positions (Example)..................................... S5-21
Figure S5-16 Longitudinal and Lateral Positions for Loads Attached to Hoist Hook .... S5-38
GENERAL INFORMATION
The Goodrich External Hoist P/N 8G2591F00111 consists of a hoist unit
installed onto a mounting frame on the right side of the cabin (Figure S5-1 and
Figure S5-2). The hoist unit has a dedicated operating pendant.
The installation consists of:
— an electronic control system that allows the pilot to operate the hoist from
the collective grip (See Figure S5-6)
— remote pendant (See Figure S5-7), that allows the HO to operate the hoist
and display the cable payout
— a HO safety harness
— an electrical cable cutter (PQRS) and a manual cable cutter (BQRS) for
emergency use
— 3 roof mounted attachment points (2 forward and one aft) for HO harness
and rope handrail.
ICN-89-A-155000-G-00001-04199-A-001-01
ICN-89-A-155000-G-00001-04200-A-001-01
ICN-89-A-155000-G-00001-07116-A-001-01
NORM HEADSE T
NVG
SEARCHLIGH T
DIM SQ1 LAM P
SQUIB ON R
FWD AF T CU T
TES T
OFF B RT SQ2 OFF L
ICN-89-A-155000-G-00001-07117-A-001-01
NOT OPERATIVE
ICN-89-A-155000-G-00001-04162-A-001-01
HOIST
RAISE/LOWER
CONTROL
ICN-89-A-155000-G-00001-04163-A-001-01
ICN-89-A-155000-G-00001-07115-A-001-01
STEP PROTECTION
ICN-89-A-155000-G-00001-04172-A-001-01
ICN-89-A-155000-G-00001-04164-A-001-01
SECTION 1 - LIMITATIONS
GENERAL
— With HOIST fitted, but not used, the Limitations stated in the Basic RFM
for CAT B operations and in Supplement 4 for CAT A operations are appli-
cable.
TYPE OF OPERATION
— Operation of the external hoist equipment with HEC requires the use of a
Personnel Carrying Device System (PCDS), which must be approved and
the appropriate size selected for the mission. TSO-C167 provides one
acceptable means of approval for such systems.
PCDS part number AMTC-H1037-BL is TSO-C167 approved.
NUMBER OF OCCUPANTS
For hoist operation the cabin configuration P/N 8G2520F01111 (or similar with
cabin seats in the 1st and 4th rows only) must be used and a maximum num-
ber of occupants in the cabin is 8.
— The HO must always have a manual cable cutter (BQRS) available during
all phases of hoist operation.
Note
Weights defined in the above charts guarantee adequate con-
trollability margins for operation within the Wind/Ground/Air
speed Azimuth Envelopes Figure S5-14.
— Maximum weight for NHEC/HEC with headwind is OGE 30 min AEO WAT
chart, limited to a maximum of 4000 ft Hp or Hd:
HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater OFF
See Basic RFM ....................................................................... Figure 4-39
HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater OFF
See Basic RFM ....................................................................... Figure 4-44
HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater ON
See Basic RFM ....................................................................... Figure 4-49
HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater ON
See Basic RFM ....................................................................... Figure 4-54
Note
Weights defined in the above charts guarantee no rotor droop/
height loss in case of an engine failure, therefore do not lower
collective.
Longitudinal CG Limitations
No change.
Lateral CG Limitation
Lateral C of G limitations .................................... Figure S5-10 & Figure S5-11
AIRSPEED LIMITATIONS
CAUTION
For raising (or lowering) in forward flight ensure hoist hook load
is sufficient and/or provide another suitable means to maintain
the cable and load clear of aircraft structure, undercarriage (if
extended) and enable the HO to keep the cable entering/exiting
the hoist mechanism close to vertical.
Load Deployed
ALTITUDE LIMITATIONS
Maximum altitude for hoist operation .....................................3000 ft HdFigure
HOIST LIMITATIONS
MISCELLANEOUS LIMITATIONS
Autopilot Limitations
During hoist operations the Pilot must either:
— fly manually
or
8600
-0.09 m +0.106 m
8400
8300 kg 8300 kg
+0.115 m
8200 8300 kg
8000
7800
7600
7400 HOIST
OPERATIONS
7200 ONLY
Weight [kg]
7000
+0.122 m
6800 6843 kg
6600 -0.097 m
6529 kg
6400 +0.135 m
6654 kg
6200
6000
5800
5600
5400
-0.026 m MAST +0.048 m
5400 kg 5400 kg
5200
-0.12 -0.08 -0.04 0 0.04 0.08 0.12
BL [m]
189G0290T020-2 Iss A ICN-89-A-155005-G-A0126-00001-A-01-1
- 3.50 i n +4.20 i n
18500 18 30 0 lb 18 30 0 lb
+4. 53 in
18 30 0 lb
18000
17500
17000
16500
HOIST
16000 OPERATIONS
ONLY
15500
W eight [lb]
+4. 80 in
15000 15 08 9 lb
14500 - 3.80 in
13 35 6 l b
+5. 31 in
14 67 0 lb
14000
13500
13000
12500
12000
- 1.01 in +1. 89 in
11 90 0 lb MAST 11 90 0 lb
11500
-5 -4 -3 -2 -1 0 1 2 3 4 5 6
BL [inches]
189G 0290 T020 - 2 Is s A ICN - 89 - A - 155005 - G - A012 6 - 0 0001 - B - 02 - 1
WEIGHT-ALTITUDE-TEMPERATURE
for
HOIST OPERATIONS
22
7 -3 0
20
HD LI MIT 3000 ft
PRESSURE ALTITUDE [ft x 1000]
6 -2 0 18
4 12
0
10
3
10
8
2 20 6
4
1 30
2
0 40 0
OAT - [°C]
50 -2
-1
68 70 72 74 76 78 80 82 84
TOTAL WEIG HT [kg x 100]
Figure S5-12 WAT for Hoist Operations with AEO, Anti Ice OFF/ON,
Heater OFF/ON
EASA Approved
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8300 8300 8300 8300 8300 8300 8300 8300 8300 8127
-500 8300 8300 8300 8300 8300 8300 8300 8300 8237
0 8300 8300 8300 8300 8300 8300 8300 8300 8090
500 8300 8300 8300 8300 8300 8300 8300 8206
1000 8300 8300 8300 8300 8300 8300 8300 8059
1500 8300 8300 8300 8300 8300 8300 8183
2000 8300 8300 8300 8300 8300 8300
2500 8300 8300 8300 8300 8300 8167
3000 8300 8300 8300 8300 8300
3500 8300 8300 8300 8300 8160
Document N°
AW189 - RFM
189G0290X002
Heater OFF/ON
Issue 1
7500 8226
8000 8071
Figure S5-13 Table for Hoist Operations with AEO, Anti Ice OFF/ON,
Operations (Goodrich)
External Hoist
Supplement 5
Page S5-19
Supplement 5 AW189 - RFM
External Hoist Document N°
Operations (Goodrich) 189G0290X002
-10° +10°
DIRECTION DIRECTION
OF WIND OF WIND
20 30 35 50 kts
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-155000-G-00001-04165-A-001-01
PLACARDS
ICN-89-A-155000-G-00001-04166-A-001-01
Next to roof mounted attachment points for HO harness and rope handrail
HEIGHT-VELOCITY ENVELOPE
The use of aircraft gross weights and hover heights that do not respect the
requirements of the Flyaway or Vertical Reject WAT charts (presented in the
Basic RFM Section 4) may make a safe flyaway or vertical reject not possible
following and engine failure in the hover.
CAUTION
Step shall be inspected to ensure the protection is not
damaged. Damaged protection may lead to cable failure.
The following ‘before the first flight of the day’ checks should be carried out
after connection of external electrical power or with APU electrical power:
WARNING
Illumination of the HOIST CUT ARM caution at any time when
the HOIST is selected OFF or ON and all HOIST/CUT guards
are down indicates a malfunction of the hoist cable cut system.
The hoist is unserviceable and must not be selected ON or the
guards raised as the hoist cable may be cut.
Note
The AIR COND system, if fitted, should be selected OFF during
hoist operations.
WARNING
Protective gloves must always be worn whenever handling the
hoist cable to prevent injury from possible broken cable strands.
CAUTION
Care should be taken to prevent cable damage caused by kink-
ing when handling cable on the ground. The cable should lie
onto a clean surface whenever possible
Note
When reeling in the cable with no load, apply tension to cable to
ensure smooth and even wrapping.
CAUTION
Stow hoist cable by reeling in fully to compress hook bumper.
Failure to follow this procedure will damage the cable.
SYSTEM CHECKS
WARNING
Illumination of the HOIST CUT ARM caution at any time when
the HOIST is selected OFF or ON and all HOIST/CUT guards
are down indicates a malfunction of the hoist cable cut system.
The hoist is unserviceable and must not be selected ON or the
guards raised as the hoist cable may be cut.
Note
The AIR COND system, if fitted, should be selected OFF during
hoist operations.
WARNING
Protective gloves must always be worn whenever handling the
hoist cable to prevent injury from possible broken cable strands.
CAUTION
Care should be taken to prevent cable damage caused by kink-
ing when handling cable on the ground. The cable should lie
onto a clean surface whenever possible
Note
When reeling in the cable with no load, apply tension to cable to
ensure smooth and even wrapping
CAUTION
Stow hoist cable by reeling in fully to compress hook bumper.
Failure to follow this procedure will damage the cable.
IN FLIGHT PROCEDURES
Note
The AIR COND system, if fitted, should be selected OFF during
hoist operations.
WARNING
HO must be secured to helicopter by an approved safety har-
ness during hoist operation.
WARNING
Exceeding 15° of lateral pendulum angle/helicopter vertical axis
may lead to clutch slippage.
CAUTION
During hoist operation the HO must maintain his hand on the
cable and verify correct cable unwinding and rewinding.
Note
As hook nears the down or up limits hoist speed slows automat-
ically and amber SLOW light illuminates on HO pendant.
WARNING
Static electricity must be discharged by suitable means before
ground personnel touch the hook or cable.
CAUTION
Do not allow cable to drag on ground or any other surface which
may contaminate or damage the cable or hook.
CAUTION
For raising (or lowering) in forward flight ensure hoist hook load
is sufficient and/or provide another suitable means to maintain
the cable and load clear of aircraft structure, undercarriage (if
extended) and enable the HO to keep the cable entering/exiting
the hoist mechanism close to vertical.
CAUTION
If load is moved, whilst extended, to a suitable location for
recovery, ensure adequate clearance is maintained between
hoist load and obstacles.
CAUTION
Stow hoist cable by reeling in fully to compress hook bumper.
Failure to follow this procedure will damage the cable.
Note
During hoist operation the HO shall record the number of lifts
completed, any shock loading of the cable or any fault codes
that may appear on the pendant cable payout display.
Note
Weights defined in weight limitation charts guarantee no rotor
droop/height loss in case of an engine failure.
Note
Time required to raise the maximum load from fully extended
approximately 2 minutes.
2. HOIST CUT pushbutton on pilot or — Lift guard, HOIST CUT ARM caution
copilot collective grip or HO control illuminates on CAS. Press pushbutt
panel on.
If the electrical HOIST CUT system fails, cut cable with the manual cable cut-
ters accessible to HO. Cut cable as close to the hoist as possible.
At suitable site
- Establish hover and slowly descend
to lay load on ground.
- Recover cable on board manually
HOIST OVER-TEMPERATURE
A hoist over temperature is indicated by an amber TEMP light on the HO con-
trol pendant. In the event of a hoist over temperature, complete the hoist
cycle. Wait for system to cool down (indication on HO control pendant extin-
guishes) before resuming operation.
CAUTION
Prolonged operation of hoist with amber TEMP indication on
hoist pendant display will result in hoist failure.
Note
When the hoist TEMP light is on, the hoist is automatically
slowed in operation.
STN
4200 mm
BL
1658 mm RH
ICN-89-A-155000-G-00001-04167-A-001-01
SUPPLEMENT 6
DITCHING CONFIGURATIONS
P/N 8G9560F00111
P/N 8G9560F00211
P/N 8G2560F00511
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S6-1, S6-8. EASA Approval
N° 10051720 dated
18 December 2014
EASA Approval
N° 10051742 dated
18 December 2014
2 Title, pages A-1, B-1, S6-i, S6-15. EASA Approval
N° 10052433
dated 26 February 2015
3 Title, pages A-1, B-1, S6-6. EASA Approval
N° 10053254
dated 7 May 2015
Page Revision N°
Title 3
A-1 3
A-2 0
B-1 3
B-2 0
S6-i 2
S6-ii 0
SUPPLEMENT 6
DITCHING CONFIGURATION
TABLE OF CONTENTS
Page
GENERAL INFORMATION............................................................................................ S6-1
SECTION 1 - LIMITATIONS
BASIS OF CERTIFICATION.......................................................................................... S6-6
TYPE OF OPERATIONS ............................................................................................... S6-6
WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................... S6-6
TAKE OFF LIMITATIONS.............................................................................................. S6-7
MISCELLANEOUS LIMITATIONS................................................................................. S6-7
LIST OF FIGURES
Figure Page
Figure S6-1 Flotation Installation Diagram.................................................................... S6-3
Figure S6-2 Emergency Flotation Control Panel and Pilot and Copilot Collective FLOAT
Override Switch ......................................................................................... S6-4
Figure S6-3 Flotation Pressure Inspection Window and Life Raft Installation Diagram with
Manual Deployment Handle Position ........................................................ S6-5
Figure S6-4 Flotation Gas Bottle Pressure Limits ......................................................... S6-8
Figure S6-5 Life Raft Gas Bottle Pressure Limits ......................................................... S6-9
GENERAL INFORMATION
Ditching Regulations
Demonstration of emergency over water landing capability and bouyancy up
to Sea State 4 is required by ditching regulations. However, for this installation
Sea State 6 has been demonstrated and approved for weights up to 8600 kg.
— On the ground the 4 indicator lights should illuminate when the TEST but-
ton is pushed to indicate that all the electrical circuits are functioning cor-
rectly. If any of the lights fail to illuminate there is a malfunction in the
electrical system circuitry.
STBD
AFT STBD INFLATION
FLOAT ASSEMBLY
ASSEMBLY
GAS
DISTRIBUTION
ASSEMBLY
PORT
INFLATION
FWD STBD ASSEMBLY
FLOAT
ASSEMBLY
AFT PORT
FLOAT
ASSEMBLY
FLOAT
SWITCHES
ICN-89-A-155000-A-A0126-04140-A-001-01
PILOT/COPILOT FLOTATION
OVERRIDE GUARDED
PUSHBUTTON
ICN-89-A-155000-A-A0126-04141-A-001-01
Figure S6-2 Emergency Flotation Control Panel and Pilot and Copilot
Collective FLOAT Override Switch
B A
C
PRESSURE LIMITATIONS
CHART
DEPLOYMENT
HANDLE
ICN-89-A-155000-A-A0126-04142-A-001-01
Figure S6-3 Flotation Pressure Inspection Window and Life Raft
Installation Diagram with Manual Deployment Handle Position
SECTION 1 - LIMITATIONS
BASIS OF CERTIFICATION
The Emergency Flotation System is approved for ditching, up to Sea State 6,
in accordance with CS/FAR 29 provided the following approved equipments,
in accordance with the National/Local Operation rules, are fitted:
— Life raft(s)
(Life rafts P/N 8G2560F00511 have been approved for use by AW. The
use of other life raft installations must be in accordance with CS/FAR 29
and must be approved)
— Survival type Emergency Locator Transmitter
— Life preservers
The following life preservers installations have been approved by AW:
• 8G2560F00611 Kit Life Jacket
• 8G2560F00711 Kit Life Jacket Fourth Row
• 8G2560F00811 Kit Pilots Life Jacket
Different life preserver installations must be in accordance with CS/FAR
29 and must be approved.
— Helicopter Emergency Exit Lighting System (HEELS) P/N 4F3350F00111
or other approved variant.
TYPE OF OPERATIONS
For flight over water the helicopter must be operated in accordance with the
National/Local Operating rules.
When not required by the National/Local Operating rules the life rafts may be
removed.
Note
Removal of the life rafts does not affect the operation of the
Emergency Flotation System
MISCELLANEOUS LIMITATIONS
Cabin Doors
The cabin doors must be closed for operations over water with Sea State
greater than Sea State 4.
Flotation System
The Emergency Flotation system shall only be used for ditching.
Flotation bags must not be inflated in flight.
1. Left and right nose flotation covers — Condition of external covers and
attachment bolts present.
4. Left hand sponson life raft — Condition and secure. Confirm clos-
(if fitted) ing belts present and integrity
CAUTION
The FLOAT override pushbutton guard on the collective grips
must not be raised during the following checks.
1. FLOATS EMER TEST pushbutton — Press, confirm the two LH SYS and
two RH SYS lights illuminate.
Release and confirm lights extuin-
guish
CAUTION
If FLOAT ARM caution is illuminated, prior to the following pro-
cedure, do not continue as the flotation system has malfunc-
tioned.
WARNING
During the following test personel must NOT be close to flota-
tion bags as an internal malfunction of the FLOAT system may
cause the flotation to inflate.
CAUTION
If the LH SYS and RH SYS lights illuminate when the flotation
system is in ARMED the flotation system has malfunctioned,
maintenance action required.
IN FLIGHT PROCEDURES
1. OFF/ARMED switch (FLOATS EMER panel)
PRE-LANDING CHECKS
1. OFF/ARMED switch (FLOATS EMER panel)
SHUTDOWN PROCEDURES
PRE-SHUTDOWN CHECKS
EMERGENCY PROCEDURES
DITCHING
Consideration should be given to the environmental factors, such as wind
direction and speed, sea state and engine power available.
Approach and landing should be into wind.
When landing into waves, land head-on to oncoming waves avoiding, if possi-
ble, ditching into the face of the wave.
CAUTION
As considerable error can result from estimation of height over
water, the radar altimeter should be used for height cues during
descent.
CAUTION
Do not deploy flotation bags in flight. Bags will automatically
deploy on water touchdown.
CAUTION
At high touchdown speeds, the rotorcraft may roll and turn to
the left after touchdown due to gyroscopic effects. This will
require pilot corrective action.
Note
With the undercarriage retracted the Rotor Brake does not func-
tion.
DITCHING PROCEDURE
Preliminary
1. Descent — Plan
3. ATC — Notify
WARNING
Cockpit and Cabin Doors must be kept closed to avoid poten-
tially large quantities of water from entering the helicopter.
9. AWG — DEGR
Approach
3. PITOT — OFF
(ECDU-MENU-PITOT page)
8. EMERG LTS — ON
9. LDG GEAR — UP
3. FLOTATION — Activate
WARNING
Do not open cockpit and cabin doors to avoid potential large
quantities of water entering helicopter and impairing aircraft sta-
bility, when Sea State is greater than Sea State 4.
3. Survival equipment — ON
6. ELT — DEPLOY/ON
MALFUNCTION PROCEDURES
FLOAT ARM
SUPPLEMENT 7
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S7-6 thru S7-18 EASA Approved
N° 10051720
dated 18 December 2014
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S7-i and S7-ii 0
SUPPLEMENT 7
FORWARD AND AUXILIARY
FUEL TANKS
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................... S7-3
FUEL CAPACITIES ....................................................................................................... S7-3
FORWARD TANK LIMITATIONS .................................................................................. S7-4
LIST OF FIGURES
Figure Page
Figure S7-1 Forward Fuel Tank Positions ..................................................................... S7-2
GENERAL INFORMATION
The Auxiliary Fuel Tank P/N 8G2810F00111 is a role fit removable single addi-
tional fuel tank. The tank consists of a fuel cell installed in the bay between the
right and left standard fuel tanks. The tank is installed behind the cabin and
isolated by bulkheads from the cabin and baggage compartments.
The tank is connected to and forms an extension to the main fuel tank through
two connectors. It is filled via the main tank and feeds the main tank by gravity.
A fuel vent line from the tank is connected to the main tank vent line system
and an electrical connection provides Fuel Gauging Control Unit information.
The Fuel Gauging System automatically compensates for the additional fuel
quantity.
ICN-89-A-155000-A-A0126-04143-A-001-01
SECTION 1 - LIMITATIONS
FUEL CAPACITIES
Forward Tanks
Two Forward Tank Total Usable .......................................................... 238 litres
Total Usable (Main plus 2 Forward Tanks) ........................................ 1541 litres
Unusable (Main plus Forward Tanks).......................................... 22 kg/28 litres
(24 litres + 4 litres)
Auxiliary Tank
Auxiliary Tank Usable.......................................................................... 522 litres
Total Usable (Main plus Auxiliary Tanks)........................................... 1825 litres
Unusable (Main plus Auxiliary Tanks) ........................................ 24 kg/30 litres
(24 litres + 6 litres)
CAUTION
When the total fuel contents is between 850 kg and 640 kg a
discrepancy between the N°1 and N°2 fuel indications of up to
70 kg may be seen. When the total fuel contents is below
640 kg this discrepancy is no longer present.
— With a Boost Pump failure the forward tank fuel quantity, for the tank with
the failed boost pump, will be unusable. This will be up to a maximum of
105 kg.
GENERAL
When only the Auxiliary Fuel Tank P/N 8G2810F00111 is fitted refer to Basic
RFM Section 3.
When the Forward Fuel Tank kit P/N 4F2810F00212 is fitted the following mal-
functions procedures must be used.
1 FUEL PUMP
1 Fuel pressure
low (less than 0.3 bar)
Note
Operation of the APU with 1 FUEL PUMP failure will require the
cross feed to be OPEN to supply fuel pressure to the APU from
2 FUEL PUMP. The APU does not function in suction mode.
Note
In suction mode the maximum unusable fuel is 95 kg. Engine
operation, in suction mode, is assured and FUEL pressure, is
invalid displaying 0 or amber dashed. Avoid abrupt aircraft
manoeuvres.
2 FUEL PUMP
2 Fuel pressure
low (less than 0.3 bar)
- Continue flight
Possible fuel leak,
- Close FUEL XFEED
- Continue flight
CAUTION
When cross feeding, the tank with pump off NOT supplying the
engines, will have a maximum quantity of unusable fuel of up to
378 kg.
Close X-FEED to restore the availability of up to 283 kg of fuel
(fuel level value returns to green). In suction mode the maxi-
mum unusable fuel is 95 kg. Engine operation, in suction mode,
is assured and FUEL pressure, is invalid displaying 0 or amber
dashed. Avoid abrupt aircraft manoeuvres.
- Continue flight
CAUTION
The APU is not available after a double FUEL PUMP failure.
CAUTION
Engine operation, in suction mode, is assured and FUEL pres-
sure, is invalid displaying amber ‘0’ or dashed. The maximum
quantity of unusable fuel in suction mode is 190 kg (95 kg Tank
1 / 95 kg Tank 2). Avoid abrupt aircraft manoeuvres.
SECTION 4 - PERFORMANCE
No Change.
LONGITUDINAL MOMENTS
SUPPLEMENT 8
TRAFFIC ADVISORY SYSTEM II
(TCAS II)
TTR-4000
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1 S8-3, S8-4 and EASA Approval
S8-11 N° 10051718
dated 18 December 2014
2 Title, pages A-1, B-1, S8-3 EASA Approval
N° 10052433
dated 26 February 2015
Page Revision N°
Title 2
A-1 2
A-2 0
B-1 2
B-2 0
S8-i and S8-ii 0
SUPPLEMENT 8
TRAFFIC ADVISORY SYSTEM II
(TCAS II)
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
TYPE OF OPERATION ................................................................................................. S8-3
WEIGHT AND CG LIMITATIONS .................................................................................. S8-3
TCAS II SYSTEM LIMITATIONS ................................................................................... S8-3
GENERAL INFORMATION
The Rockwell Collins onboard Traffic Alert and Collision Avoidance System
(TCAS II) monitors a radius of nominal 14 NM around the helicopter by interro-
gating any intruding aircraft transponder and determining if a potential conflict
with other aircraft exists.
The system comprises of a TCAS II processor installed in the aft avionic bay
and two directional antennas one mounted on the top surface within the nose
radome and the second rear antenna is mounted under the rear part of the air-
craft belly.
The TCAS II system interrogates ICAO compliant transponders of aircraft in
the vicinity and based on replies received computes the relative range, altitude
(if included in the reply message), bearing and closure rate of other transpon-
der equipped aircraft with respect to the helicopter. The TCAS II calculates the
time to reach the Closest Point of Approach (CPA) with the intruder, this time
value is the main parameter for issuing alerts. If the transponder replies from
nearby aircraft includes their altitude, the TCAS II computes the time to reach
co-altitude.
TCAS II issues two types of alerts:
— TAs (Traffic Advisory) to assist the visual search for the intruder aircraft
and prepare the pilot for a potential RA,
Note
To manoeuvre the aircraft for compliance with a RA the cyclic
and collective FTR buttons should be pressed and, if AFCS
upper modes are engaged, held pressed throughout the entire
manoeuvring phase to maintain the IAS and Vertical mode bugs
synchronized with the actual airspeed and altitude.
When a ‘CLIMB’ Resolution Advisory is generated initiate immediately a climb
to achieve the rate of climb as dictated by the TCAS II.
The following airspeed and power considerations should be taken into
account:
SECTION 1 - LIMITATIONS
TYPE OF OPERATION
The TCAS II system is approved for VFR and IFR operation as an aid to visu-
ally acquiring traffic and indicates the vertical manoeuvre necessary to avoid
conflicting traffic.
— The pilot must not manoeuvre the helicopter based only on Traffic Advi-
sory (TA) or on information displayed on the traffic display.
— The pilot is authorized to deviate from the current ATC clearance to com-
ply with a TCAS II Resolution Advisory (RA)
— The pilot is not authorized to exceed aircraft flight envelope limits based
on Resolution Advisory (RA) alarms.
INHIBIT PARAMETERS
Increase Inhibited below 1650 ft AGL while climbing and
Descent RA inhibited below 1450 ft AGL while descending
Descend RA Inhibited below 1200 ft AGL while climbing and
inhibited below 1000 ft AGL while descending
TA Voice Inhibited below 400 ft AGL while descending and
Messages inhibited below 600 ft AGL while climbing
RAs Inhibited below 1100 ft AGL while climbing, and
inhibited below 900 ft AGL while descending. (TCAS II
automatically reverts to TA only)
Phrase
1 ‘Traffic, Traffic’
(Threat aircraft is approaching and the pilot should try to acquire
visually and prepare for possible manoeuvre)
2 ‘Climb, Climb’
(Climb at the rate depicted by the green (fly to) arc on VSI nomi-
nally between 1500 and 2000 fpm)
3 ‘Descend, Descend ‘
(Descend at the rate depicted by the green (fly to) arc on the VSI
nominally between 1500 and 2000 fpm)
4 ‘Monitor Vertical Speed’
(Ensure that vertical speed is out of the red arc on VSI ,until RA is
completed)
5 ‘Climb, Crossing Climb, Climb, Crossing Climb’
(Climb at the rate depicted by the green (fly to) arc on VSI nomi-
nally between 1500 and 2000 fpm. Safe separation will be best
achieved by climbing through the threats flight path)
6 ‘Descend, Crossing Descend, Descend, Crossing Descend’
(Descend at the rate depicted by the green (fly to) arc on the VSI
nominally between 1500 and 2000 fpm. Safe separation will be
best achieved by descending through the threats flight path)
7 ‘Maintain Vertical Speed, Maintain’
(Continue the existing climb or descent rate, or other vertical
speed, as depicted by the green (fly to) arc on VSI)
8 ‘Maintain Vertical Speed, Crossing Maintain’
(Continue the existing climb or descent rate, or other vertical
speed, as depicted by the green (fly to) arc on VSI. Safe separa-
tion will be best achieved by not altering the existing vertical speed
and climbing or descending through the threats flight path)
Phrase
9 ‘Level Off, Level Off’
(Reduce rate of climb or descent to achieve level flight)
10 ‘Clear Of Conflict’
(Range is increasing, and separation is adequate. Return to the
applicable ATC clearance, unless otherwise directed by ATC)
11 ‘Climb – Climb Now, Climb – Climb Now’
(Climb at the rate depicted by the green (fly to) arc on VSI nomi-
nally between 1500 and 2000 fpm. Received after ‘DESCEND’
resolution advisory and indicates a reversal in direction is required
to achieve safe vertical separation from a manoeuvering threat
aircraft)
12 ‘Descend – Descend Now, Descend – Descend Now’
(Descend at the rate depicted by the green (fly to) arc on the VSI
nominally between 1500 and 2000 fpm. Received after a ‘CLIMB’
resolution advisory and indicates a reversal in direction is required
to achieve safe vertical separation from a manouvering threat air-
craft)
13 ‘Increase Descent, Increase Descent’
(Descend at the rate depicted by the green (fly to) arc on the VSI,
nominally between 2500 and 3000 fpm. Received after
‘DESCEND’ resolution advisory and indicates additional descent
rate is required to achieve safe separation from manoeuuvring air-
craft)
Note
For full information on the use of the TCAS II refer to AW189
TCAS II Pilots Manual (189G3450X001) latest issue.
SYSTEM CHECKS
Note
The RA test indication is not displayed during the TCAS II func-
tional test.
IN FLIGHT PROCEDURES
CAUTION
Do not attempt manoeuvres based only on Traffic Advisory (TA)
information shown by TCAS II. Information on the display is pro-
vided as an aid in visually acquiring traffic, it is not a replace-
ment for ATC instructions and See & Avoid techniques.
CAUTION
Resolution Advisory (RA) indications should be complied with
promptly even if it deviates from the current ATC clearance.
Reporting of the RA and actions should also be communicated
to the ATC as soon as operational conditions permit.
Note
When the conditions for selecting TA ONLY have been removed
the TCAS II should be selected to TA/RA mode again.
AFTER TAKE-OFF
Note
If MFD is not set in FPLN page (eg. PWR PLANT) and TCAS II
is ON, as soon as a TA or RA is generated from the system, the
cursor is prompted on FPLN bezel key. Pressing the ENTER
key on CCD control panel, the FPLN page is displayed on MFD
with traffic information. Moreover a TRAFFIC message is dis-
played on the PFD on the left side of the ADI (amber for TA and
red for RA) and an aural warning is generated.
Note
On MFD FPLN page if north up (PLAN) presentation is selected
the TCAS display is not shown. The audio alarms and PFD
TCAS II display function correctly.
PRE-SHUTDOWN CHECKS
--
ICN-89-A-155000-A-A0126-04156-A-001-01
CAUTION
The TCAS II may request climb or descent actions which would
exceed aircraft limitations or put the aircraft in undesirable con-
ditions (i.e. autorotation). The pilot should achieve a maximum
climb or descent rate applicable for the aircraft condition and
maintain this until the conflict is clear or an alternative manoeu-
vre is requested.
CAUTION
The Pilot must maintain situational awareness of conflicting and
proximity traffic and use good airmanship to maximize separa-
tions. Maintain frequent visual scan and continue to communi-
cate as necessary and as appropriate with ATC.
Note
The RA voice messages are inhibited and TCAS II switches
automatically into TA ONLY mode for HTAWS or CAS WARN-
ING voice messages. In this mode, RAs are not issued and cur-
rent RAs become TAs. The TCAS II remains in TA ONLY mode
for 10 seconds after the HTAWS or CAS WARNING voice mes-
sage is removed.The RA and other voice messages may play
together if appropriate conditions are met. Differing voice tones
make the aural messages distinguishable.
--
ICN-89-A-155000-A-A0126-04144-A-001-01
TRAFFIC ALARM
Note
The TA and CAS Warning/HTAWS voice messages may play
together if appropriate conditions are met. Differing voice tones
make the aural messages distinguishable.
+
TCAS STBY On PFD attitude indicator
1
2.5
--
ICN-89-A-155000-A-A0126-04157-A-001-01
+
TCAS TEST On MFD FPLN page (TCAS status window)
1
2.5
--
ICN-89-A-155000-A-A0126-04145-A-001-01
+
TCAS FAIL On MFD FPLN page (TCAS status window)
Traffic information,
TA and RA not available
SUPPLEMENT 9
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S9-3 and S9-9 EASA Approvals
N° 10051718,
N° 10051720
dated 18 December 2014
2 Title, pages A-1, B-1, S9-3 thru S9-7 EASA Approval
N° 10052433
dated 26 February 2015
Page Revision N°
Title 2
A-1 2
A-2 0
B-1 2
B-2 0
S9-i and S9-ii 0
SUPPLEMENT 9
HELICOPTER TERRAIN AWARENESS
AND WARNING SYSTEM (HTAWS)
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CG LIMITATIONS .................................................................................. S9-4
HTAWS LIMITATIONS .................................................................................................. S9-4
HTAWS DATABASE LIMITATIONS .............................................................................. S9-4
GENERAL INFORMATION
The HTAWS embedded in the Collins MFD-2810 provides the pilot with the
following:
— Voice alerts/warnings/callouts;
The audio alerts, visual cautions and warnings may be inhibited on the TAWS
tab of the MFD CTRL menu as follows:
For full information on the use of the HTAWS see Section 7 of the Basic RFM.
SECTION 1 - LIMITATIONS
HTAWS LIMITATIONS
CAUTION
The Terrain and Obstacle display is intended to serve as a ter-
rain and obstacle awareness tool only. The display and data-
base may not provide the accuracy and fidelity on which to base
routine navigation decisions and plan routes to avoid terrain or
obstacles.
— Low Altitude Mode shall not be selected when operating under IFR condi-
tions except as required when performing offshore platform IFR
Approach Procedure.
— The Terrain and Obstacle Data Base installed shall be the last update for
the region being flown.
— The data base provides information on terrain and obstacles (higher than
50ft AGL) in the Latitude interval ranging from 70° North to 70° South.
Outside this latitude interval the TAWS FAIL message is displayed.
SYSTEM CHECKS
Note
If a simultaneous TAWS and POWER PLANT alert occur, the
TAWS alert always has the highest priority and the MAP soft
key is armed.
AFTER TAKE-OFF
Note
For operations in day VFR where terrain clearance may be
assured visually and the Terrain or Obstacle audio alerts may
hamper aircrew performance, the audio alerts, visual cautions
and warnings may be inhibited on the TAWS tab of the MFD
CTRL.
Note
Whenever the ILS approach is not in the aircraft database the
TAWS G/S CANCEL function should be enabled before
approaches.
Note
When in an approach to an airport that is not in the HTAWS
Data Base the automatic declutter of the FLTA (TERRAIN and
OBSTACLES) will not activate. If required the audio and visual
alert envelope can be reduced by selecting the OFF APT option
which will reduce nuisance alerts but does not inhibit the sys-
tem.
Note
Cautionary aural alerts are annunciated once. Warning aural
alerts are repeated until the triggering condition no longer
exists.
The following audio and visual messages are displayed on the PFD:
1 PULL UP PULL UP —
4 THREE HUNDRED — —
4 Active callouts — —
(see table)
6 SINKRATE — SINKRATE
8 GLIDESLOPE — GLIDESLOPE
Active Callouts
The following aural call outs may be enabled:
Altitude
Aural Message Red Caption Amber Caption
(ft)
80 FIFTY — —
60 FORTY — —
40 THIRTY — —
20 TWENTY — —
10 TEN — —
TOO LOW GEAR Audio alert and amber TOO LOW GEAR message
on attitude indicator. Aircraft has entered the
threshold for insufficient terrain clearance with
LANDING GEAR up.
190
180
170
160
140
130
120
210 DH 200
450
300
RH T 0
T/D 0
ICN-89-A-155000-A-A0126-04146-A-001-01
190
180
170
160
140
130
120
210 DH 200
450
300
RH T 0
T/D 0
ICN-89-A-155000-A-A0126-04147-A-001-01
Note
If a simultaneous TAWS and POWER PLANT alert occur, the
TAWS alert always has the highest priority and the MAP soft
key is armed.
190
180
170
160
140
130
120
210 DH 200
450
300
RH T 0
T/D 0
ICN-89-A-155000-A-A0126-04148-A-001-01
CAUTION
During failure conditions of the TAWS, Terrain and Obstacle
Avoidance Indications and alerts are not available or not relia-
ble.
SUPPLEMENT 10
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S10-1 and S10-6. EASA Approvals
N° 10051718, 10051720
dated 18 December 2014
2 Title, pages A-1, B-1, S10-3 and S10-5. EASA Approval
N° 10052433,
dated 26 February 2015
Page Revision N°
Title 2
A-1 2
A-2 0
B-1 2
B-2 0
S10-i and S10-ii 0
SUPPLEMENT 10
SYNTHETIC VISION SYSTEM
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CG LIMITATIONS ................................................................................ S10-3
SVS LIMITATIONS ...................................................................................................... S10-3
SVS DATABASE LIMITATIONS .................................................................................. S10-3
LIST OF FIGURES
Figure Page
Figure S10-1 PFD Menu Bar......................................................................................... S10-1
GENERAL INFORMATION
The SVS embedded in the Collins MFD-2810 provides the pilot with a tridi-
mensional synthetic view of the external aircraft environment.
This function is provided through the use of precise navigation sensor inputs
and an high resolution terrain, obstacle and runway/heliport database.
The SVS also provides display of airport runways and helipads as well as of
towered and non-towered obstacles higher than 50ft.
A Flight Path Vector (FPV) which provides a direct perception of the aircraft
trajectory is also provided.
The display of the SVS information is selectable on the attitude and navigation
area of the PFD by means of the PFD MENU or by the on side DCP panel.
The FPV and obstacles display can also be disabled through the PFD MENU.
For full information on the use of the SVS see Basic RFM Section 7.
ICN-89-A-155000-A-A0126-04149-A-001-01
SECTION 1 - LIMITATIONS
SVS LIMITATIONS
CAUTION
The SVS display is intended to enhance terrain and obstacle
awareness. The display and database may not provide the
accuracy and fidelity on which to base routine navigation deci-
sions and plan routes to avoid terrain or obstacles.
— The Terrain and Obstacle Database installed shall be the last update for
the region being flown.
SYSTEM CHECKS
Note
SVS must be selected OFF during take-off.
AFTER TAKE-OFF
Note
SVS must be selected OFF during, approach and landing.
ICN-89-A-155000-A-A0126-04150-A-001-01
FMS/GPS MISCOMPARE
Note
Be aware of possible inaccuracy in FMS or GPS position data.
SUPPLEMENT 11
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title, pages A-1, B-1, S11-5 and S11-7. EASA Approvals
N° 10051718, 10051720
dated 18 December 2014
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S11-i and S11-ii 0
SUPPLEMENT 11
WEATHER RADAR RDR 1600
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
RADAR RDR-1600 LIMITATIONS............................................................................... S11-5
LIST OF FIGURES
Figure Page
Figure S11-1 Radar RDR 1600 Control Drop Down Menu ............................................S11-2
GENERAL INFORMATION
This Supplement gives details of the Surveillance and Weather Radar RDR-
1600 which is a multi-mode radar capability for maritime missions. The radar
provides three primary modes of operation:
• Weather avoidance
ICN-89-A-155000-A-A0126-04151-A-001-01
— Scan 120 Used to set sector scan of 120° around aircraft center
line
SECTION 1 - LIMITATIONS
PRE-START CHECKS
Note
The weather radar does not transmit when the helicopter is on
the ground due to WOW safety interlock.
PRE-TAKE-OFF CHECKS
WARNING
Do not turn the radar on within 25 ft (8 m) of personnel or con-
tainers holding flammable or explosive material.
IN FLIGHT PROCEDURES
1. Radar — As required.
Note
WX RANGE annunciations transiently display when the display
range is changed in dual PRF operation.
PRE-LANDING CHECKS
MALFUNCTION PROCEDURES
WEATHER RADAR TRANSMITTING ON GROUND
SECTION 4 - PERFORMANCE
No Change.
SUPPLEMENT 12
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S12-i and S12-ii 0
SUPPLEMENT 12
DIGITAL MAP SYSTEM
TABLE OF CONTENTS
Page
PART I - EASA APPROVED
SECTION 1 LIMITATIONS
WEIGHT AND CG LIMITATIONS ................................................................................ S12-1
DIGITAL MAP LIMITATIONS....................................................................................... S12-1
LIST OF FIGURES
Figure Page
Figure S12-1 DMAP Failure Message ......................................................................... S12-2
GENERAL INFORMATION
The Digital Map system provides a moving map display which can be selected
to underlay the FPLN on the MFD, by selecting the ‘DMAP’ item on the MFD
Menu. The display system can receive two DMAP videos (DMAP1/DMAP2)
and either option can be selected of the DMAP menu.
For full information on the use of the Digital Map refer to Pilot’s Guide and
Operating Manual, latest issue.
SECTION 1 LIMITATIONS
CAUTION
The Digital Map display is intended to serve as an awareness
tool only. The display and database may not provide the accu-
racy and fidelity on which to base routine navigation decisions
and plan routes.
ICN-89-A-155000-A-A0126-04152-A-001-01
SUPPLEMENT 13
‘GREEN’ CONFIGURATION
FOR FERRY FLIGHT
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S13-i and S13-ii 0
SUPPLEMENT 13
‘GREEN’ CONFIGURATION
FOR FERRY FLIGHT
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
MINIMUM FLIGHT CREW ........................................................................................... S13-3
NUMBER OF OCCUPANTS........................................................................................ S13-3
CABIN OCCUPANT PRE FLIGHT BRIEFING............................................................. S13-3
WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................. S13-3
BAGGAGE LIMITATIONS ........................................................................................... S13-3
GENERAL INFORMATION
The ‘Green’ Configuration for Ferry Flight is defined as an interim before air-
craft completion and is the AW189 Basic Helicopter P/N 8G00X00231 with the
addition of an occupant seat installation as identified in P/N 8G2520F00311
and Internal and External Markings as required by P/N 8G1100X00131 “A GA
of the Internal and External Markings”.
The following items are not or are partially installed:
b) Passenger seats not installed, one occupant seat installed behind the
pilots seats.
SECTION 1 - LIMITATIONS
NUMBER OF OCCUPANTS
A maximum of one occupant is permitted in the cabin.
• Four (4) emergency exits are available on each side of the cabin.
• For overwater operations: Life vest is located below the seat in the
dedicated pouch.
BAGGAGE LIMITATIONS
No Change.
No Change.
No Change.
No change.
SUPPLEMENT 14
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S14-i and S14-ii 0
SUPPLEMENT 14
NIGHT VISION GOGGLE OPERATIONS
TABLE OF CONTENTS
Page
LIST OF FIGURES
Figure Page
Figure S14-1 ECDU Cockpit Lights Page and Display Dimmer Panel.......................... S14-3
Figure S14-2 MISC PNL (Miscellaneous panel) and ECDU External Lights page...... S14-4
— IR : Infra Red
GENERAL INFORMATION
This supplement covers the cockpit NVIS compatible lighting configuration
which make the aircraft compatible for the use with NVG systems.
The aircraft configuration involving internal/external emitting/reflecting equip-
ment approved for use with NVG is described in the Report 189G3360A001
AW189 NVG COMPATIBILITY REFERENCE HANDBOOK. Any internal/
external emitting/reflecting equipment and NVG types not defined in the above
AW report does not permit NVG Operations.
The cockpit is separated from the cabin by an approved physical barrier
included in the reference handbook.
All cockpit internal and external lights installed are either NVG compatible or
friendly, apart from the cockpit STORM lights and the external strobe lights.
Internal Lighting
The NVIS compatible cockpit consists of compatible displays, controller pan-
els, lighting. See Document 189G3360A001 AW189 NVG COMPATIBILITY
REFERENCE HANDBOOK.
The cockpit lights are controlled by the ECDU LIGHTS/CKPT LTS page and
display DIM panel (Figure S14-1 ). The MISC PNL panel mounted in the
interseat console includes the MODE NVG/NIGHT/DAY switch which is used
to select the brightness of the displays, instruments and internal lighting.
When selected to DAY, full brightness is available to the displays but this can
be varied by DIM panel dimmers. The MCDU and ECDU display brightness
can be controlled by dedicated knobs on each panel bezel.
The backlighting of the control panels is switched OFF and all indicator light-
ing is set to maximum brightness.
When selected to NIGHT all displays are reduced to a prefixed brightness but
with further adjustment available using the DIM panel dimmers or, for the
MCDU and ECDU display by dedicated knobs on each panel bezel.
All control panel and bezel back lighting is selected to a prefixed level which
can be further adjusted by the ECDU CKPT LTS selections.
Indicator lighting is reduced to a prefixed level with no further adjustment pos-
sible.
When selected to NVG all cockpit displays and control panel bezel lighting
and indicating systems function as for the NIGHT setting although amber and
green indicators brightness will reduce further. The STORM lights, if lit, and
the external STROBE lights will automatically be switched OFF.
Note
In NVG mode the Fasten Seat Belt signs, if lit, will automatically
switch OFF.
Additionally a cockpit cabin device is installed to prevent inadvertent entry of
non NVG compatible light from the cabin, (See 189G3360A001 AW189 NVG
COMPATIBILITY REFERENCE HANDBOOK).
External Lighting
The NVIS friendly external lighting consists of:
— Two normal light NVIS friendly anti-collision lights (one on the top of the
tail and one underside).
— Two steerable landing lights with selectable normal light (white) and IR
light options. Selection of WHITE IR is via the ECDU LIGHTS page, see
Figure S14-2 .
ICN-89-A-155000-A-A0126-04153-A-001-01
Figure S14-1 ECDU Cockpit Lights Page and Display Dimmer Panel
ICN-89-A-155000-A-A0126-04154-A-001-01
Figure S14-2 MISC PNL (Miscellaneous panel) and ECDU External
Lights page
SECTION 1 - LIMITATIONS
GENERAL
Any change to the aircraft configuration involving light emitting or reflective
equipment or NVG model types not included in document 189G3360A001
AW189 NVG COMPATIBILITY REFERENCE HANDBOOK makes the aircraft
NOT NVIS COMPATIBLE and NVIS operations are not permitted.
TYPE OF OPERATION
— The Operator must receive NVG operations approval by the Competent
Authority in accordance with the applicable National/Local Operating
Regulations.
— an additional crew member using NVG’s is not required during Take Off
and Landing on improved sites and when the aircraft is above 300 ft AGL
and in cruise.
All crew members must be familiar with NVG operating procedures.
— Helmet with NVG mount suitable for NVG Model being used
PLACARDS
NVIS APPROVED
Note
The use of the chart holder light is not recommended
SYSTEM CHECKS
Note
Any equipments that may be moved, to allow its operation from
the cockpit or by crew member in the cabin, should not disturb
the dividing device functionality creating light leakage from the
cabin to the cockpit.
IN FLIGHT
Note
Prior to selecting MODE switch to NVG advise cabin occupants
that NVG operations are being selected.
Note
Transition from NVG operations to non NVG operations (and
vice versa) should be carried out during a non critical phase of
flight and by one crew member at a time.
Note
Prior to selecting MODE switch to NIGHT advise cabin occu-
pants that non NVG operations are being selected.
PRE-LANDING CHECKS
GENERAL
If aircraft emergencies or malfunctions occur during NVG operations the pilot
must first maintain control of the aircraft and then initiate the RFM procedure
for the emergency or malfunction. The pilots decision to continue NVG opera-
tions should be based on the emergency or malfunction situation.
NVG MALFUNCTIONS
- Continue operations
or transition to unaided
flight as required
- Transition to unaided
flight
- Second battery ON
Continue operations
SECTION 4 - PERFORMANCE
No Change.
No Change.
SUPPLEMENT 15
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 Approved by EASA on
31 January 2014.
Refer to Type Certificate
Data Sheet (TCDS) No.
EASA.R.510 Issue 1
1 Title, pages A-1, B1, S15-4 EASA Approval
N° 10052433
dated 26 February 2015
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S15-i and S15-ii 0
SUPPLEMENT 15
CRASH POSITION INDICATOR WITH
DEPLOYABLE ELT
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
ELT TEST .................................................................................................................... S15-3
WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................. S15-3
ELT LIMITATIONS....................................................................................................... S15-3
PLACARDS.................................................................................................................. S15-3
LIST OF FIGURES
Figure Page
Figure S15-1 CPI Control Panel.................................................................................... S15-1
GENERAL INFORMATION
The Crash Position Indicator (CPI) system is a primary radio location aid to
alert Search and Rescue and assist location in the event of an aircraft distress
condition.
The Emergency Locator Transmitter (ELT), mounted on the left hand side of
the tail cone, 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 emer-
gency frequency operation at 121.5 MHz and 406.025 MHz.
The CPI system also comprises of a Beacon Release Unit, System Interface
Unit, Cockpit Control Panel (mounted in the interseat console, Figure S15-1 ),
water activated switch and an Aircraft Identification Device.
The ELT automatically activates during a crash or aircraft ditching and trans-
mits the standard swept tone on 121.5 MHz until the battery power is
exhausted, which will typically be 48hrs.
The 406.025 MHz transmitter sends an encoded digital message of aircraft
position, as received from the GPS/FMS aircraft system via ARINC, and will
operate for 24hrs.
TRANSMIT
D E P L OY
ICN-89-A-155000-A-A0126-04155-A-001-01
SECTION 1 - LIMITATIONS
ELT TEST
The Self Test function of the ELT should not be carried out more frequently
than a monthly check.
Operation of the Self Test function should only be carried out after the nearest
Air Traffic Control establishment has been notified
ELT LIMITATIONS
When flying over water:
— Do not use the Beacon Transmit Switch for manual activation of CPI,
— Use only the Delpoy Beacon Switch to activate the CPI in emegency.
PLACARDS
GENERAL
CAUTION
ELT Self Test function carried out more frequently than monthly
will shortened battery life.
Note
Prior to self test activation the nearest Air Traffic Control estab-
lishment should be notified as the distress signals transmitted
will be considered as valid.
EMERGENCY SITUATIONS
The activation and release of the beacon is automatic for crash conditions or
ditching, however, manual operation can be carried out at the Pilot’s discre-
tion.
CAUTION
If the CPI Beacon is activated manually the system no longer
has the capability of being deployed either manually or auto-
matically. To permit deployment, after manual activation, the
TRANSMIT switch must be set to OFF and the guard lowered
then the RESET button must be pushed.
Note
Transmission may be stopped by moving the TRANSMIT switch
to the off position and pressing TEST/RESET button.
SECTION 4 - PERFORMANCE
No Change.
No change.
SUPPLEMENT 16
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N°10051750
dated 22 December 2014
1 Title, pages A-1, B-1, S16-3, S16-20, EASA Approval
S16-43 N° 10053254
dated 7 May 2015
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S16-i thru S16-iv 0
SUPPLEMENT 16
DOUBLE EXTERNAL HOIST OPERATIONS
(GOODRICH)
TABLE OF CONTENTS
Page
PART I - EASA APPROVED
DEFINITIONS AND ABBREVIATIONS ...............................................................S16-1
GENERAL INFORMATION..................................................................................S16-1
RADIO ICS SYSTEM................................................................................................. S16-11
SECTION 1 - LIMITATIONS
GENERAL.................................................................................................................. S16-13
TYPE OF OPERATION ............................................................................................. S16-13
MINIMUM FLIGHT CREW ......................................................................................... S16-14
NUMBER OF OCCUPANTS...................................................................................... S16-14
HEC FOR COMPENSATION OPERATING LIMITATIONS....................................... S16-14
WEIGHT AND CG LIMITATIONS .............................................................................. S16-15
AIRSPEED LIMITATIONS ......................................................................................... S16-16
ALTITUDE LIMITATIONS .......................................................................................... S16-17
HOIST LIMITATIONS ................................................................................................ S16-17
MISCELLANEOUS LIMITATIONS............................................................................. S16-17
PLACARDS................................................................................................................ S16-24
Page
HOIST OVER-TEMPERATURE................................................................................. S16-42
AC GENERATOR FAILURES.................................................................................... S16-43
LIST OF FIGURES
Figure Page
Figure S16-1 Double Hoist Installation Side View......................................................... S16-4
Figure S16-2 Double Hoist Installation Front View ....................................................... S16-5
Figure S16-3 Hoist Operator Control Panel ................................................................. S16-6
Figure S16-4 HO-ICS Control Panel............................................................................. S16-6
Figure S16-5 Pilot and Copilot Collective Hoist Controls.............................................. S16-7
Figure S16-6 HO Pendant ............................................................................................ S16-8
Figure S16-7 HOIST Light Control Panels................................................................... S16-9
Figure S16-8 Goodrich Double Hoist Equipment Installation...................................... S16-10
Figure S16-9 Polycon Control Panel and HEC Portable Transceiver ......................... S16-12
Figure S16-10 Lateral C of G Limitation for Hoist Operation ........................................ S16-19
Figure S16-11 Lateral C of G Limitation for Hoist Operation
(Imperial Units)...................................................................................... S16-20
Figure S16-12 WAT for Hoist Operations with AEO, Anti Ice OFF/ON,
Heater OFF/ON, Weights between 8300 kg and 8600 kg.................... S16-21
Figure S16-13 WAT Table for Hoist Operations with AEO, Anti Ice OFF/ON,
Heater OFF/ON, Weights between 8300 kg and 8600 kg..................... S16-22
Figure S16-14 Wind/Ground/Air Speed Azimuth Envelope AEO.................................. S16-23
Figure S16-15 View of Cabin with Placard Positions (Example)................................... S16-24
Figure S16-16 Longitudinal and Lateral Moments for Loads Attached to Hoist Hook .. S16-46
— HO : Hoist Operator
— NHEC : Non Human External Cargo
GENERAL INFORMATION
The Goodrich Double External Hoist P/N 8G2591F00311 consists of two iden-
tical hoist units installed side-by-side on a common boom on the right side of
the cabin (Figure S16-1 and Figure S16-2). The hoist units are assigned
HOIST 1 for the inboard hoist and HOIST 2 for the outboard hoist. Each hoist
unit has its own dedicated operating pendant but only one hoist can be oper-
ated at a time.
The installation consists of:
— an electronic control system that allows the pilot to operate the hoists from
the collective grip (See Figure S16-5)
— a HO control panel used to select power with the ‘PULL TO SEL’ rotary
switch to the hoist unit, by the HO, and a guarded cable cut switch.
— a HO safety harness
— an electrical cable cutter (PQRS), on each hoist unit, and a manual cable
cutter (BQRS) for emergency use
ICN-89-A-155000-G-00001-04168-A-001-01
ICN-89-A-155000-G-00001-04169-A-001-01
ICN-89-A-155000-G-00001-04170-A-001-01
NOT OPERATIVE
ICN-89-A-155000-G-00001-04162-A-001-01
HOIST
RAISE/LOWER
CONTROL
ICN-89-A-155000-G-00001-04163-A-001-01
ICN-89-A-155000-G-00001-07115-A-001-01
LIGHT ON
ON
O
F
F
STOW
HOIST LT PNL
HOIST RIGHT HAND LIGHT CONTROL PANEL
LIGHT ON
ON
O
F
F
STOW
STEP PROTECTION
ICN-89-A-155000-G-00001-04172-A-001-01
ICN-89-A-155000-G-00001-04164-A-001-01
SECTION 1 - LIMITATIONS
GENERAL
— With HOISTs fitted, but not used, the Limitations stated in the Basic RFM
for CAT B operations and in Supplement 12 for CAT A operations are
applicable.
— The HO Pendants must be removed when Hoist operations are not envis-
aged and when 16 or more passenger seats are installed.
— During External Hoist operations the number of hoist lifts for each hoist
unit must be recorded in the helicopter log-book. An External Hoist lift is
defined as an unreeling and recovery of the cable with a load attached to
the hook, independant of the length of cable that is deployed/recovered.
Any operations where a load is applied for half of the operation (i.e.
unreeling or recovery) must be considered as one lift.
TYPE OF OPERATION
— Operation of the external hoist equipment with HEC requires the use of a
Personnel Carrying Device System (PCDS), which must be approved and
the appropriate size selected for the mission and personnel wearing it.
TSO-C167 provides one acceptable means of approval for such systems.
PCDS part number AMTC-H1037-BL is TSO-C167 approved and
approved for operations under this Supplement.
NUMBER OF OCCUPANTS
For hoist operation the cabin configuration P/N 8G2520F01111 (or similar with
cabin seats in the 1st and 4th rows only) must be used and a maximum num-
ber of occupants in the cabin is 8.
— The HO must always have a manual cable cutter (BQRS) available during
all phases of hoist operation.
Weight Limitations
Note
Weights defined in the above charts guarantee adequate con-
trollability margins for operation within the Wind/Ground/Air
speed Azimuth Envelopes Figure S16-14.
— Maximum weight for NHEC/HEC with headwind is OGE 30 min AEO WAT
chart, limited to a maximum of 4000 ft Hp or Hd:
HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater OFF
See Basic RFM ........................................................................ Figure 4-39
HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater OFF
See Basic RFM ........................................................................ Figure 4-44
HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater ON
See Basic RFM ........................................................................ Figure 4-49
HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater ON
See Basic RFM ........................................................................ Figure 4-54
HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater OFF
8600 kg Weight Extension........................ Figure S21-46 to Figure S21-49
Note
Weights defined in the above charts guarantee no rotor droop/
height loss in case of an engine failure, therefore do not lower
collective.
Longitudinal CG Limitations
No Change.
Lateral CG Limitation
Lateral C of G limitations ................................ Figure S16-10 & Figure S16-11
AIRSPEED LIMITATIONS
CAUTION
For raising (or lowering) in forward flight ensure hoist hook load
is sufficient and/or provide another suitable means to maintain
the cable and load clear of aircraft structure, undercarriage (if
extended) and enable the HO to keep the cable entering/exiting
the hoist mechanism close to vertical.
Load Deployed
Maximum airspeed for flight within ±10 degrees azimuth
quadrant .................................................................................... Figure S16-14
Maximum groundspeed for sideways and rearward flight
beyond forward ±10 degrees azimuth quadrant..........................Figure S16-14
Maximum windspeed beyond forward ±10 degrees
azimuth quadrant ........................................................................Figure S16-14
ALTITUDE LIMITATIONS
Maximum altitude for hoist operation: .................................... 4000 ft Hp or Hd
HOIST LIMITATIONS
Maximum hoist load ...................................................................272 kg (600 lb)
Maximum load on boom.............................................................272 kg (600 lb)
Only one hoist may be loaded at a time.
Maximum permissible bank angle with extended cable and load on hook .. 20°
Take Off and Landing with a suspended load on hoist is prohibited.
Use of the rescue hoist is prohibited with OAT below -10°C and visible mois-
ture present.
The Hoist must not be used in lightning conditions.
The Goodrich Double Hoist installation is only compatible with fuselage S/N
89### or S/N 92###.
MISCELLANEOUS LIMITATIONS
Autopilot Limitations
During hoist operations the Pilot must either:
— fly manually
or
8800
- 0.089 m + 0.1 03 m
8600 kg 8600 kg
8600 + 0.1 11 m
8600 kg
8400
8200
8000
7800
7600
7400 Ho ist
Oper ati on s
7200 Onl y
W eight [kg]
7000
+ 0.1 22 m
6800 6843 kg
6600 - 0.097 m
6529 kg
0.1 30 m
6400 6654 kg
6200
6000
5800
5600
5400
- 0.026 m + 0.0 48 m
5400 kg M AS T 5400 kg
5200
- 0.12 - 0.08 - 0.04 0 0.04 0.08 0.12
BL [m]
1 8 9 G 0 8 4 0 W 0 0 4 Re v D ICN - 89 - A - 155005 - G - A01 2 6 - 0 0 0 0 1 - A - 01
19500
- 3.50 in +4. 06 i n
18 96 0 lb 18 96 0 lb
19000 +4. 37 in
18 96 0 l b
18500
18000
17500
17000
HOIST
16500
OPERATIONS
ONLY
16000
W eight [lb]
15500
+4. 80 i n
15000 15 08 9 lb
14500
+5. 31 in
- 3.80 in 14 67 0 lb
14000 13 35 6 lb
13500
13000
12500
12000
- 1.01 in +1.89 in
11 90 0 lb MAST 11 90 0 lb
11500
-5 -4 -3 -2 -1 0 1 2 3 4 5 6
BL [inches]
189G 0290 T020 - 2 Is s A ICN - 89 - A - 155016 - G - A012 6 - 0 0001 - B - 01 - 1
WEIGHT-ALTITUDE-TEMPERATURE
for HOIST OPERATIONS
with CROSS/TAIL WIND
-20
-1
0
0
1
3 10
Hd limit 4000 ft
20
0.5
30
1
40
0 0
50
55
68 70 72 74 76 78 80 82 84 86
Gross Weight - [kg x 100]
Figure S16-12 WAT for Hoist Operations with AEO, Anti Ice OFF/ON,
Heater OFF/ON, Weights between 8300 kg and 8600 kg
NR 102%
OAT [°C]
Issue 1
Double External Hoist
Operations (Goodrich)
189G0290X002
EASA Approved
AW189 - RFM Supplement 16
Document N° Double External Hoist
189G0290X002 Operations (Goodrich)
-10° +10°
DIRECTION DIRECTION
OF WIND OF WIND
20 30 35 50 kts
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-155000-G-00001-04165-A-001-01
PLACARDS
ICN-89-A-155000-G-00001-07103-A-001-01
Next to roof mounted attachment points for HO harness and rope handrail
CAUTION
Step shall be inspected to ensure the protection is not dam-
aged. Damaged protection may lead to cable failure.
SYSTEM CHECKS
After APU start (or engine and rotor start, if required), carry out the following,
system checks. The checks required before the ‘first flight of the day’ are high-
lighted with a .
WARNING
If 1-2 HOIST CUT ARM caution and HOIST 1 and HOIST 2
ARM indicators on HO panel are illuminated with HOIST switch
selected to OFF the hoist cable cut systems have malfunc-
tioned. The HOIST 1 and HOIST 2 systems are unservicable
and must not be selected on as the hoist cable may be cut.
Note
The AIR COND system, if fitted, should be selected OFF during
hoist operations.
Note
At every selection of HOIST 1 or 2 the associated pendant cap-
tions flash and the CAS HOIST CBL FOUL caution illuminates
temporarily during the PBIT.
WARNING
If 1 HOIST CUT ARM caution and HOIST 1 ARM indicator on
HOIST panel are illuminated the HOIST 1 cable cut system has
malfunctioned. The HOIST 1 is unserviceable and must not be
used. Do not raise the HOIST CUT guards as the hoist cable
may be cut.
WARNING
Protective gloves must always be worn whenever handling the
hoist cable to prevent injury from possible broken cable strands.
CAUTION
Care should be taken to prevent cable damage caused by kink-
ing when handling cable on the ground. The cable should lie
onto a clean surface whenever possible.
Note
When reeling in the cable with no load, apply tension to cable to
ensure smooth and even wrapping.
CAUTION
Stow hoist cable by reeling in fully to compress hook bumper.
Failure to follow this procedure will damage the cable.
Note
The following ‘first flight of the day’ checks should also be
carried out if the HOIST 2 has been used on the previous flight.
WARNING
If 2 HOIST CUT ARM caution and HOIST 2 ARM indicator on
HOIST panel illuminated the HOIST 2 cable cut system has
malfunctioned. The HOIST 2 is unservicable and must not be
used. Do not raise the HOIST CUT guards as the hoist cable
may be cut.
18. HOIST CUT guard on copilot — Raise guard, confirm 2 HOIST CUT
collective grip. ARM caution and HOIST 2 ARM
indicator on HOIST panel
illuminate.
Close guard confirm 2 HOIST CUT
ARM caution and HOIST 2 ARM
indicator extinguish.
19. CUT guard on HOIST control panel— Raise guard, confirm 2 HOIST CUT
ARM caution and HOIST 2 ARM
indicator, on HOIST panel,
illuminate.
Close guard confirm 2 HOIST CUT
ARM caution and HOIST 2 ARM
indicator extinguish.
Note
When reeling in the cable with no load, apply tension to cable to
ensure smooth and even wrapping. .
23. HOIST 2 operation from Pilot and — DN, confirm correct operation. UP,
Copilot collective grip switch confirm reeling in and hoist
automatically stops when cable
fully reeled in
CAUTION
Stow hoist cable by reeling in fully to compress hook bumper.
Failure to follow this procedure will damage the cable.
IN FLIGHT PROCEDURES
CAUTION
The Hoist may be inoperative if struck by lightning.
Note
The AIR COND system, if fitted, should be selected OFF during
hoist operations.
WARNING
HO must be secured to helicopter by an approved safety har-
ness during hoist operation.
WARNING
Exceeding 15° of lateral pendulum angle/helicopter vertical axis
may lead to clutch slippage.
CAUTION
During hoist operation the HO must maintain his hand on the
cable and verify correct cable unwinding and rewinding.
Note
As hook nears the down or up limits hoist speed slows automat-
ically and amber SLOW light illuminates on HO pendant.
WARNING
Static electricity must be discharged by suitable means before
ground personnel touch the hook or cable.
CAUTION
Do not allow cable to drag on ground or any other surface which
may contaminate or damage the cable or hook.
CAUTION
For raising (or lowering) in forward flight ensure hoist hook load
is sufficient and/or provide another suitable means to maintain
the cable and load clear of aircraft structure, undercarriage (if
extended) and enable the HO to keep the cable entering/exiting
the hoist mechanism close to vertical.
CAUTION
If load is moved, whilst extended, to a suitable location for
recovery, ensure adequate clearance is maintained between
hoist load and obstacles.
CAUTION
Stow hoist cable by reeling in fully to compress hook bumper.
Failure to follow this procedure will damage the cable.
Note
The HO shall record the number of lifts completed, any shock
loading of the cable or any fault codes that may appear on the
pendant cable payout display.
Note
Weights defined in weight limitation charts guarantee no rotor
droop/height loss in case of an engine failure.
Note
Time required to raise the maximum load from fully extended
approximately 2 minutes.
WARNING
The correct hoist selection on the HOIST CONTROL switch
must be confirmed before hoist cable cut activation.
If the electrical HOIST CUT pushbutton fails attempt cutting cable using:
— the collective HOIST CUT pushbutton if the HOIST control panel pushbut-
ton fails, or
— cut cable with the manual cable cutters accessible to HO. Cut cable as
close to the hoist as possible.
CAUTION
Ensure maximum hoist/boom load does not exceed 272 kg (600
lb)
At suitable site
- Establish hover and slowly
descend to lay load on
ground.
- Recover cable on board
manually or as required
HOIST OVER-TEMPERATURE
A hoist over temperature is indicated by an amber TEMP light on the HO con-
trol pendant. In the event of a hoist over temperature, complete the hoist
cycle. Select other hoist and resume the hoist operation as required.
CAUTION
Prolonged operation of hoist with amber TEMP indication on
hoist pendant display will result in hoist failure.
Note
When the hoist TEMP light is on, the hoist is automatically
slowed in operation
If the hoist over temperature indicator is flashing amber TEMP then an AC or
DC power supply fault is indicated and the hoist will not function.
AC GENERATOR FAILURES
See Section 3 Basic RFM for aircraft procedures.
Hoist 1 is supplied by the AC BUS 1 and HOIST 2 by AC BUS 2 when the
APU is OFF. When the APU is running HOIST 1 or HOIST 2 are supplied by
the APU generator.
In the case of an AC generator/engine failure of the supply side for the hoist in
use the hoist will stop functioning (CABLE message illuminates on pendant).
To return operation to the HOIST the APU must be started and after approxi-
mately 60 seconds from APU start request the selected HOIST will return
functioning.
There is no time delay for continuation of hoist operations if the APU is started
prior to hoist operations.
If the APU Generator/APU fails during hoist operations approximately 5 sec-
onds are required to continue hoist operations utilizing an engine generator.
The operation of the hoist will not be affected if the AC generator/engine fails
for the hoist not in use.
HEIGHT-VELOCITY ENVELOPE
The use of aircraft gross weights and hover heights that do not respect the
requirements of the Flyaway or Vertical Reject WAT charts (presented in the
Basic RFM Section 4) may make a safe flyaway or vertical reject not possible
following an engine failure in the hover.
OUTBOARD INBOARD
STN STN
4182 mm 4182mm
BL BL
1796 mm RH 1639 mm RH
ICN-89-A-155000-G-00001-04173-A-001-01
SUPPLEMENT 17
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approvals
N° 10051719
dated 18 December 2014
Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S17-i and S17-ii 0
SUPPLEMENT 17
RADAR TELEPHONICS RDR-1500B+
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S17-4
RADAR RDR-1500B+ LIMITATIONS .......................................................................... S17-4
AFTER TAKE-OFF...............................................................................................S17-5
IN FLIGHT PROCEDURES ......................................................................................... S17-5
PRE-LANDING CHECKS ........................................................................................ S17-5
LIST OF FIGURES
Figure Page
Figure S17-1 Nose External Configuration ................................................................... S17-2
Figure S17-2 Nose Internal Configuration..................................................................... S17-2
Figure S17-3 Radar Telephonics RDR 1500B+ Control Panel...................................... S17-3
GENERAL INFORMATION
The Telephonics RDR-1500B+ Surveillance and Weather radar P/N
8G9370F00111 provides a multi-mode radar capability for maritime missions.
The RDR-1500B+ provides three primary modes of operation:
• Weather avoidance
ICN-89-A-155000-G-00001-07114-A-001-01
TCAS Antenna
ICN-89-A-155000-G-00001-07112-A-001-01
Figure S17-2 Nose Internal Configuration
ICN-89-A-155000-G-00001-07113-A-001-01
SECTION 1 - LIMITATIONS
PRE-START CHECKS
Note
The weather radar does not transmit when the helicopter is on
the ground due to WOW safety interlock.
WARNING
Do not turn the radar on within 25 ft (m) of personnel or contain-
ers holding flammable or explosive material.
AFTER TAKE-OFF
IN FLIGHT PROCEDURES
Note
For complete radar functionality, refer to the Telephonics RDR-
1500B+ Weather Radar Pilot’s Guide latest issue.
1. Radar — As required.
PRE-LANDING CHECKS
SECTION 4 - PERFORMANCE
No Change.
SUPPLEMENT 18
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10051723
dated 18 December 2014
1 Title, pages A-1, B-1, S18-8 EASA Approvals
N° 10053250 and
10053254
dated 7 May 2015
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S18-i and S18-ii 0
SUPPLEMENT 18
STAR SAFIRE 380 HD FLIR
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S18-6
STAR SAFIRE SERIES FLIR LIMITATIONS............................................................... S18-6
DISPLAY LIMITATION................................................................................................. S18-6
LIST OF FIGURES
Figure Page
Figure S18-1 Star Safire FLIR Turret (Example)........................................................... S18-2
Figure S18-2 Star Safire Series FLIR Installation ......................................................... S18-3
Figure S18-3 Universal Hand Control Unit.................................................................... S18-4
Figure S18-4 System Control Unit ................................................................................ S18-5
Figure S18-5 Laser Safety Interlock Unit (LIU) ............................................................. S18-5
GENERAL INFORMATION
The Star Safire 380 HD FLIR systems P/N 8G9350F00211 is a remote con-
trolled day/night high resolution, infrared (IR) imaging system with colour
video.
The system consists of a stabilized Turret-FLIR Unit (TFU), mounted under
the nose of the helicopter (Figure S18-1 & Figure S18-2), a System Control
Unit which consists of a mobile Universal Hand Control Unit (UHCU) with all
the controls necessary to operate the FLIR turret and systems, and a System
Control Unit (SCU) mounted in the interseat console. (See Figure S18-3 &
Figure S18-4). A dedicated GPS antenna is mounted on the top of the tail
cone. The UHCU handgrip has a stowage at the rear of the interseat console
and is connect via a cable that allows operation of the unit from the cabin.
The TFU is gyro stabilized and its azimuth and elevation, and therefore the
FLIR Line Of Sight (LOS), corresponding to the center of the image, can be
directed to any position within the Field Of Regard (FOR) which is 30° to -120°
in elevation and 360° in azimuth from the forward position.
The FLIR Imager incorporates all the necessary optics, detectors and required
electronics to convert the infrared radiation from the medium wave infrared
thermal imaging sensor into digital system and incorporates a Short Wave
Infra Red camera (SWIR) system, Infra Red camera (SWIR) system, a High
Definition Elecrto-Optical Camera (HDEO), a Hight Definition Infrared (HDIR)
and a Day/Low Light/Near IR Colour Camera (HDLL). Another optional equip-
ment installed within the FLIR is the Class 1 Eye Safe Laser Range Finder
(ESLRF).
When laser operations are authorised a Laser Safety Interlock Unit (LIU) (See
Figure S18-5) is fitted in the interseat console incorporating an ARM switch
requiring a key to ARM the laser before firing. A WOW interlock ensures the
laser is not use when the aircraft is on the ground.
The IR camera has five optical Field of Views (FOV) and produces images in
total darkness or in low visibility or low contrast ambient condition. The colour
camera, provides images in visible and low light ambient conditions.
The FLIR cameras provide video outputs that can be monitored on either pilot
or copilot MFD. Either IR or Camera images can be selected independently on
pilot and copilot MFD or both images in miniature.
The FLIR can also be interfaced with a searchlight for slaving commandsand
with a radar system to receive a position-point slaving command.
Overlaid on the FLIR image are graphic symbology and status information in 3
status lines, two above the image and the third below.
For full information on the use of the Star Safire 380-HD FLIR refer to the Star
Safire 380-HD FLIR Operator’s Manual Document, latest revision.
ICN-89-A-155000-G-00001-04174-A-001-01
FLIR TFU
ICN-89-A-155000-G-00001-04175-A-001-01
ICN-89-A-155000-G-00001-04176-A-001-01
ICN-89-A-155000-G-00001-04177-A-001-01
ICN-89-A-155000-G-00001-04178-A-001-01
SECTION 1 - LIMITATIONS
DISPLAY LIMITATION
When the FLIR is displayed on MFD as Picture in Picture (PIP) do not use the
RESIZE or MOVE functions.
SYSTEM CHECKS
IN FLIGHT
CAUTION
The ESLRF must not be operated when close to personnel.
Note
When FLIR is not being used, it should be stowed to protect the
FLIR cameras.
Note
With the External Range configuration (Supplement 22) interfer-
ence on the UHF band of the DF 935-11 system may be
observed when the FLIR is operating.
CAUTION
Ensure that the Star Safire FLIR system is switched OFF.
SUPPLEMENT 19
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10051724
dated 18 December 2014
1 Title, pages A-1, B-1, S19-7, S19-11 EASA Approval
N° 10053254
dated 7 May 2015
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S19-i and S19-ii 0
SUPPLEMENT 19
TRAKKABEAM A800 SEARCHLIGHT
TABLE OF CONTENTS
Page
PART I - EASA APPROVED
GENERAL INFORMATION ..............................................................................S19-1
TRAKKABEAM A800 OPERATION....................................................................S19-2
SECTION 1 - LIMITATIONS
TYPE OF OPERATION ............................................................................................... S19-7
WEIGHT AND CG LIMITATIONS ................................................................................ S19-7
AIRSPEED LIMITATIONS (KIAS)................................................................................ S19-7
TRAKKABEAM A800 LIMITATIONS ........................................................................... S19-7
PLACARDS.................................................................................................................. S19-7
LIST OF FIGURES
Figure Page
Figure S19-1 Trakkabeam A800 Searchlight and Gimbal............................................. S19-3
Figure S19-2 A800 Cockpit Controller (for reference only) ........................................... S19-4
Figure S19-3 A800 Pendant Controller ......................................................................... S19-5
Figure S19-4 Collective Grip (Pilot and Copilot)............................................................ S19-6
GENERAL INFORMATION
The Trakkabeam A800 searchlight is a high intensity external light source
installed on a gimbal support on the left hand side of the helicopter. It is used
to provide high intensity external lighting for reconnaissance operations during
night time operations.
This Supplement gives instruction on the Trakkabeam A800 searchlight instal-
lation P/N 8G3340F00811, both of which include the capability to slave the
searchlight operation to a FLIR.
The installation consists of the A800 searchlight with a 800W lamp, gimbal
support (Figure S19-1), a Power Conditioning Interface Unit (PCIU), a Cockpit
Controller (Figure S19-2), Pendant Grip Controller (Figure S19-3) and all nec-
essary hardware and cabling.
The searchlight unit has an integrated optical filter system which provides the
option for different light beam filter colours including infra-red depending on
customer requirements. The filters are easily selectable during flight via the
cockpit and pendant controllers.
The PCIU is the central power and control hub for the entire system, aircraft
power supply (28VDC) is converted and distributed to each item in the sys-
tem. The PCIU performs all gimbal position control, filter selection, light zoom
and lamp on/off control and provides an interface to the cockpit control unit,
hand controller and interfacing for FLIR slaving capability.
The Cockpit Controller unit includes all switches for searchlight power ON/
OFF, function selection and provides displays to indicate filter number and cur-
rent system status. The controller does not have a joystick for light direction,
however, inputs are available for light azimuth and elevation control by collec-
tive landing light 5 way switch inputs.
The Pendant Grip Controller also provides switches for searchlight power ON/
OFF, function selection and provides displays to indicate filter number and cur-
rent system status. The Pendant Controller also includes a joystick to control
the light azimuth and elevation. Selection of the Pendant Grip Controller to
operate the system is via the Cockpit controller.
ICN-89-A-155000-G-00001-04179-A-001-01
ICN-89-A-155000-G-00001-04180-A-001-01
1 7 8
Pilot/Observer
2
C/Slave LED Dim
9
Master
Power
Filter
Lamp ON
10
3 Unit Status
11
4 Deploy Stow
5 12
13
ICN-89-A-155000-G-00001-07104-A-001-01
SECTION 1 - LIMITATIONS
TYPE OF OPERATION
Operation of the Trakkabeam A800 searchlight is prohibited in IFR.
— A800 must be in the STOW position for Take Off and Landing.
CAUTION
Adequate consideration must be given to the dangers of blind-
ing personel (with either white light or IR) and the risk to inflam-
mable material.
PLACARDS
In View of Pilot
SYSTEM CHECK
2. SYS PWR switch (on cockpit — Set to ON, check POST process
controller) completes successfully and STOW
light illuminates steady.
Note
Normal POST process should take 12 seconds, however, if the
searchlight was powered down before STOW selected, or the
mechanical limit stops were impacted by the searchlight
(e.g.due to turbulent flight), during the previous operation this
check will take longer.
Note
Prior to Take-Off the searchlight SYS PWR should be ON and
the STOW position selected.
IN FLIGHT
CAUTION
Do not direct the beam towards other aircraft or vehicles to pre-
vent temporary blinding effect.
Note
When operating A800 searchlight, magnetic compass indication
is not reliable.
Note
SYS PWR select to ON, if carried out in flight, must be done at
an airspeed below 40 KIAS to allow the POST process to com-
plete satisfactorily.
SLAVING to FLIR
Note
If the STOW switch is selected with the lamp illuminated the
lamp will extinguish automatically before moving to the STOW
position.
Note
If the searchlight is not expected to be used for an extended
length of time, the system should be selected to STOW.
CAUTION
Adequate consideration must be given to the dangers of blind-
ing personel (with either white light or IR) and the risk to inflam-
mable material.
Note
Prior to landing or when the searchlight is not expected to be
used for an extended length of time, the system should be
selected to STOW.
Note
Prior to selecting SYS PWR to OFF the lamp should be
selected OFF or STOW selected for a minimum of 2 minutes.
ELECTRICAL SYSTEM
SUPPLEMENT 20
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10052434
dated 26 February 2015
Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S20-i and S20-ii 0
SUPPLEMENT 20
HEATED WINDSHIELD SYSTEM
TABLE OF CONTENTS
Page
GENERAL INFORMATION.......................................................................................... S20-1
SECTION 1 - LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S20-2
LIST OF FIGURES
Figure Page
Figure S20-1 ECDU Ice Protectional page with Windshield Heating Control................ S20-1
GENERAL INFORMATION
The heated windshield system (P/N 8G5610F00211) allows heating of the
windshield to clear mist/frost conditions which could impede visibility for the
flight crew. The kit consists of two independent systems, one for the pilot and
one for the copilot.
Each system comprises of a control box with in-built inverter (to convert the
aircraft 28VDC to 115VAC), a heated windshield unit with 3 temperature sen-
sors (only the center part of the screen is heated) and, incorporated in the
ECDU the ON/OFF selection. See Figure S20-1.
When selected ON the associated control box controls the heating of the
windshield and temperature sensors within the windshield for any failure con-
ditions. The windscreen heating is automatically switched OFF if any tempera-
ture sensor reaches 82° C. The state of the system is indicated to the pilot on
the CAS window from signals sent by the controller to the AMMC.
ICE PROTECTION
WSHLD HTR
>OFF | ON
ICE DET
>OFF
>ON
>TEST
<MENU
DIM NXT
ELEC FUEL HYD LT
ICN-89-A-155020-G-A0126-01001-A-001-01
Figure S20-1 ECDU Ice Protectionl page with Windshield Heating Control
SECTION 1 - LIMITATIONS
SYSTEM CHECKS
IN FLIGHT PROCEDURES
PRE-SHUTDOWN CHECK
ADVISORY CAPTIONS
- Continue flight
- Select WSHLD HTR OFF then ON
If caution remains be aware that the
windshield heater system may fail.
If caution remains:
- Depending on severity of windshield
mist/frost consider exiting the weather
conditions as soon as possible, turning
VENT fans ON and HEATER ON.
SUPPLEMENT 21
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10051761
dated 22 December 2014
1 Title, pages A-1, B-1, S21-8 EASA Approval
N° 10053254
dated 7 May 2015
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S21-i thru S21-vi 0
SUPPLEMENT 21
WEIGHT EXTENSION 8600 KG
TABLE OF CONTENTS
Page
SECTION 2 - PROCEDURES............................................................................S21-28
CATEGORY A CLEAR AREA PROCEDURES.................................................S21-28
AIRSPEED DEFINITIONS VTOSS/VBLSS ............................................................... S21-28
TAKE OFF DECISION POINT (TDP) ........................................................................ S21-28
LANDING DECISION POINT (LDP) .......................................................................... S21-28
Page
HEIGHT VELOCITY ENVELOPE ......................................................................S21-39
SINGLE ENGINE FAILURE IN HOVER OGE SAFE VERTICAL REJECT................ S21-39
SINGLE ENGINE FAILURE IN HOVER OGE FLYWAY............................................ S21-39
HOVER CEILING...............................................................................................S21-45
TAKE OFF AND LANDING CATEGORY B ......................................................S21-62
CAT A CLEAR AREA TAKE OFF AND LANDING DISTANCES,
PATH 1 & 2 CLIMB GRADIENTS......................................................................S21-62
W.A.T. CHARTS ........................................................................................................ S21-62
REJECTED TAKE OFF DISTANCE OEI ................................................................... S21-62
CONTINUED TAKE OFF DISTANCE OEI................................................................. S21-62
BALKED LANDING DISTANCE................................................................................. S21-62
LANDING DISTANCES.............................................................................................. S21-62
TAKE OFF FLIGHT PATH 1 ...................................................................................... S21-63
LEVEL FLIGHT ACCELERATION ............................................................................. S21-63
TAKE OFF FLIGHT PATH 2 ...................................................................................... S21-63
LIST OF FIGURES
Figure Page
Figure S21-1 Weight and Longitudinal CG Limitations ................................................. S21-5
Figure S21-2 Weight and Lateral CG Limitations.......................................................... S21-6
Figure S21-3 Weight and Longitudinal CG Limitations (Imperial Units)........................ S21-7
Figure S21-4 Weight and Lateral CG Limitations (Imperial Units) ................................ S21-8
Figure S21-5 Airspeed Envelope (Vne-Power On, OEI/Power Off) .............................. S21-9
Figure S21-6 Altitude and OAT Limitations for Weight Extension to 8600 kg ............. S21-10
Figure S21-7 CAT B WAT Limitations, HIGE Take Off and Landing
Anti Ice OFF, Heater OFF/ON, Weight Extension to 8600 kg ................S21-11
Figure S21-8 CAT B WAT Limitations Table, HIGE Take Off and Landing
Anti Ice OFF, Heater OFF/ON, Weight Extension to 8600 kg ............... S21-12
Figure S21-9 CAT B WAT Limitations, HIGE Take Off and Landing Anti Ice ON,
Heater OFF/ON, Weight Extension to 8600 kg ..................................... S21-13
Figure S21-10 CAT B WAT Limitations Table, HIGE Take Off and Landing
Anti Ice ON, Heater OFF/ON, Weight Extension to 8600 kg................. S21-14
Figure S21-11 CAT B WAT Limitations, Rolling Take Off Anti Ice OFF,
Heater OFF/ON, Weight Extension to 8600 kg ..................................... S21-15
Figure S21-12 CAT B WAT Limitations Table, Rolling Take Off Anti Ice OFF,
Heater OFF/ON, Weight Extension to 8600 kg ..................................... S21-16
Figure S21-13 CAT B WAT Limitations, Rolling Take Off Anti Ice ON,
Heater OFF/ON, Weight Extension to 8600 kg ..................................... S21-17
Figure S21-14 CAT B WAT Limitations Table, Rolling Take Off Anti Ice OFF,
Heater OFF/ON, Weight Extension to 8600 kg ..................................... S21-18
Figure S21-15 WAT for HIGE Controllability AEO 5 min, Anti Ice OFF,
Heater OFF, Weight Extension to 8600 kg ............................................ S21-19
Figure S21-16 WAT Table for HIGE Controllability AEO 5 min, Anti Ice OFF,
Heater OFF, Weight Extension to 8600 kg ............................................ S21-20
Figure S21-17 WAT for HIGE Controllability AEO 5 min, Anti Ice ON,
Heater OFF, Weight Extension to 8600 kg kg ....................................... S21-21
Figure S21-18 WAT Table for HIGE Controllability AEO 5 min, Anti Ice ON,
Heater OFF, Weight Extension to 8600 kg ............................................ S21-22
Figure S21-19 WAT for HIGE Controllability AEO 5 min, Anti Ice OFF,
Heater ON, Weight Extension to 8600 kg ............................................. S21-23
Figure S21-20 WAT Table for HIGE Controllability AEO 5 min, Anti Ice ON,
Heater OFF, Weight Extension to 8600 kg ............................................ S21-24
Figure S21-21 WAT for HIGE Controllability AEO 5 min, Anti Ice ON,
Heater ON, Weight Extension to 8600 kg ............................................. S21-25
Figure S21-22 WAT Table for HIGE Controllability AEO 5 min, Anti Ice ON,
Heater ON, Weights Extension to 8600 kg............................................ S21-26
Figure S21-23 Wind/Ground/Air Speed Azimuth Envelopes for
Hover IGE and OGE Controllability....................................................... S21-27
Figure S21-24 VTOSS/VBLSS Calculation Chart Weights above 8300 kg .................. S21-29
Figure Page
Figure S21-25 WAT for HOGE Controlability AEO 5 min, Anti Ice OFF,
Heater OFF, Weight Extension to 8600 kg ............................................ S21-31
Figure S21-26 WAT for HOGE Controlability AEO 5 min, Anti Ice ON
Heater OFF, Weight Extension to 8600 kg ............................................ S21-32
Figure S21-27 WAT for HOGE Controlability AEO 5 min, Anti Ice OFF,
Heater ON, Weight Extension to 8600 kg.............................................. S21-33
Figure S21-28 WAT for HOGE Controlability AEO 5 min, Anti Ice ON,
Heater ON, Weight Extension to 8600 kg.............................................. S21-34
Figure S21-29 WAT for HOGE Controlability AEO 30 min, Anti Ice OFF,
Heater OFF, Weight Extension to 8600 kg ............................................ S21-35
Figure S21-30 WAT for HOGE Controlability AEO 30 min, Anti Ice ON,
Heater OFF, Weight Extension to 8600 kg ............................................ S21-36
Figure S21-31 WAT for HOGE Controlability AEO 30 min, Anti Ice OFF,
Heater ON, Weight Extension to 8600 kg.............................................. S21-37
Figure S21-32 WAT for HOGE Controlability AEO 30 min, Anti Ice ON,
Heater ON Weight Extension to 8600 kg............................................... S21-38
Figure S21-33 Chart A Flyaway Transfer Value for Weight
Extension to 8600 kg............................................................................. S21-40
Figure S21-34 Chart B Height Loss During Flyaway Anti Ice OFF,
Heater OFF/ON, Weight Extension to 8600 kg ..................................... S21-41
Figure S21-35 Chart B Height Loss During Flyaway Anti Ice ON,
Heater OFF/ON, Weight Extension to 8600 kg ..................................... S21-42
Figure S21-36 Height Loss During Flyaway Table 8300 kg and 8600 kg ,
Anti Ice OFF, Heater OFF/ON ............................................................... S21-43
Figure S21-37 Height Loss During Flyaway Table 8300 kg and 8600 kg,
Anti Ice ON, Heater OFF/ON................................................................. S21-44
Figure S21-38 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF, Heater OFF,
Weight Extension to 8600 kg................................................................. S21-46
Figure S21-39 Hover Ceiling IGE at AEO 5 min, Anti Ice ON,
Heater OFF, Weight Extension to 8600 kg ............................................ S21-47
Figure S21-40 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF,
Heater ON, Weight Extension to 8600 kg.............................................. S21-48
Figure S21-41 Hover Ceiling IGE at AEO 5 min, Anti Ice ON,
Heater ON, Weight Extension to 8600 kg.............................................. S21-49
Figure S21-42 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-50
Figure S21-43 Hover Ceiling OGE at AEO 5 min, Anti Ice ON, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-51
Figure S21-44 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater ON,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-52
Figure S21-45 Hover Ceiling OGE at AEO 5 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored, Weight Extension to to 8600 kg...................... S21-53
Figure S21-46 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-54
Figure Page
Figure S21-47 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-55
Figure S21-48 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater ON,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-56
Figure S21-49 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-57
Figure S21-50 Hover Ceiling OGE at AEO MCP, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-58
Figure S21-51 Hover Ceiling OGE at AEO MCP, Anti Ice ON, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-59
Figure S21-52 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater ON,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-60
Figure S21-53 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored, Weight Extension to 8600 kg.......................... S21-61
Figure S21-54 CAT B Take Off Distance Anti Ice OFF, Heater OFF,
Weight Extension to 6800 kg................................................................. S21-64
Figure S21-55 CAT B Take Off Distance Anti Ice OFF, Heater ON,
Weight Extension to 8600 kg................................................................. S21-65
Figure S21-56 CAT B Take Off Distance Anti Ice ON, Heater OFF,
Weight Extension to 8600 kg................................................................. S21-66
Figure S21-57 CAT B Take Off Distance Anti Ice ON, Heater ON,
Weight Extension to 8600 kg................................................................. S21-67
Figure S21-58 CAT B Landing Distance Anti Ice OFF, Heater OFF,
Weight Extension to 8600 kg................................................................. S21-68
Figure S21-59 CAT B Braking Distance Anti Ice OFF, Heater OFF,
Weight Extension to 8600 kg................................................................. S21-69
Figure S21-60 CAT B Landing Distance Anti Ice ON, Heater OFF,
Weight Extension to 8600 kg................................................................. S21-70
Figure S21-61 CAT B Braking Distance Anti Ice ON, Heater OFF,
Weight Extension to 8600 kg................................................................. S21-71
Figure S21-62 CAT A Clear Area Temperature and Altitude Limitations for
Weight Extension to 8600 kg................................................................. S21-72
Figure S21-63 CAT A Clear Area Procedure Weight Limitations, Anti Ice OFF,
Heater OFF/ON for Weight Extension to 8600 kg ................................. S21-73
Figure S21-64 CAT A Clear Area Procedure Weight Limitations Table,
Anti Ice OFF, Heater OFF/ON for Weight Extension to 8600 kg ........... S21-74
Figure S21-65 CAT A Clear Area Procedure Weight Limitations, Anti Ice ON,
Heater OFF/ON for Weight Extension to 8600 kg ................................. S21-75
Figure S21-66 CAT A Clear Area Procedure Weight Limitations Table,
Anti Ice ON, Heater OFF/ON for Weight Extension to 8600 kg............. S21-76
Figure S21-67 CAT A Clear Area PATH 1 Gradient Gross Weight 8600 kg
Anti Ice OFF, Heater OFF ..................................................................... S21-77
Figure S21-68 CAT A Clear Area PATH 1 Gradient Gross Weight 8600 kg
Anti Ice ON, Heater OFF....................................................................... S21-78
Figure Page
Figure S21-69 CAT A Clear Area PATH 2 Gradient Gross Weight 8600 kg
Anti Ice OFF, Heater OFF...................................................................... S21-79
Figure S21-70 CAT A Clear Area PATH 2 Gradient Gross Weight 8600 kg
Anti Ice ON, Heater OFF ....................................................................... S21-80
Figure S21-71 ROC at AEO 5 min, Gross Weight 8600 kg,
Anti Ice OFF, Heater OFF...................................................................... S21-82
Figure S21-72 ROC at AEO 30 min, Gross Weight 8600 kg,
Anti Ice OFF, Heater OFF...................................................................... S21-83
Figure S21-73 ROC at 2.5 min OEI, Gross Weight 8600 kg,
Anti Ice OFF, Heater OFF...................................................................... S21-84
Figure S21-74 ROC at OEI MCP, Gross Weight 8600 kg,
Anti Ice OFF, Heater OFF...................................................................... S21-85
Figure S21-75 ROC at AEO 5 min, Gross Weight 8600 kg,
Anti Ice OFF, Heater ON ....................................................................... S21-86
Figure S21-76 ROC at AEO 30 min, Gross Weight 8600 kg,
Anti Ice OFF, Heater ON ....................................................................... S21-87
Figure S21-77 ROC at 2.5 min OEI, Gross Weight 8600 kg,
Anti Ice OFF, Heater ON ....................................................................... S21-88
Figure S21-78 ROC at OEI MCP, Gross Weight 8600 kg,
Anti Ice OFF, Heater ON ....................................................................... S21-89
Figure S21-79 ROC at AEO 5 min, Gross Weight 8600 kg,
Anti Ice ON, Heater OFF ....................................................................... S21-90
Figure S21-80 ROC at AEO 30 min, Gross Weight 8600 kg,
Anti Ice ON, Heater OFF ....................................................................... S21-91
Figure S21-81 ROC at 2.5 min OEI, Gross Weight 8600 kg,
Anti Ice ON, Heater OFF ....................................................................... S21-92
Figure S21-82 ROC at OEI MCP, Gross Weight 8600 kg,
Anti Ice ON, Heater OFF ....................................................................... S21-93
Figure S21-83 ROC at OEI MCP, Gross Weight 8600 kg,
Anti Ice ON, Heater OFF ....................................................................... S21-94
Figure S21-84 ROC at AEO 30 min, Gross Weight 8600 kg,
Anti Ice ON, Heater ON......................................................................... S21-95
Figure S21-85 ROC at 2.5 min OEI, Gross Weight 8600 kg,
Anti Ice ON, Heater ON......................................................................... S21-96
Figure S21-86 ROC at OEI MCP, Gross Weight 8600 kg,
Anti Ice ON, Heater ON......................................................................... S21-97
GENERAL INFORMATION
This Supplement details the changes to the Basic RFM, to operate the aircraft
with a Weight Extension up to 8600 kg. This information is valid for all weights
in excess of the Basic RFM weight limit of 8300 kg.
SECTION 1 - LIMITATIONS
GENERAL
For Limitations not included in this Supplement see Basic RFM and refer to
Supplement 4 Category A Operations Clear Area Procedures.
If the aircraft weight, at any time, exceeds 8300 kg the entire flight duration
and all Take Offs and Landings must be recorded as flight operations above
8300 kg in the helicopter log-book.
WEIGHT
Maximum gross weight for towing.........................................................8600 kg
Maximum gross weight for taxiing.........................................................8650 kg
Maximum gross weight for
CAT B HIGE Take Off and Landing .......................................................8600 kg
Refer CAT B W.A.T. Limits chart for
HIGE Take Off and Landing ............................. Figure S21-7 to Figure S21-10
Refer CAT B W.A.T.
Limits chart for Rolling Take Off
and Landing ................................................... Figure S21-11 to Figure S21-14
Maximum gross weight for
CAT A Take Off and Landing (Clear Area) ............................................8600 kg
Refer weight Limitations CAT A Take Off
and Landing Clear Area Procedure ................ Figure S21-63 to Figure S21-66
CENTRE OF GRAVITY
Longitudinal limitations ........................................ Figure S21-1 & Figure S21-3
Lateral limitations (inc. Hoist Operations) ........... Figure S21-2 & Figure S21-4
CAUTION
Refer to Basic RFM Section 6 for loading instructions to not
exceed maximum allowable.
AIRSPEED LIMITATIONS
Vne(Power ON, OEI/Power OFF)................................................. Figure S21-5
Maximum airspeed in sideward or rearward flight ..................... Figure S21-23
Maximum allowable tailwind and crosswind ............................... Figure S21-23
On Paved Surfaces
Maximum taxi speed.............................................................................40 knots
Maximum for emergency landing speed
(nose wheel locked in fore and aft position) .........................................60 knots
ALTITUDE LIMITATIONS
Maximum operating altitude .....................................6000 ft (2000 m) Hp or Hd
whichever comes first
Minimum operating altitude ...........................................................Figure S21-6
Maximum Take Off and landing altitude ........................................Figure S21-6
Maximum Altitude for CAT A Clear Area Take Off and
Landing .......................................................................................Figure S21-62
HEIGHT-VELOCITY LIMITATIONS
The Height-Velocity envelope has been split between the high hover
conditions and the Take Off Corridor. The procedures and associated weights
defined in Section 4 guarantee that a Safe Vertical Reject or Flyaway can
always be carried out in a safe manner from a hover out of ground effect
following a single engine failure.
A safe vertical reject can always be carried out from a HIGE condition up to
15 ft at Max Weight.
Cat B Take Off and Landing procedures and associated WAT charts, included
in this section, ensures the aircraft is within the take off corridore of the H-V
envelope.
Weight
The CAT A W.A.T. charts for Clear Area (Figure S21-62 to Figure S21-66),
T-O and Landing procedure, are used to define the maximum take off and
landing weight for the given ambient condition.
SLOPE LIMITATIONS
Sloped Take Off and Landing are limited to the following:
Nose up ........................................................................................................10°
Nose down....................................................................................................10°
Left wing low.................................................................................................10°
Right wing low ..............................................................................................10°
8600
5.1 66 m 5.4 87 m
EASA Approved
8600 kg 8600 kg
8400
7800
7600
7400
7200 5.5 70 m
5.0 29 m
7000 7154 kg 7100 kg
6800
W e ig ht [K g ]
6600
Document N°
AW189 - RFM
6400
189G0290X002
5.0 53 m
5800
5600
5400
5.2 92 m 5.4 77 m
5200
MAST 5400 kg 5400 kg
Issue 1
5000
4,95 5,05 5,15 5,25 5,35 5,45 5,55
Page S21-5
Supplement 21 AW189 - RFM
Weight Extension Document N°
8600 kg 189G0290X002
8800
- 0.089 m + 0.1 03 m
8600 kg 8600 kg
8600
8400
8200
- 0,09 m + 0,1 06 m
8300 kg 8300 kg
8000
7800
7600
7400
7200
W eig ht [kg ]
7000
+ 0.1 22 m
6800 6843 kg
6600 - 0.097 m
6529 kg
6400
6200
6000
5800
5600
5400
- 0.026 m + 0.0 48 m
5400 kg MAS T 5400 kg
5200
- 0,12 - 0,08 - 0,04 0 0,04 0,08 0,12
BL [m]
1 8 9 G 0 8 4 0 W 0 0 4 Re v D ICN - 89 - A - 1 5 5 0 2 1 - G - A 0 1 2 6 - 0 0 0 0 2 - A - 01 -1
EASA Approved
18500
18000
20 2.3 i n 2 1 9 .6 in
17500 18 30 0 l b 1 8 3 0 0 lb
17000
16500
16000
19 8.0 i n 21 9.3 i n
15500 15 77 5 l b 15 65 6 l b
15000
W e ig h t [L b ]
14500
Document N°
AW189 - RFM
189G0290X002
14000 19 8.9 i n
13000
12500
12000
20 8.3 i n 21 5.6 i n
11500
M ast 11 90 0 l b 11 90 0 l b
Issue 1
11000
195 200 205 210 215 220
Page S21-7
Supplement 21 AW189 - RFM
Weight Extension Document N°
8600 kg 189G0290X002
19500
- 3.50 in +4. 06 in
18 96 0 lb 18 96 0 l b
19000
18500
- 3.54 i n +4. 2 in
18000
18 30 0 l b 18 30 0 l b
17500
17000
16500
16000
W eight [lb]
15500
+4. 8 in
15000 15 08 9 l b
- 3.8 i n
14500
13 35 6 l b
14000
13500
13000
12500
12000
- 1.01 in 1.89 in
11 90 0 l b MAST 11 90 0 lb
11500
-5 -4 -3 -2 -1 0 1 2 3 4 5
BL [inches]
189G 0840 W004 Rev D ICN - 89 - A - 155021 - G - A0126 - 00004 - A - 02 - 1
0 °C
+4
OA
EASA Approved
ISA T=
IT
-3
T LIM
OA OA
0° C
T=
-3
55 50
5° C
OA
40
T =-
30
40°
C
20
10
-10
-20
Document N°
AW189 - RFM
189G0290X002
-30
POWER OFF
NE
POWER ON
NE
V
V
NE
V
-40
Issue 1
Figure S21-5 Airspeed Envelope (Vne-Power On, OEI/Power Off)
-1 0 1 2 3 4 5 6 110 120 130 140 150 160 170
PRESSURE ALTITUDE [ft X 1000] V [kIAS]
189G1580A003 Rev.A NE ICN-89-A-155021-G-A0126-00005-A-01-1
8600 kg
Weight Extension
Supplement 21
Page S21-9
Supplement 21 AW189 - RFM
Weight Extension Document N°
8600 kg 189G0290X002
AW189
FLIGHT ENVELOPE
OAT - [°F]
-50-40-30-20-10 0 10 20 30 40 50 60 70 80 90 110 130
10000
3000
Minimum GW
permitted 2800
9000
for area A
6000 kg 2600
8000 2400
2200
7000
2000
6000 1800
1600
5000
1400
Hd
MINIMUM OAT LIMIT
LI
4000
MI
1200
T
60
00
1000
ft
3000
800
Hd
LI
M
OAT LIM
2000 600
IT
35
00
1000
t
LANDING
IT
L IM
ENVELOPE 200
ISA+40°
IT
-50
Hd
Ar 400
0 0
00
ea
-7
C
ft
A
-200
ft
WEIGHT-ALTITUDE-TEMPERATURE
Cat.B HIGE Take OFF/Landing
ZERO WIND (as presented in Section 2A) Eng. AI: OFF
Heater: OFF/ON
5 1.5
-1 0
-20
Hd 0 1
10
3 lim
it 3
50
0f
t
2
OAT/HP range:
0.5
see TO/Landing Envelope
on SECTION 1
1
0 0
81 82 83 84 85 86 87
Gross Weight - [kg x 100]
Figure S21-7 CAT B WAT Limitations, HIGE Take Off and Landing
Anti Ice OFF, Heater OFF/ON, Weight Extension to 8600 kg
Page S21-12
WAT for Cat.B HIGE T.O. & Landing (as presented in Section 2A)
Supplement 21
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600 8600 8600 8600 8276
-500 8600 8600 8600 8600 8600 8600 8600 8600 8600 8106
0 8600 8600 8600 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600 8600 8600
Document N°
AW189 - RFM
189G0290X002
Figure S21-8 CAT B WAT Limitations Table, HIGE Take Off and Landing
EASA Approved
AW189 - RFM Supplement 21
Document N° Weight Extension
189G0290X002 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
Cat.B HIGE Take OFF/Landing
ZERO WIND (as presented in Section 2A) Eng. AI: ON
Heater: OFF/ON
5 1.5
-1 0 -2 0 1
3
0
10
2
0.5
0 0
81 82 83 84 85 86 87
Gross Weight - [kg x 100]
Figure S21-9 CAT B WAT Limitations, HIGE Take Off and Landing Anti Ice
ON, Heater OFF/ON, Weight Extension to 8600 kg
Page S21-14
WAT for Cat.B HIGE T.O. & Landing (as presented in Section 2A)
Supplement 21
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8513
2500 8600 8600 8600 8600 8600 8347
Document N°
AW189 - RFM
3000
189G0290X002
EASA Approved
AW189 - RFM Supplement 21
Document N° Weight Extension
189G0290X002 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
Cat.B ROLLING Take Off
ZERO WIND (as presented in Section 2A) Eng. AI: OFF
Heater: OFF/ON
5 1.5
1
3 OAT/HP range:
see TO/Landing Envelope
on SECTION 1
2
0.5
0 0
81 82 83 84 85 86 87
Gross Weight - [kg x 100]
Figure S21-11 CAT B WAT Limitations, Rolling Take Off Anti Ice OFF,
Heater OFF/ON, Weight Extension to 8600 kg
Page S21-16
WAT for Cat.B Rolling T.O. & Landing (as presented in Section 2A)
Supplement 21
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600 8600 8600 8600 8276
-500 8600 8600 8600 8600 8600 8600 8600 8600 8600 8106
0 8600 8600 8600 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600 8600 8600
Document N°
AW189 - RFM
189G0290X002
Figure S21-12 CAT B WAT Limitations Table, Rolling Take Off Anti Ice
EASA Approved
AW189 - RFM Supplement 21
Document N° Weight Extension
189G0290X002 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
Cat.B ROLLING Take Off
ZERO WIND (as presented in Section 2A) Eng. AI: ON
Heater: OFF/ON
5 1.5
0 ft
imi t 350
Hd l
0 1
3 -10 and below
10
2
0.5
0 0
81 82 83 84 85 86 87
Gross Weight - [kg x 100]
Figure S21-13 CAT B WAT Limitations, Rolling Take Off Anti Ice ON,
Heater OFF/ON, Weight Extension to 8600 kg
Page S21-18
WAT for Cat.B Rolling T.O. & Landing (as presented in Section 2A)
Supplement 21
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8513
2500 8600 8600 8600 8600 8600 8347
Document N°
AW189 - RFM
3000
189G0290X002
Figure S21-14 CAT B WAT Limitations Table, Rolling Take Off Anti Ice
EASA Approved
AW189 - RFM Supplement 21
Document N° Weight Extension
189G0290X002 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HIGE CONTROLLABILITY Eng. AI: OFF
Heater: OFF
5 0
1.5
4 10
1
3 20
30
2
0.5
40
1
MAX 50
OAT
LIM IT
0 55 0
Figure S21-15 WAT for HIGE Controllability AEO 5 min, Anti Ice OFF,
Heater OFF, Weight Extension to 8600 kg
Page S21-20
WAT for HIGE Controllability 5 min AEO
Supplement 21
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600 8496
500 8600 8600 8600 8600 8600 8600 8600 8600 8600 8473
1000 8600 8600 8600 8600 8600 8600 8600 8600 8586 8320
1500 8600 8600 8600 8600 8600 8600 8600 8600 8431 8170
2000 8600 8600 8600 8600 8600 8600 8600 8551 8278 8022
2500 8600 8600 8600 8600 8600 8600 8600 8396 8128 7876
Document N°
AW189 - RFM
189G0290X002
3000 8600 8600 8600 8600 8600 8600 8524 8243 7979
3500 8600 8600 8600 8600 8600 8600 8368 8092 7833
4000 8600 8600 8600 8600 8600 8504 8214 7943 7689
4500 8600 8600 8600 8600 8600 8347 8063 7797
Figure S21-16 WAT Table for HIGE Controllability AEO 5 min, Anti Ice
EASA Approved
AW189 - RFM Supplement 21
Document N° Weight Extension
189G0290X002 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HIGE CONTROLLABILITY Eng. AI: ON
Heater: OFF
5 0 1.5
1
3
2
0.5
0 0
Figure S21-17 WAT for HIGE Controllability AEO 5 min, Anti Ice ON,
Heater OFF, Weight Extension to 8600 kg kg
Page S21-22
WAT for HIGE Controllability 5 min AEO
Supplement 21
OAT [°C]
Issue 1
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
-1000 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600 8600 8600
Document N°
AW189 - RFM
189G0290X002
Figure S21-18 WAT Table for HIGE Controllability AEO 5 min, Anti Ice ON,
EASA Approved
AW189 - RFM Supplement 21
Document N° Weight Extension
189G0290X002 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HIGE CONTROLLABILITY Eng. AI: OFF
Heater: ON
5 0 1.5
10
1
3 20
2
0.5
0 0
Figure S21-19 WAT for HIGE Controllability AEO 5 min, Anti Ice OFF,
Heater ON, Weight Extension to 8600 kg
Page S21-24
WAT for HIGE Controllability 5 min AEO
Supplement 21
OAT [°C]
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
Issue 1
-1000 8600 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600 8600 8600 8600
Document N°
AW189 - RFM
3000
189G0290X002
Figure S21-20 WAT Table for HIGE Controllability AEO 5 min, Anti Ice ON,
EASA Approved
AW189 - RFM Supplement 21
Document N° Weight Extension
189G0290X002 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HIGE CONTROLLABILITY Eng. AI: ON
Heater: ON
5 0 1.5
10
1
3
2
0.5
0 0
Figure S21-21 WAT for HIGE Controllability AEO 5 min, Anti Ice ON,
Heater ON, Weight Extension to 8600 kg
Page S21-26
Heater ON, Engine A.I. ON
Supplement 21
Weight Extension
OAT [°C]
Hp [ft] -40 -30 -20 -10 0 10 20 30 40 50 55
Issue 1
-1000 8600 8600 8600 8600 8600 8600
-500 8600 8600 8600 8600 8600 8600
0 8600 8600 8600 8600 8600 8600
500 8600 8600 8600 8600 8600 8600
1000 8600 8600 8600 8600 8600 8600
1500 8600 8600 8600 8600 8600 8600
2000 8600 8600 8600 8600 8600 8600
2500 8600 8600 8600 8600 8600 8600
Document N°
AW189 - RFM
Figure S21-22 WAT Table for HIGE Controllability AEO 5 min, Anti Ice ON,
EASA Approved
AW189 - RFM Supplement 21
Document N° Weight Extension
189G0290X002 8600 kg
20 30 40 45 kts
-90° 90°
WIND
VELOCITY
-135° 135°
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-151000-A-A0126-04109-A-002-01
SECTION 2 - PROCEDURES
Vtoss/Vblss SELECTION
80
78
76
74
72
e
lin
Vtoss/Vblss [kIAS]
ce
70
en
er
ef
R
68
66
64
62
60
58
56
0 4 8 12 16 20 24 28 32 36 40 44 48 50
Reported Headwind Component [kn]
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HOGE CONTROLLABILITY
Eng. AI: OFF
Gross Weight - [lb x 100] Heater: OFF
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0
-2
0
1
3
-1
0
2
0 0.5
10
1
20
30
0 0
40
50
Figure S21-25 WAT for HOGE Controlability AEO 5 min, Anti Ice OFF,
Heater OFF, Weight Extension to 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HOGE CONTROLLABILITY
Eng. AI: ON
Gross Weight - [lb x 100] Heater: OFF
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0
-2
0 1
3
-1
0
2
0 0.5
10
1
0 0
Figure S21-26 WAT for HOGE Controlability AEO 5 min, Anti Ice ON
Heater OFF, Weight Extension to 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HOGE CONTROLLABILITY
Eng. AI: OFF
Gross Weight - [lb x 100] Heater: ON
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0
-2
0 1
3
-1
0
2
0 0.5
10
1
20
0 0
Figure S21-27 WAT for HOGE Controlability AEO 5 min, Anti Ice OFF,
Heater ON, Weight Extension to 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
5 min AEO HOGE CONTROLLABILITY
Eng. AI: ON
Gross Weight - [lb x 100] Heater: ON
183 184 185 186 187 188 189 190 191
6
-4
0
5 -3
0 1.5
-2
0 1
3
-1
0
2
0.5
0
1
10
0 0
Figure S21-28 WAT for HOGE Controlability AEO 5 min, Anti Ice ON,
Heater ON, Weight Extension to 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
30 min AEO HOGE CONTROLLABILITY
Eng. AI: OFF
Gross Weight - [lb x 100] Heater: OFF
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0
-2
0 1
3
-1
0
2
0 0.5
10
1
20
30
0 0
40
Figure S21-29 WAT for HOGE Controlability AEO 30 min, Anti Ice OFF,
Heater OFF, Weight Extension to 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
30 min AEO HOGE CONTROLLABILITY
Eng. AI: ON
Gross Weight - [lb x 100] Heater: OFF
183 184 185 186 187 188 189 190 191
6
-4 0
5 1.5
-3
0
-2
0 1
3
-1
0
2
0 0.5
1 10
0 0
Figure S21-30 WAT for HOGE Controlability AEO 30 min, Anti Ice ON,
Heater OFF, Weight Extension to 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
30 min AEO HOGE CONTROLLABILITY
Eng. AI: OFF
Gross Weight - [lb x 100] Heater: ON
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0
-2
0 1
3
-1
0
2
0 0.5
10
1
20
0 0
Figure S21-31 WAT for HOGE Controlability AEO 30 min, Anti Ice OFF,
Heater ON, Weight Extension to 8600 kg
WEIGHT-ALTITUDE-TEMPERATURE
for
30 min AEO HOGE CONTROLLABILITY
Eng. AI: ON
Gross Weight - [lb x 100] Heater: ON
183 184 185 186 187 188 189 190 191
6
-4
0
5 1.5
-3
0
-2
0
1
3
-1
0
2
0.5
0
1
0 0
10
Figure S21-32 WAT for HOGE Controlability AEO 30 min, Anti Ice ON,
Heater ON Weight Extension to 8600 kg
8600 kg
Heater: OFF/ON
Pressure altitude - [m x 100]
Eng.AI: OFF
-2 0 2 4 6 8 10 12 14 16 18
Page S21-40
T
Supplement 21
IMI
TL
OA
Weight Extension
X
MA
55 50
Issue 1
40
30
20
10
-10
-20
00
00
83
86
Document N°
AW189 - RFM
189G0290X002
-30
Extension to 8600 kg
-40
EASA Approved
FLY AWAY HEIGHT LOSS
in Hover and from 20 KIAS to reach VFASS
ROTOR 102%
Heater: OFF/ON
Eng.AI: OFF
Pressure Altitude - [m x 100] KIAS - [m/s] Height loss - [m]
18 16 14 12 10 8 6 4 2 0 -2 0 5 10 15 20 25 70 60 50 40 30 20 10 0
EASA Approved
Airspeed
10
System
OAT - [°C] Unreliable
9.8
________
ISA+40°C
9.6
-------
9 .4
9.2
9
MAX OAT
t
LIMIT 8.8
0f 4 0 50 55
00 30 8.6
it 6
lim 20
Hd 8.4
Document N°
10
AW189 - RFM
189G0290X002
8.2
-30 7.4
7.2
-40
Issue 1
7
6.8 TRANSFER
6.6 VALUE
6. 4 ________
6 5 4 3 2 1 0 -1 10 20 30 40 250 200 150 100 50 0
Figure S21-34 Chart B Height Loss During Flyaway Anti Ice OFF,
Pressure Altitude - [ft x 1000] KIAS - [kt] Height loss - [ft]
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00010-A-01-1
8600 kg
Weight Extension
Supplement 21
Page S21-41
FLY AWAY HEIGHT LOSS
in Hover and from 20 KIAS to reach VFAS
ROTOR 102%
8600 kg
Heater: OFF/ON
Eng.AI: ON
Page S21-42
Pressure Altitude - [m x 100] KIAS - [m/s] Height loss - [m]
18 16 14 12 10 8 6 4 2 0 -2 0Airspeed
5 10 15 20 25 70 60 50 40 30 20 10 0
Supplement 21
System 10
Weight Extension
Unreliable
9.8
Issue 1
9.6
OAT - [°C]
________ 9 .4
9.2
9
8.8
8.6
8.4
ft
000 10 8.2
it 6
lim
Hd
8
Document N°
AW189 - RFM
0
189G0290X002
7.8
-10
7.6
-20
7.4
Figure S21-35 Chart B Height Loss During Flyaway Anti Ice ON,
Pressure Altitude - [ft x 1000] KIAS - [kt] Height loss - [ft]
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00011-A-01-1
EASA Approved
AW189 - RFM Supplement 21
Document N° Weight Extension
189G0290X002 8600 kg
Figure S21-36 Height Loss During Flyaway Table 8300 kg and 8600 kg ,
Anti Ice OFF, Heater OFF/ON
Figure S21-37 Height Loss During Flyaway Table 8300 kg and 8600 kg,
Anti Ice ON, Heater OFF/ON
HOVER CEILING
The Hover Ceiling charts define the maximum weights at which an IGE hover
(at 7 ft(2.1 m) wheel height) or an OGE hover is possible for varying
combinations of Pressure Altitude and OAT. The charts presented are for the
weight extension up to 8600kg are:
Note
Unless otherwise authorised by operating regulations, the pilot
is not authorised to credit more than 50 percent of the
perfomance increase resulting from the actual headwind
component.
Information is presented for All Engines Operating (AEO) at 5 minutes power,
30 minutes power rating and MCP.
OEI information is not presented as these conditions are not possible for oper-
ation above 8300 kg.
See Figure S21-38 to Figure S21-53.
OAT/HP RANGE: 16
5
see FLIGHT ENVELOPE
PRESSURE ALTITUDE [ft x 1000]
14
PRESSURE ALTITUDE [m x 100]
SECTION 1
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
ISA+40°
-2
-1
56 60 64 68 72 76 80 84 88
GROSS WEIGHT [kg x 100]
189G1580A003 ISSUE A ICN-89-A-155121-G-A0126-00014-A-01-1
Figure S21-38 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF, Heater OFF,
Weight Extension to 8600 kg
16
5 OAT/HP RANGE:
PRESSURE ALTITUDE [ft x 1000]
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
56 60 64 68 72 76 80 84 88
GROSS WEIGHT [kg x 100]
189G1580A003 ISSUE A ICN-89-A-155121-G-A0126-00015-A-01-1
Figure S21-39 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater OFF,
Weight Extension to 8600 kg
16
5
PRESSURE ALTITUDE [ft x 1000]
14
PRESSURE ALTITUDE [m x 100]
4 OAT/HP RANGE: 12
see FLIGHT ENVELOPE
SECTION 1 10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
56 60 64 68 72 76 80 84 88
GROSS WEIGHT [kg x 100]
189G1580A003 ISSUE A ICN-89-A-155121-G-A0126-00016-A-01-1
Figure S21-40 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF, Heater ON,
Weight Extension to 8600 kg
16
5
10
PRESSURE ALTITUDE [ft x 1000]
4
OAT/HP RANGE: 12
see FLIGHT ENVELOPE
10
3 SECTION 1
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
56 60 64 68 72 76 80 84 88
GROSS WEIGHT [kg x 100]
189G1580A003 ISSUE A ICN-89-A-155121-G-A0126-00017-A-01-1
Figure S21-41 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater ON,
Weight Extension to 8600 kg
-10
0
16
5
PRESSURE ALTITUDE [ft x 1000]
10
10
30
3
8
40
2 6
50
M
AX 4
1 O
AT 2
LI
M
0 OAT - [°C] IT 0
ISA+40°
-2
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-42 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg
-10
0
16
5
PRESSURE ALTITUDE [ft x 1000]
10
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-43 Hover Ceiling OGE at AEO 5 min, Anti Ice ON, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg
-10
0
ft 16
5 00
PRESSURE ALTITUDE [ft x 1000]
10
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-44 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater ON,
Wind Effect Unfactored, Weight Extension to 8600 kg
-20
-10
0
16
5
PRESSURE ALTITUDE [ft x 1000]
10
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-45 Hover Ceiling OGE at AEO 5 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored, Weight Extension to to 8600 kg
-10
0
16
5
PRESSURE ALTITUDE [ft x 1000]
10
4 12
30 10
3 ft
6000
Limit 40 8
Hd
2 6
50
4
M
1
AX
2
O
AT
LI
0 OAT - [°C] 0
M
IT
55
ISA+40°
-2
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-46 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater
OFF, Wind Effect Unfactored, Weight Extension to 8600 kg
-10
0
16
5
PRESSURE ALTITUDE [ft x 1000]
10
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-47 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater
OFF, Wind Effect Unfactored, Weight Extension to 8600 kg
-10
0
0f
t 16
5
PRESSURE ALTITUDE [ft x 1000]
00 10
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-48 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater
ON, Wind Effect Unfactored, Weight Extension to 8600 kg
-30
0 -10
16
5
PRESSURE ALTITUDE [ft x 1000]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-49 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored, Weight Extension to 8600 kg
4 12
10
-20
-30
-10
-40
3
0
8
10 0
M
AX
2 30
2 O
AT 6
LI
M
IT 4
1
40
2
50
0 OAT - [°C] 0
ISA+40°
-2
55
-1
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-50 Hover Ceiling OGE at AEO MCP, Anti Ice OFF, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg
3
-20 10
8
-
2 6
0
10
4
1
2
0 OAT - [°C] 0
-2
-1
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-51 Hover Ceiling OGE at AEO MCP, Anti Ice ON, Heater OFF,
Wind Effect Unfactored, Weight Extension to 8600 kg
16
5
PRESSURE ALTITUDE [ft x 1000]
8
-3 0
-2 0
2 6
-1
4
0
1
2
10
0 OAT - [°C] 0
20
-2
-1
0
HEADWIND [kt]
GROSS WEIGHT
20
MAXIMUM
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-52 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater
ON, Wind Effect Unfactored, Weight Extension to 8600 kg
4 12
-
10
-10
-40
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
HEADWIND [kt]
GROSS WEIGHT
MAXIMUM
20
40
68 70 72 74 76 78 80 82 84 86 88
GROSS WEIGHT [kg x 100]
Figure S21-53 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater ON,
Wind Effect Unfactored, Weight Extension to 8600 kg
W.A.T. CHARTS
Clear Area Procedure Weight Limitations....... Figure S21-63 to Figure S21-66
LANDING DISTANCES
The maximum landing distance OEI from 50 ft AGL to touchdown is 450 m
(1480 ft) and 250 m (820 ft) braking distance for a maximum total landing
distance of 700 m (2300 ft).
8600 kg
V 40 KIAS
50FT A.I. OFF
ZERO WIND ELECTRICAL LOAD 100%
Page S21-64
Supplement 21
-2 0 2 4 6 8 10 12 14 16 18 5 7 9 11 13 15 17 19 21
IT
Issue 1
M
LI
AT
O
AX
M
OAT - [°C]
______
ISA+40°C
55
-------
Hd
L
IM I
50
T6
Document N°
AW189 - RFM
0 00
189G0290X002
ft
83
GW - [kg]
86
______
30
40
20
Figure S21-54 CAT B Take Off Distance Anti Ice OFF, Heater OFF,
-1 0 1 2 3 4 5 6 200 300 400 500 600 700
Pressure Altitude - [ft x 1000] Distance - [m]
189G1580A003 Issue A ICN-89-A-155221-G-A0126-00001-A-01-1
EASA Approved
Cat.B PROCEDURE
TAKE OFF DISTANCE
Clear Air Intake Heater ON
V 40 KIAS
50FT A.I. OFF
ZERO WIND ELECTRICAL LOAD 100%
EASA Approved
-2 0 2 4 6 8 10 12 14 16 18 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35
IT
LIM
AT
XO
MA
OAT - [°C]
______
55
ISA+40°C
50 -------
Hd
LI
M
IT
60
00
ft
Document N°
AW189 - RFM
40
189G0290X002
00
86
83
GW - [kg]
Issue 1
______
10
20 0
Figure S21-55 CAT B Take Off Distance Anti Ice OFF, Heater ON,
-1 0 1 2 3 4 5 6 200 300 400 500 600 700 800 900 1000 1100
Pressure Altitude - [ft x 1000] Distance - [m]
189G1580A003 Issue A ICN-89-A-155221-G-A0126-00002-A-01-1
8600 kg
Weight Extension
Supplement 21
Page S21-65
Cat.B PROCEDURE
TAKE OFF DISTANCE
Clear Air Intake Heater OFF
8600 kg
V 40 KIAS
50FT A.I. ON
ZERO WIND ELECTRICAL LOAD 100%
Page S21-66
Supplement 21
-2 0 2 4 6 8 10 12 14 16 18 5 7 9 11 13 15 17 19 21
Issue 1
Hd L
IMIT
6
000f
t
OAT - [°C]
______
Document N°
AW189 - RFM
189G0290X002
10 ______
00
86
0
-10
Figure S21-56 CAT B Take Off Distance Anti Ice ON, Heater OFF,
-1 0 1 2 3 4 5 6 200 300 400 500 600 700
Pressure Altitude - [ft x 1000] Distance - [m]
189G1580A003 Issue A ICN-89-A-155221-G-A0126-00003-A-01-1
EASA Approved
Cat.B PROCEDURE
TAKE OFF DISTANCE
Clear Air Intake Heater ON
V 40 KIAS
50FT A.I. ON
ZERO WIND ELECTRICAL LOAD 100%
EASA Approved
-2 0 2 4 6 8 10 12 14 16 18 5 7 9 11 13 15 17 19 21 23 25 27 29 31
H
dL
IM
IT
600
OAT - [°C]
0f t
______
10
Document N°
AW189 - RFM
189G0290X002
-1 0 GW - [kg]
Issue 1
______
0
-2
-30
-40
Figure S21-57 CAT B Take Off Distance Anti Ice ON, Heater ON,
-1 0 1 2 3 4 5 6 200 300 400 500 600 700 800 900 1000
Pressure Altitude - [ft x 1000] Distance - [m]
189G1580A003 Issue A ICN-89-A-155221-G-A0126-00004-A-012-1
8600 kg
Weight Extension
Supplement 21
Page S21-67
CAT.B OEI/AEO LANDING DISTANCE
Rotor Speed: 102%
from 50 ft (15 m) AGL to TOUCHDOWN
Rate of Descent: 500 fpm
2 min OEI/TOP AEO Maximum Heater OFF
8600 kg
V 40 KIAS
app Eng. A.I. OFF
ZERO WIND ELECTRICAL LOAD 100%
Page S21-68
Supplement 21
Issue 1
OAT - [°C]
______
ISA+40°C
-------
ft
00
60
IT
M
0 LI
-4 d
H
0
IT -3 -20 10 10
0
Document N°
-
AW189 - RFM
LIM
189G0290X002
00
AT 00
83
XO 86
MA
50
Figure S21-58 CAT B Landing Distance Anti Ice OFF, Heater OFF,
-1 0 1 2 3 4 5 6 234 236 238 240 242 244
Pressure Altitude - [ft x 1000] Distance to Touchdown - [m]
189G1580A003 Issue A ICN-89-A-155221-G-A0126-00005-A-01-1
EASA Approved
CAT.B OEI/AEO
Rotor Speed: 102%
BRAKING DISTANCE from TOUCHDOWN to STOP
Rate of Descent: 500 fpm
2 min OEI/TOP AEO Maximum Heater OFF
V 40 KIAS
app Eng. A.I. OFF
ZERO WIND ELECTRICAL LOAD 100%
EASA Approved
-2 0 2 4 6 8 10 12 14 16 18 5.4 5.8 6.2 6.6 7 7.4 7.8 8.2
OAT - [°C]
______
ISA+40°C GW - [kg]
ft
______
00
-------
60
0
IT
M
-4 0
LI
-3 0
Document N°
Hd
IT
AW189 - RFM
-2 10 0 10
-
189G0290X002
LIM
00
AT
83
XO
86
MA
20
50
30
Issue 1
Figure S21-59 CAT B Braking Distance Anti Ice OFF, Heater OFF,
0 1 2 3 4 5 6 180 200 220 240 260
Pressure Altitude - [ft x 1000] Braking Distance - [m]
189G1580A003 Issue A ICN-89-A-155221-G-A0126-00006-A-01-1
8600 kg
Weight Extension
Supplement 21
Page S21-69
CAT.B OEI/AEO LANDING DISTANCE
Rotor Speed: 102%
from 50 ft (15 m) AGL to TOUCHDOWN
Rate of Descent: 500 fpm
2 min OEI/TOP AEO Maximum Heater OFF
8600 kg
V 40 KIAS
app Eng. A.I. ON
ZERO WIND ELECTRICAL LOAD 100%
Page S21-70
Supplement 21
-2 0 2 4 6 8 10 12 14 16 18 7.64 7.68 7.72 7.76 7.8 7.84 7.88 7.92 7.96 8 8.04
Issue 1
OAT - [°C]
______ ft
00
ISA+40°C 60
IT
------- 0 M
Document N°
LI
AW189 - RFM
-4
189G0290X002
0 Hd
-3 00
0
-2
00
83
86
0
-1
0
GW - [kg]
______
Figure S21-60 CAT B Landing Distance Anti Ice ON, Heater OFF,
-1 0 1 2 3 4 5 6 234 236 238 240 242 244 246
Pressure Altitude - [ft x 1000] Distance to Touchdown - [m]
189G1580A003 Issue A ICN-89-A-155221-G-A0126-00007-A-01-1
EASA Approved
CAT.B OEI/AEO
Rotor Speed: 102%
BRAKING DISTANCE from TOUCHDOWN to STOP
Rate of Descent: 500 fpm
2 min OEI/TOP AEO Maximum Heater OFF
V 40 KIAS
app Eng. A.I. ON
ZERO WIND ELECTRICAL LOAD 100%
EASA Approved
-2 0 2 4 6 8 10 12 14 16 18 6.2 6.6 7 7.4 7.8 8.2 8.6 9
ft
00
60
IT
OAT - [°C] 0 L IM
-4
______ Hd
0
Document N°
AW189 - RFM
ISA+40°C -3 GW - [kg]
189G0290X002
------- 0 ______
-2
83
86
0
-1
0
Issue 1
Figure S21-61 CAT B Braking Distance Anti Ice ON, Heater OFF,
0 1 2 3 4 5 6 200 220 240 260 280
Pressure Altitude - [ft x 1000] Braking Distance - [m]
189G1580A003 Issue A ICN-89-A-155221-G-A0126-00008-A-01-1
8600 kg
Weight Extension
Supplement 21
Page S21-71
Supplement 21 AW189 - RFM
Weight Extension Document N°
8600 kg 189G0290X002
AW189
CAT. A ENVELOPE
OAT [°F]
50 40 30 20 10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
10000
3000
Minimum GW
permitted 2800
9000
for area A
6000 kg
2600
8000
2400
2200
7000
2000
6000 1800
]
Pressure Altitude [ft]
Pressure Altitude [m
1600
5000
1400
Hd
LI
M
4000
MINIMUM OAT LIMIT
1200
IT
60
00
ft
1000
Hd
3000
LI
M
800
IT
35
00
ft
2000 600
OAT L
OAT LIM
Cat.A 400
Hd
IMIT IS
LANDING
MI
IT ISA+
ENVELOPE 200
Ar
A+40°C
ea
50
A
00
20°C
0 0
ft
Hd
74
00
200
ft
50 40 30 20 10 0 10 20 30 40 50 60
OAT [°C]
WEIGHTALTITUDETEMPERATURE
CLEAR AREA Procedure
3. 5
-10 0 1
-20
3
2. 5 0.75
Pressure Altitude [ft x 1000]
1
0.25
0. 5
0 0
81 82 83 84 85 86 87
Gross Weight [kg x 100]
Figure S21-63 CAT A Clear Area Procedure Weight Limitations, Anti Ice
OFF, Heater OFF/ON for Weight Extension to 8600 kg
WEIGHTALTITUDETEMPERATURE
CLEAR AREA Procedure
Eng. AI: ON
Heater: OFF/ON
3. 5
-20
10 1
2. 5 -10 0 0.75
0. 5
1. 5
1
0.25
0. 5
0 0
81 82 83 84 85 86 87
Gross Weight [kg x 100]
Figure S21-65 CAT A Clear Area Procedure Weight Limitations, Anti Ice
ON, Heater OFF/ON for Weight Extension to 8600 kg
PATH 1 GRADIENT
2.5 min OEI
6 18
GROSS WEIGHT
8600 kg 16
5 (18959 lb)
PRESSURE ALTITUDE [ft x 1000]
10
3
8
2 6
MAX OAT LIMIT
4
1
2
-10
10
0
20
-20
0 OAT - [°C] 0
ISA+20°
30
35
-2
-1
50
Vtoss/Vblss [kIAS]
60
Min. Gradient
70
80
0 1 2 3 4 5 6 7 8 9
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
Figure S21-67 CAT A Clear Area PATH 1 Gradient Gross Weight 8600 kg
Anti Ice OFF, Heater OFF
PATH 1 GRADIENT
2.5 min OEI
6 18
GROSS WEIGHT
8600 kg 16
5 (18959 lb)
PRESSURE ALTITUDE [ft x 1000]
10
3
8
2 6
4
1
2
10
-10
0
0 OAT - [°C] 0
-20
-2
-1
50
Vtoss/Vblss [kIAS]
Min. Gradient
60
70
80
0 1 2 3 4 5 6 7 8 9
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
Figure S21-68 CAT A Clear Area PATH 1 Gradient Gross Weight 8600 kg
Anti Ice ON, Heater OFF
PATH 2 GRADIENT
MCP OEI
6 18
GROSS WEIGHT
8600 kg 16
5 (18959 lb)
PRESSURE ALTITUDE [ft x 1000]
10
-10
3
8
-20
20
6
MA
2
XO
4
AT
1
30
LIM
2
IT2
0
0 OAT - [°C] 0
ISA+20°
-2
35
-1
0
HEADWIND COMPONENT [kt]
10
Min. Gradient
20
30
40
50
0 1 2 3 4 5 6 7 8 9
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
Figure S21-69 CAT A Clear Area PATH 2 Gradient Gross Weight 8600 kg
Anti Ice OFF, Heater OFF
PATH 2 GRADIENT
MCP OEI
6 18
GROSS WEIGHT
8600 kg 16
5 (18959 lb)
14
4 12
10
3
-10
8
-20
2 6
4
0
1
2
0 OAT - [°C] 0
10
-2
-1
0
HEADWIND COMPONENT [kt]
10
Min. Gradient
20
30
40
50
0 1 2 3 4 5 6 7 8 9
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft]
Figure S21-70 CAT A Clear Area PATH 2 Gradient Gross Weight 8600 kg
Anti Ice ON, Heater OFF
RATE OF CLIMB
The climb performance shown is based on flight test results and covers the
weight extension to 8600 kg. Rate of Climb performance is given for All
Engines Operating (AEO) conditions and for One Engine Inoperative (OEI)
conditions with the datum speed for all rate of climb graphs at 80 KIAS.
The AEO conditions consider rate of climb available with the engines
operating at the 5 minute Power Rating limit and at the 30 minute Power
Rating limit with Anti Icing OFF and ON and Heater ON and OFF.
The OEI conditions consider rate of climb available with the engines operating
at the 2.5 min rating limit and Maximum Continuous Power (MCP) Rating
limits with the Anti Ice OFF and ON and Heater ON and OFF.
Note
Care should be taken, when using and interpolating between
the OAT curves, that the correct curves are being used.
RATE OF CLIMB
5 min AEO
16
5
14
20
PRESSURE ALTITUDE [ft x 1000]
4 12
30
10
3
ft 8
40
00
T 60
LI MI
2 6
Hd
M
50
4
AX
OA
1
T
2
LI
M
IT
Figure S21-71 ROC at AEO 5 min, Gross Weight 8600 kg, Anti Ice OFF,
Heater OFF
RATE OF CLIMB
30 min AEO
8600 kg 16
5 (18959 lb)
14
PRESSURE ALTITUDE [ft x 1000]
20
PRESSURE ALTITUDE [m x 100]
OAT - [°C]
4 12
ISA+40°
10
ft
3 000 30
T6
LIMI 8
Hd
2 6
4
M
AX
1 40
OA
2
T
LI
M
50 0
IT
0
55
-2
-1
11 12 13 14 15 16 17 18 19
RATE OF CLIMB [ft/min x 100]
Figure S21-72 ROC at AEO 30 min, Gross Weight 8600 kg, Anti Ice OFF,
Heater OFF
RATE OF CLIMB
2.5 min OEI
4 12
-4
0
-3
10
0
-2
10 0
0
3
-1
0
20
8
ft
000
40 30
2 6
IT 6
LIM
4
M
AX
Hd
1
OA
50
2
T
LI
M
0 0
IT
OAT - [°C]
55
ISA+40°
-2
-1
1 2 3 4 5 6 7 8 9
RATE OF CLIMB [ft/min x 100]
Figure S21-73 ROC at 2.5 min OEI, Gross Weight 8600 kg, Anti Ice OFF,
Heater OFF
RATE OF CLIMB
MCP OEI
GROSS WEIGHT
an
8600 kg 16
d
be
5 (18959 lb)
lo
w
14
10
PRESSURE ALTITUDE [ft x 1000]
ft
10
3 00
60
M
IT 8
LI
Hd
2 6
30
MA
4
XO
1
40
2
AT
LIM
0 0
IT
50
OAT - [°C]
55
ISA+40°
-2
-1
-4 -3 -2 -1 0 1 2 3 4
RATE OF CLIMB [ft/min x 100]
Figure S21-74 ROC at OEI MCP, Gross Weight 8600 kg, Anti Ice OFF,
Heater OFF
RATE OF CLIMB
5 min AEO
GROSS WEIGHT
10
ft
8600 kg 16
5 00 (18959 lb)
60
IT 14
PRESSURE ALTITUDE [ft x 1000]
LIM 20
Hd
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
14 15 16 17 18 19 20 21 22
RATE OF CLIMB [ft/min x 100]
Figure S21-75 ROC at AEO 5 min, Gross Weight 8600 kg, Anti Ice OFF,
Heater ON
RATE OF CLIMB
30 min AEO
f t 0
00
IT
60 16
5 LIM
Hd
14
PRESSURE ALTITUDE [ft x 1000]
10
3
8
20
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
12 13 14 15 16 17 18 19 20
RATE OF CLIMB [ft/min x 100]
Figure S21-76 ROC at AEO 30 min, Gross Weight 8600 kg, Anti Ice OFF,
Heater ON
RATE OF CLIMB
2.5 min OEI
16
5
14
PRESSURE ALTITUDE [ft x 1000]
4 12
10
3
8
10
2 6
20
0 -1
GROSS WEIGHT 4
0 -2
1 8600 kg
0 -3
(18959 lb) 2
0 -4
0 0
0
OAT - [°C]
-2
-1
-1 0 1 2 3 4 5 6 7
RATE OF CLIMB [ft/min x 100]
Figure S21-77 ROC at 2.5 min OEI, Gross Weight 8600 kg, Anti Ice OFF,
Heater ON
RATE OF CLIMB
MCP OEI
16
00
60
5
T
MI
14
PRESSURE ALTITUDE [ft x 1000]
4 12
-2
-10
0
10
0
-30
3
8
10
-40
2 6
20
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
-4 -3 -2 -1 0 1 2 3 4
RATE OF CLIMB [ft/min x 100]
Figure S21-78 ROC at OEI MCP, Gross Weight 8600 kg, Anti Ice OFF,
Heater ON
RATE OF CLIMB
5 min AEO
I T6 16
5 LIM 10
Hd
14
PRESSURE ALTITUDE [ft x 1000]
4 12
10
3
8
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
14 15 16 17 18 19 20 21 22
RATE OF CLIMB [ft/min x 100]
Figure S21-79 ROC at AEO 5 min, Gross Weight 8600 kg, Anti Ice ON,
Heater OFF
RATE OF CLIMB
30 min AEO
MIT
H d LI 0 16
5
14
PRESSURE ALTITUDE [ft x 1000]
10
3 10
8
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
12 13 14 15 16 17 18 19 20
RATE OF CLIMB [ft/min x 100]
Figure S21-80 ROC at AEO 30 min, Gross Weight 8600 kg, Anti Ice ON,
Heater OFF
RATE OF CLIMB
2.5 min OEI
16
5
14
PRESSURE ALTITUDE [ft x 1000]
4 12
10
3
8
-4
0
0
10
-3
0
-2
2 6
0
-1
0
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
-1 0 1 2 3 4 5 6 7
RATE OF CLIMB [ft/min x 100]
Figure S21-81 ROC at 2.5 min OEI, Gross Weight 8600 kg, Anti Ice ON,
Heater OFF
RATE OF CLIMB
MCP OEI
14
PRESSURE ALTITUDE [ft x 1000]
Hd
0
4 12
-10
0
10
-40
3
10
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
-4 -3 -2 -1 0 1 2 3 4
RATE OF CLIMB [ft/min x 100]
Figure S21-82 ROC at OEI MCP, Gross Weight 8600 kg, Anti Ice ON,
Heater OFF
RATE OF CLIMB
5 min AEO
-1 16
5 0
14
PRESSURE ALTITUDE [ft x 1000]
4 12
0
10
3 10
8
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
11 12 13 14 15 16 17 18 19
RATE OF CLIMB [ft/min x 100]
Figure S21-83 ROC at OEI MCP, Gross Weight 8600 kg, Anti Ice ON,
Heater OFF
RATE OF CLIMB
30 min AEO
t
00f
60 16
-20
IT
5 LIM
Hd
14
PRESSURE ALTITUDE [ft x 1000]
10
0
3
10
2 6
GROSS WEIGHT 4
1 8600 kg
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
4 6 8 10 12 14 16 18 20
RATE OF CLIMB [ft/min x 100]
Figure S21-84 ROC at AEO 30 min, Gross Weight 8600 kg, Anti Ice ON,
Heater ON
RATE OF CLIMB
2.5 min OEI
16
5
14
PRESSURE ALTITUDE [ft x 1000]
4 12
10
-2
3
0
-4
8
0
-1
0
0
2 6
10
GROSS WEIGHT 4
1 8600 kg
-3
0
(18959 lb) 2
0 0
OAT - [°C]
-2
-1
-1 0 1 2 3 4 5 6 7
RATE OF CLIMB [ft/min x 100]
Figure S21-85 ROC at 2.5 min OEI, Gross Weight 8600 kg, Anti Ice ON,
Heater ON
RATE OF CLIMB
MCP OEI
16
5
PRESSURE ALTITUDE [ft x 1000]
4 12
10
3
-1
10
8
-2
0
2 6
-3
0
GROSS WEIGHT 4
-4
1 8600 kg
0
(18959 lb) 2
0 OAT - [°C] 0
-2
-1
-5 -4 -3 -2 -1 0 1 2 3 4
RATE OF CLIMB [ft/min x 100]
189G1580A003 ISSUE A ICN-89-A-155321-G-A0126-00016-A-01-1
Figure S21-86 ROC at OEI MCP, Gross Weight 8600 kg, Anti Ice ON,
Heater ON
NOISE CHARACTERISTICS
The following noise levels comply with ICAO Annex 16 Vol 1, Chapter 8
Amdt 10, “Aircraft Noise”.
SUPPLEMENT 22
EXTENDED RANGE
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10051759
dated 22 December 2014
1 Title, pages A-1, B-1, S22-4 EASA Approvals
N° 10053250, 10053253
and 10053254
dated 7 May 2015
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S22-i and S22-ii 0
SUPPLEMENT 22
EXTENDED RANGE
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................. S22-3
WEIGHT....................................................................................................................... S22-3
CENTRE OF GRAVITY ............................................................................................... S22-3
FUEL CAPACITIES ..................................................................................................... S22-3
UNUSABLE FUEL ....................................................................................................... S22-3
MISCELLANEOUS LIMITATIONS............................................................................... S22-4
LIST OF FIGURES
Figure Page
Figure S22-1 Forward Fuel Tank Positions ................................................................... S22-1
Figure S22-2 Forward Fuel Tank Positions ................................................................... S22-2
GENERAL INFORMATION
The Extended Range configuration consist of a modified lower fuselage sec-
tion with a modified fuel system, see Figure S22-2. The modified lower section
incorporates three under floor fuel cells which are in addition to the to 2 main
fuel tanks (left hand and right hand). The three additional tanks are connected
together by a connecting tube allowing fuel to flow between the three tanks
and connected to the main tanks so refueling is carried out for all the tanks
from one gravity or pressure refueling point.
Fuel from the three underfloor tanks is transferred into the 2 main tanks by six
ejector pumps (three for each side). These ejector pumps are powered by the
main cells boost pumps assembly which contains two pumps per assembly.
Three ejectors for the right hand main cell and three for the left hand main cell.
The Fuel Gauging System automatically compensates for the additional fuel
quantity using additional dedicated fuel probes in the lower fuselage cells.
Power Plant Synoptic page fuel indication messages that may illuminate for
the Extended Range configuration are shown in Figure S22-1.
The aircraft installed with this configuration are identified by S/N 89### or
S/N 92###.
OFF IDLE
CRANK
1 BAR 2 APU
1.3 1.0 1.0
LH LAT REAR PROBE RH LAT REAR PROBE
TQ 100 % TQ 100 %
ITT 600 ° C ITT 990 ° C
NG 90.0 % NG 90.0 %
ICN-89-A-155000-G-00001-07123-A-001-01
ICN-89-A-155000-G-00001-07101-A-001-01
SECTION 1 - LIMITATIONS
WEIGHT
CENTRE OF GRAVITY
See Basic RFM or appropriate Supplement.
FUEL CAPACITIES
Underfloor Forward Tank Total Usable.............................................. 1230 litres
Total Usable (Main plus Forward Tanks) ........................................... 2569 litres
Unusable (Main Tanks) ............................7 kg/9 litres (4.5 litres per MainTank)
UNUSABLE FUEL
In coordinated
(ball centered) flight .......................... 0 kg indicated/ (7 kg/9 litres total actual)
Hovering in crosswinds or sideways flight with sustained roll angles greater
than ±15° is prohibited when fuel indication, in either tank, is less than 50 kg.
Cross feeding
(tank with pump off, not supplying engines) ........................... maximum 283 kg
Note
During XFEED the unusable fuel level indication will change to
grey to indicate the tank can no longer supply fuel.
MISCELLANEOUS LIMITATIONS
CAUTION
Following a landing on any unprepared surface, at temper-
atures less than -15°C, it is possible that damage may occur to
the helicopter lower fairing. A thorough inspection for damage
to the lower part of the aircraft must be carried out before the
next flight. In case of damage refer to the Maintenance Manual.
Note
Taxiing on unprepared surfaces are allowed only on sur-
faces without significant undulation that could decrease ground
clearance.
1 FUEL PUMP
1 Fuel pressure
low (less than 0.3 bar)
Note
Operation of the APU with 1 FUEL PUMP failure will require the
cross feed to be OPEN to supply fuel pressure to the APU from
2 FUEL PUMP. The APU does not function in suction mode.
Note
Engine operation, in suction mode, is assured and FUEL pres-
sure, is invalid displaying 0 or amber dashed. Avoid abrupt air-
craft manoeuvres.
2 FUEL PUMP
2 Fuel pressure
low (less than 0.3 bar)
- Continue flight
Possible fuel leak,
- Close FUEL XFEED
- Continue flight
CAUTION
When cross feeding, the tank with pump off NOT supplying the
engines, will have a maximum quantity of unusable fuel of up to
283 kg.
Close X-FEED to restore the availability of up to 283 kg of fuel
(fuel level value returns to green). Engine operation, in suction
mode, is assured and FUEL pressure, is invalid displaying 0 or
amber dashed. Avoid abrupt aircraft manoeuvres.
CAUTION
Engine operation, in suction mode, is assured and FUEL pres-
sure is invalid displaying amber ‘0’ or dashed. Avoid abrupt air-
craft manoeuvres.
SECTION 4 - PERFORMANCE
No Change.
SUPPLEMENT 23
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10051741
dated 19 December 2014
Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S23-i and S23-ii 0
SUPPLEMENT 23
CABIN UBBLE WINDOWS
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S23-5
LIST OF FIGURES
Figure Page
Figure S23-1 Left and Right Bubble Windows ............................................................. S23-2
Figure S23-2 Bubble Window Internal Release Handle View ...................................... S23-3
Figure S23-3 Bubble Window External Release Handle and Grip View ...................... S23-4
Figure S23-4 External Markings and Placards.............................................................. S23-6
Figure S23-5 Internal Markings and Placards............................................................... S23-7
GENERAL INFORMATION
The Cabin Bubble Window kit modification P/N 8G5620F00111 installs a bub-
ble window on the left hand and right hand side replacing the cabin forward
windows.
The bubble window allows increased field of view for crew members.
See Figure S23-1.
The two bubble windows have an emergency handle that allows the window to
be removed either from internally or externally in an emergency situation. The
external lever also has a grip mounted on the window to assist in pulling the
window away from the structure. See Figure S23-2 and Figure S23-3.
ICN-89-A-155000-G-00001-04183-A-001-01
ICN-89-A-155000-G-00001-04184-A-001-01
ICN-89-A-155000-G-00001-04185-A-001-01
SECTION 1 - LIMITATIONS
No change
EMERGENCY EXITS
Figure S23-4 and Figure S23-5 show the position of the cabin emergency
exits and placards with the Bubble Windows installation.
EMERGENCY EXIT
PULL 1 PULL RED STRAP TO REMOVE CORD
2 PUSH IN WINDOW
ICN-89-A-155000-G-00001-04186-A-001-01
EXIT
ICN-89-A-155000-G-00001-07102-A-001-01
When the Cabin Bubble Windows are installed aircraft performance is affected
by the installation.
The correction to the aircraft basic performance can be determined by applica-
tion of the values found in Section 5 Performance Correction After Kit Installa-
tion, Table 5-1 Correction Table After Kit Installation.
The Correction to Category A Performance can be determined by application
of the values found in Supplement 4 Category A Operations, Introduction
pages section Performance Correction for Kit Installation, Table 1 Correction
Table After Kit Installation.
No Change.
SUPPLEMENT 24
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10051718
dated 18 December 2014
1 Title, pages A-1 and B-1. EASA Approvals
N° 10052433 and
10052437
dated 26 February 2015
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S24-i thru S24-iv 0
SUPPLEMENT 24
AUTOMATIC SEARCH MODES
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
MINIMUM FLIGHT CREW ........................................................................................... S24-8
WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S24-8
CENTRE OF GRAVITY ............................................................................................... S24-8
SEARCH MODE LIMITATIONS................................................................................... S24-8
FLIGHT DIRECTOR MODES ENGAGEMENT LIMITS AND MINIMUM
USE HEIGHT (MUH) ................................................................................................... S24-9
SEARCH LIMITATIONS .............................................................................................. S24-9
HOIST OPERATION LIMITATIONS .......................................................................... S24-10
Page
DOUBLE RAD ALT FAILURE WITH RHT OR SEARCH MODES ENGAGED.......... S24-31
AMMC FAILURE WITH MOT ENGAGED ................................................................. S24-32
ADS FAILURE WITH SAR MODES ENGAGED....................................................... S24-33
FMS/GPS MISCOMPARE ........................................................................................ S24-33
LIST OF FIGURES
Figure Page
Figure S24-1 MCDU Patterns Page.............................................................................. S24-3
Figure S24-2 Mark On Target (MOT) ............................................................................ S24-5
Figure S24-3 MCDU Expanding Square Search Page ............................................... S24-20
Figure S24-4 MCDU Multi Sector Search Page.......................................................... S24-22
Figure S24-5 MCDU Creeping Line Search Page ...................................................... S24-25
Figure S24-6 MCDU Parallel Pattern Search Page .................................................... S24-27
Figure S24-7 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice OFF, Heater OFF .............................................................. S24-35
Figure S24-8 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice ON, Heater OFF ............................................................... S24-36
Figure S24-9 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice OFF, Heater ON................................................................ S24-37
Figure S24-10 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice ON, Heater ON ................................................................. S24-38
Figure S24-11 Wind/Ground/Air Speed Azimuth Envelope AEO.................................. S24-39
Figure S24-12 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice OFF, Heater OFF. Headwinds Only................................... S24-40
Figure S24-13 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice ON, Heater OFF. Headwinds Only. ................................... S24-41
Figure S24-14 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice OFF, Heater ON. Headwinds Only. ................................... S24-42
Figure S24-15 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice ON, Heater ON. Headwinds Only. .................................... S24-43
Figure S24-16 Chart A Flyaway Transfer Value............................................................ S24-45
Figure S24-17 Chart B Height Loss During Flyaway Anti Ice OFF,
Heater OFF/ON..................................................................................... S24-47
Figure S24-18 Chart B Height Loss During Flyaway, Anti Ice On,
Heater OFF/ON..................................................................................... S24-49
Figure S24-19 Height Loss During Flyaway Table 5500 kg and 5900 kg,
Anti Ice OFF, Heater OFF/ON ............................................................... S24-51
Figure S24-20 Height Loss During Flyaway Table 6300 kg and 6700 kg,
Anti Ice OFF, Heater OFF/ON ............................................................... S24-52
Figure S24-21 Height Loss During Flyaway Table 7100 kg and 7500 kg,
Anti Ice OFF, Heater OFF/ON ............................................................... S24-53
Figure S24-22 Height Loss During Flyaway Table 7900 kg and 8300 kg,
Anti Ice OFF, Heater OFF/ON ............................................................... S24-54
Figure S24-23 Height Loss During Flyaway Table 5500 kg and 5900 kg,
Anti Ice ON, Heater OFF/ON ................................................................ S24-55
Figure S24-24 Height Loss During Flyaway Table 6300 kg and 6700 kg,
Anti Ice ON, Heater OFF/ON ................................................................ S24-56
Figure S24-25 Height Loss During Flyaway Table 7100 kg and 7500 kg,
Anti Ice ON, Heater OFF/ON ................................................................ S24-57
Figure Page
Figure S24-26 Height Loss During Flyaway Table 7900 kg and 8300 kg,
Anti Ice ON, Heater OFF/ON................................................................. S24-58
Figure S24-27 Chart A Flyaway Transfer Value for Weight
Extension to 8600 kg............................................................................. S24-59
Figure S24-28 Chart B Height Loss During Flyaway Anti Ice OFF,
Heater OFF/ON, Weight Extension to 8600 kg .................................... S24-61
Figure S24-29 Chart B Height Loss During Flyaway Anti Ice ON,
Heater OFF/ON, Weight Extension to 8600 kg ..................................... S24-63
Figure S24-30 Height Loss During Flyaway Table 8300 kg and 8600 kg ,
Anti Ice OFF, Heater OFF/ON ............................................................... S24-65
Figure S24-31 Height Loss During Flyaway Table 8300 kg and 8600 kg,
Anti Ice ON, Heater OFF/ON................................................................. S24-66
ABBREVIATIONS
Abbreviations and acronyms used int this Supplement are defined as follows:
— APPR : APPRoach
— TRANS : TRANSition
GENERAL INFORMATION
This Supplement provides information for Search Mode operations when
using the AFCS modes and the FMS search patterns available in the FMS.
Satisfactory operation of the Search Modes has been demonstrated up to 40
kts windspeed (25 kts tail wind) and Sea State 5 (wave heights up to 3.0m).
* The MOT caption is displayed in a dedicated PFD field during the entire
MOT sequence. Differing captions are displayed on the relevant axis (collec-
tive, pitch, roll) in addition to the dedicated MOT captions (NRHT, NIAS,
NPATH, NDCL) in accordance with the phase of the MOT approach active.
Note
TU is activated using the GA/TU button on the collective grip.
Note
The WTR mode is also available, as a stand alone mode, if the
hoist (option file and hoist installation) are present.
SEARCH PATTERNS
Search Patterns are available in the FMS, in accordance with APT-10D stan-
dards, which when selected into the active flight plan using the MCDU, are
displayed on the MFD MAP presentation as an icon before the Search entry
manoeuvre then the complete pattern at entry (refer FMS pilots guide for
entry manoeuvre details). The following Search Patterns are available (in
brackets are the legends on the MCDU):
PATTERNS
SECTOR >
< RTN
ICN-89-A-155000-G-00001-04189-A-001-01
WIND AUTO
Wind data invalid due to TAS or GS invalid or, since
AMMC power-on, TAS is always below 40 KIAS.
WIND AUTO
Wind data valid (TAS valid > 40 KIAS, a/c in
Straight&Level, computed wind magnitude > 5 kts)
WIND AUTO
Wind data frozen for more than 2 minutes due to out
of Straight&Level condition or TAS < 40 KIAS
WIND AUTO
Wind magnitude computed by FMS is below 5 kts
WIND MANUAL
Wind is set in MANUAL (not accepted below 5 kts).
Note
The wind indicator on both PFDs is in MAG or TRUE heading in
accordance with the MAG/TRUE selection switch in MCDU –
FMS SETTINGS page.
Note
If the wind is set to MANUAL the WIND AUTO condition cannot
be restored if the wind data is frozen for more than 2 minutes in
the out ot Straight&Level or the TAS is less than 40 kts
ICN-89-A-155000-G-00001-04190-A-001-01
The MOT manoeuver consists of one of two turns necessary to fly a downwind
leg, then an into wind turn into the direction for final approach into wind which
terminates at zero groundspeed downwind of the target. In order to perform
the correct descent and deceleration to hover 45.72m (150 feet) downwind
and 45.72m (150 feet) to the left of the marked position at 50 feet Rad Alt
height the FMS adds a key waypoint known as Final Hover Approach Fix
(FHAF); the FMS locates the FHAF waypoint approximateky 0.63 NM (3820
feet) downwind of the target in the into wind direction.
The FMS builds the MOT manoeuver through two basic phases of the MOT
flight plan:
Note
The FMS inhibits the MOT activation during the departure (SID)
procedure, arrival (STAR) procedure, approach (APPR or
TRANS green on CDS), holding, offset and missed approach
procedure.
Note
If the MOT is activated and the navigation source is not FMS
the CDS automatically switches to FMS as navigation source,
arms and engages the NPATH mode.
Note
The MOT will engaged if the RAD ALT is valid, the a/c height is
below 2000 ft and the IAS is valid and greater or equal to 50
KIAS.
During the FMS descent to FHAF the VS commands are limited to a maximum
of -1500 fpm with no command for a climb maneuver. As a function of current
height above the target the FMS selects two types of descent profile 3 degree
or 4 degree; if the MOT is initiated below the 3 degree descent path the a/c will
maintain the current altitude (NRHT mode) until intercepting the 3 degree path
down to HOV waypoint.
Only one active MOT flight plan is permitted. An active MOT flight plan is can-
celed by performing one of the following:
SECTION 1 - LIMITATIONS
WEIGHT
— For weight limitations with Cabin Configuration with Nine or Less Pas-
senger Seats see Supplement 27
CENTRE OF GRAVITY
See Basic RFM or appropriate Supplement
• The RHT, TD, TDH, TU, MOT can only be engaged over flat surfaces
which are clear of obstructions.
Note
Recommended minimum IAS reference for TD, TDH, TU and
MOT Mode engagement is 50 KIAS
Note
Above 140 KIAS Fly Manually
SEARCH LIMITATIONS
Flight below 50 KIAS (Vmini) in IMC is only permitted when coupled to a
Search mode.
SEARCH OPERATIONS
MODE DESCRIPTIONS
GA/TU
1. Go Around Mode. The mode may be selected from either collective GA
pushbutton and will give a Go Around automatic ascent when the
conditions for a GA are met i.e.
• airspeed between 80 KIAS and VNE and height between 0 and 2000ft
and non of the following modes engaged: TD, TDH, NPATH.
When engaged the A/C will be controlled to about 1000 feet/min climb at
minimum power airspeed (Vy). Vertical speed and airspeed references
cannot be modified. When GA is requested during an approach and a
missed approach flight plan is provided by an independent Flight
Management System, NAV mode is engaged simultaneously on the roll
axis. Otherwise HDG mode is engaged simultaneously. GA mode
operates on Collective Axis to control Vertical Speed and on Pitch axis to
control airspeed. If a missed approach flight plan is provided, Roll axis is
under control of NAV mode and Yaw axis provides turn coordination.
Otherwise Roll and Yaw axes are under control of HDG mode. GA
disengages automatically when both 200 feet radar-height and 700 feet/
min are achieved, then VS and IAS modes engage
2. Transition Up Mode. The mode may be selected from either collective GA
pushbutton and will give Transition Up, when the conditions for a TU are
met i.e.
Note
Under 20 kts groundspeed to disengage TU mode the collecitve
and cyclic FTR buttons must be pressed simultaneously.
TD/H
1. Transition Down Mode. This mode, when selected and the conditions for
TD are met (height between 150 ft and 2000 ft, airspeed greater than
40 KIAS), transitions the aircraft from the current flight condition down to
200 ft AGL and 80 KIAS level flight. Pressing the TD/H button the FD will
initiate a descent and deceleration to achieve airspeed reference of
80 KIAS and a height reference of 200 ft AGL. When reaching the
reference speed and height the IAS and RHT modes automatically
engage. Pressing the collective FTR button prior to 200 ft will engage
RHT mode at the actual height the button is pushed. 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 TD/H
pushbutton or by selecting another upper mode mode.
2. Transition Down to Hover Mode. This mode, when selected and the
conditions for TDH are met (height between 30 ft and 210 ft, airspeed
below 85 KIAS), transitions the aircraft from the current flight condition
down to 50 ft AGL (or retains the current height if lower), and hover with
0 kts 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 in cruise conditions will engage IAS at the actual
airspeed the button is pushed. Pressing the cyclic FTR button in hover
conditions 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.
MOT
Mark On Target Mode. This mode, when selected, marks the current
position as a waypoint then manoeuvres the aircraft with a downwind leg,
then an up wind turn to establish hover at 0 kts groundspeed, 50 ft (15 m)
AGL in a position 150 ft (46 m) to the left and 150 ft (46 m) downwind of
the marked waypoint.
The MOT sequence is divided in three basic phases:
— MOT TDH-Phase – During this phase, the mode follows FMS guidance
to generate commands for an automatic descent to the hover waypoint
(HOV) at a preset radar height (default is 50 ft AGL), The hover way-
point is located approximately 150 feet downwind and 150 feet to the
left of the MOT waypoint to facilitate a visual approach to the target
location. If entering in this phase the A/C is on the straight vertical vir-
tual path produced by the FMS, AFCS controls A/C along this path
(NPATH displayed on the collective field). If entering in this phase the
A/C is below the vertical path, NRHT engages on collective axis
(NRHT displayed on the collective field) and AFCS control height for
level flight until approaching vertical path, then NPATH engages. Dur-
ing this phase AFCS control A/C along a lateral virtual path produced
by the FMS (NPATH displayed on lateral field) and uses the FMS dis-
tance to the HOV waypoint to compute the ground speed profile to the
HOV waypoint (NDCL displayed on longitudinal field) up to a maximum
deceleration of 0.7 knots/sec.
— Final Target Approach - During this phase, the pilot flies the aircraft
(e.g.: HOV beep switch inputs) from the HOV waypoint to the target
location at or near the MOT waypoint. During this phase the annuncia-
tion displayed on PFD are RHT on collective field and HOV on longitu-
dinal and lateral fields
At any time while MOT mode is engaged and prior to reaching the final
hover height, it is possible to modify the final height reference by pressing
the collective beep switch forward to decrease the final height reference
or aftward to increase the final height reference. The final height reference
is limited to the range from 50 feet to 150 feet AGL.
During the MOT TD-Phase, pressing the collective FTR switch while in
MOT mode causes the RHT mode to engage at the current radar altitude.
During the MOT TD-Phase, pressing the cyclic FTR switch while in MOT
mode causes the RHT and IAS modes to engage synchronizing the
references at the current radar altitude and airspeed respectively.
During the MOT TDH-Phase, pressing the collective FTR switch while in
MOT mode causes the RHT mode to engage at the current radar altitude.
During the MOT TDH-Phase, pressing the cyclic FTR switch while in MOT
mode causes the HOV modes to engage synchronizing the HOV ground
speed references to the current ground velocities.
When reaching the reference height and groundspeed the RHT and HOV
modes automatically engage. The MOT Mode can only be exited by
pushing the MOT pushbutton or selecting another Search AFCS mode.
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 cabin controller (mounted under the
HO window) or 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 disengaging HOV mode.
Note
When WTR mode is engaged and the pilot wants to temporarily
modify the ground speed by cyclic inputs against the force feel
this should be carried out using a series of small inputs and
after each input the cyclic should return into the detent position
within 3 seconds to avoid a MISTRIM condition.
— Expanding Square
— Sector
— Creeping Line
— Parallel.
For a full description of Search mode search pattern operation refer to opera-
tors Manual.
— When the Search pattern defined by the pilots is activated and coupled
with the AFCS the NAV system steers the desired search pattern
allowing the pilot to carry out surveillance activities.
During the SAR pattern the SUSPEND function is allowed only if the
XTE (Cross-Track Error) is below 0.1 NM.
Note
CHECK SAR SPEED will appear on MCDU alert page, with
MSG annunciation on both PFDs, any time current IAS is more
than 10 KIAS with respect to the SAR IAS selected within the
SAR Pattern Page.
Note
CHECK WIND SPEED will appear on MCDU alert page, with
MSG annunciation on both PFDs, at any time from the comple-
tion of SAR entry maneuver when the current wind magnitude
calculated by FMS is more than 10 KIAS with respect to the
SAR WIND selected within the SAR Pattern Page.
Note
BANK > 20 amber message will appear on MCDU SAR Pattern
Page if the maximum roll steering, as computed by FMS, nec-
essary to correctly fly the SAR pattern “on-path” is above the
safety threshold of 20 degree for: night/poor visibility or sever
meteorological SAR condition.
Note
“X LEGS NOT FEASIBLE” where X=2, …, 10 or “NOT FEASI-
BLE” message will appear on MCDU SAR Pattern Page if the
first X legs of SAR pattern are not feasible or the whole SAR
pattern is not feasible. These messages advise the pilots that
the first legs or the whole SAR pattern will be flown with poor
accuracy.
Initial Length
08
04 05
Max Radius
01
Initial Track
SPST
03 02 Leg Space
07 06
ICN-89-A-155000-G-00001-04191-A-001-01
Note
Using the expanding square definition parameters the FMS
computes the feasibility of search pattern with the IAS/GSPD,
wind, leg space/length and Max Bank defined by the pilot. In
case X legs are NOT feasible the FMS displays the "X LEG
NOT FEASABLE" message on MCDU where X is the first legs
of expanding square search pattern up to 10 legs not feasible.
This message is an advisory message only. If the pilot confirms
the pattern through the CONFIRM button the pattern is
accepted and executed but without any accuracy guarantee for
the first X legs.
EXPANDING SQUARE
SPEED
IAS / GS
MAX RADIUS WIND SPD
MAX BANK
ICN-89-A-155000-G-00001-04192-A-001-01
03 08
01
10 Initial Track
SPST
Radial Space
09 02 Sector Angle
06 05
Radius
ICN-89-A-155000-G-00001-04193-A-001-01
Note
Using the Multi-Sector definition parameters the FMS computes
the feasibility of search pattern with the IAS/GS, wind, leg
space/length and Max Bank defined by the pilot. In case the
legs of sectors are NOT feasible in terms of performance of
coverage the FMS displays the "NOT FEASABLE" message on
MCDU. This message is an advisory message only. If the pilot
confirm the pattern through the CONFIRM button the pattern is
accepted and executed but without any accuracy guarantee.
SECTOR
SPEED
IAS / GS
RADIUS WIND SPD
MAX BANK
ICN-89-A-155000-G-00001-04194-A-001-01
01 02 05 06 09 10 13 14
SPST Vessel
Track
Pattern
Width
03 04 07 08 11 12
Spacing
Pattern Length
ICN-89-A-155000-G-00001-04195-A-001-01
Note
Using the Creeping Line definition parameters the FMS com-
putes the feasibility of search pattern with the IAS/GS, wind, leg
space/length and Max Bank defined by the pilot. In case the
legs of the Creeping Ladder are NOT feasible in terms of perfor-
mance of coverage the FMS displays the "NOT FEASABLE"
message on MCDU. This message is an advisory message
only. If the pilot confirms the pattern through the CONFIRM but-
ton the pattern is accepted and executed but without any accu-
racy guarantee.
CREEPING LINE
SPEED
IAS / GS
MAX LENGTH WIND SPD
MAX BANK
ICN-89-A-155000-G-00001-04196-A-001-01
Pattern
Width
02
SPST
04 03
05 06
Search Track
08 07
Spacing
09 10
11
Pattern Length
ICN-89-A-155000-G-00001-04197-A-001-01
Note
Using the Parallel Search definition parameters the FMS com-
putes the feasibility of search pattern with the IAS/GS, wind, leg
space/length and Max Bank defined by the pilot. In case the
legs of the Parralel Pattern are NOT feasible in terms of perfor-
mance of coverage the FMS displays the "NOT FEASABLE"
message on MCDU. This message is an advisory message
only. If the pilot confirms the pattern through the CONFIRM but-
ton the pattern is accepted and executed but without any accu-
racy guarantee.
PARALLEL
SPEED
IAS / GS
MAX WIDTH WIND SPD
MAX BANK
ICN-89-A-155000-G-00001-04198-A-001-01
Note
The flyaway procedures and performance charts are copied
from the Basic RFM and Supplement 21.
The hover flyaway height loss defined in Figures and Tables, Figure S24-16 to
Figure S24-31 in Section 4 of this Supplement assume the following flyaway
procedure is followed:
Note
The height loss indicated on chart Figure S24-16 to Figure S24-
31, for ambient condition and aircraft weight, guarantees that
VFASS (50 KIAS) will be achieved and a subsequent minimum
Rate Of Climb of 150 fpm at Vy is assured.
Continue flight
Note
During MOT operation MOT caption on PFD is displayed amber
to indicate loss of redundancy.
Note
During MOT operation MOT caption on PFD is displayed amber
with RNP and FMS DGR messages in amber on the PFD.
Note
The MOT pattern remains displayed whenever any of the
modes handled by MOT remain engaged.
- Continue flight
CAUTION
When either RAD ALT fails, the LANDING GEAR CAS caution
and associated audio message activate erroneously when the
aircraft is above 200 ft AGL and the landing gear is retracted.
- Continue flight
• RAD ALT functioning is lost
• RHT, TDH, TD, TU, MOT modes not available
• Low Height protection not available ( HT LOSS
message on attitude indicator)
• DH message is inactive
Note
AFCS collective modes automatically revert to ALT
FDR FAIL
Continue Flight
Note 1
The 1(2) AMMC FAIL caution may generate DU MON message
on PFD if the selected NAV source is FMS.
Note 2
In case of 1 AMMC FAIL: loss of MGB & TGB OIL TEMP indica-
tion, loss of HYD 1 pressure and temperature indications, loss
of FUEL 1 pressure and FUEL quantity indications, Loss of
FMS 1, loss of DMAP 1 (if fitted),
In case of 2 AMMC FAIL: loss of MGB OIL PRESS, IGB OIL
TEMP indication, loss of HYD 2 pressure and temperature indi-
cations, loss of FUEL 2 pressure and FUEL quantity indications,
Loss of FMS 2, loss of DMAP 2 (if fitted).
Continue flight
Search modes may be re-engaged
FMS/GPS MISCOMPARE
FMS/GPS MSCP
Note
The weight defined in the charts above also provide adequate
control margins for Hoist operations within the applicable oper-
ating envelopes.
5 1.5
MA
1
X
OA
3
T
-10
-20
-30
-40
LI
30
20
10
40
0
MI
T
2
0.5
1 OAT - [°C]
50
______
ISA+40°C
-------
0 0
55
65 67 69 71 73 75 77 79 81 83 85 87
Gross Weight - [kg x 100]
Figure S24-7 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice OFF, Heater OFF
5 1.5
1
3
-10
-20
-30
-40
10
0
2
0.5
1 OAT - [°C]
______
0 0
65 67 69 71 73 75 77 79 81 83 85 87
Gross W eight - [kg x 100]
Figure S24-8 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice ON, Heater OFF
5 1.5
1
3
-10
-20
-30
-40
20
10
0
2
0.5
1
OAT - [°C]
______
0 0
65 67 69 71 73 75 77 79 81 83 85 87
Gross Weight - [kg x 100]
Figure S24-9 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice OFF, Heater ON
5 1.5
1
3
-10
-20
-30
-40
10
0
2
0.5
1
OAT - [°C]
______
0 0
65 67 69 71 73 75 77 79 81 83 85 87
Gross Weight - [kg x 100]
Figure S24-10 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice ON, Heater ON
-10° +10°
DIRECTION DIRECTION
OF WIND OF WIND
20 30 35 50 kts
WIND
VELOCITY
DIRECTION DIRECTION
OF WIND OF WIND
ICN-89-A-155000-G-00001-07130-A-001-01
16
5
PRESSURE ALTITUDE [ft x 1000]
0
30
4 12
10
40
3
8
MAX
2 6
OAT
4
50
1
LIMI
2
T
0 OAT - [°C] 0
ISA+40°
55
-2
-1
0
UNFACTORED HEADWIND [kn]
10
20
30
40
50
70 72 74 76 78 80 82 84 86
GROSS WEIGHT [kg x 100]
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00005-A-01-1
Figure S24-12 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice OFF, Heater OFF. Headwinds Only.
16
5
PRESSURE ALTITUDE [ft x 1000]
-20
-3 0
-40
-10
10
0
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
UNFACTORED HEADWIND [kn]
10
20
30
40
50
70 72 74 76 78 80 82 84 86
GROSS WEIGHT [kg x 100]
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00006-A-01-1
Figure S24-13 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice ON, Heater OFF. Headwinds Only.
16
5
PRESSURE ALTITUDE [ft x 1000]
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
UNFACTORED HEADWIND [kn]
10
20
30
40
50
70 72 74 76 78 80 82 84 86
GROSS WEIGHT [kg x 100]
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00007-A-01-1
Figure S24-14 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice OFF, Heater ON. Headwinds Only.
16
5
PRESSURE ALTITUDE [ft x 1000]
-20
-3 0
-40
-10
0
4 12
10
3
8
2 6
4
1
2
0 OAT - [°C] 0
-2
-1
0
UNFACTOREDHEADWIND [kn]
10
20
30
40
50
70 72 74 76 78 80 82 84 86
GROSS WEIGHT [kg x 100]
189G1580A001 Rev.C ICN-89-A-155024-G-A0126-00008-A-01-1
Figure S24-15 WAT Limitations for TD, TD/H, MOT & TU Mode Operation,
Eng Anti Ice ON, Heater ON. Headwinds Only.
Note
For IAS indication below 20 KIAS a value of 0 KIAS must be
used in the charts/tables.
The charts/tables do not include any clearance height. If the hover height is
greater than the height loss indicated by the chart then a flyaway capability
exists and the Flyaway Procedure should be followed. It is the Pilots responsi-
bility to add any appropriate clearance height.
The Flyaway procedure can be found in Section 3. See “Single Engine Failure
in Hover OGE Flyaway Procedure” on page S24-28.
CAUTION
If the helicopter weight, at the time of engine failure, is less or
equal to the Hover OGE 2.5min OEI weight an engine failure in
the hover will result in no height loss provided that the pilot does
not intervene on the flight controls. VY must be achieved within
2.5 minutes.
In this case a vertical landing may also be accomplished within
2.5 minutes.
Note
The height loss indicated on charts, for ambient condition and
aircraft weight, guarantees that VFASS (50 KIAS) will be
achieved and a subsequent minimum Rate Of Climb of 150 fpm
at Vy is assured.
Figure S24-17 Chart B Height Loss During Flyaway Anti Ice OFF,
Heater OFF/ON
Figure S24-18 Chart B Height Loss During Flyaway, Anti Ice On,
Heater OFF/ON
Figure S24-19 Height Loss During Flyaway Table 5500 kg and 5900 kg,
Anti Ice OFF, Heater OFF/ON
Figure S24-20 Height Loss During Flyaway Table 6300 kg and 6700 kg,
Anti Ice OFF, Heater OFF/ON
Figure S24-21 Height Loss During Flyaway Table 7100 kg and 7500 kg,
Anti Ice OFF, Heater OFF/ON
Figure S24-22 Height Loss During Flyaway Table 7900 kg and 8300 kg,
Anti Ice OFF, Heater OFF/ON
Figure S24-23 Height Loss During Flyaway Table 5500 kg and 5900 kg,
Anti Ice ON, Heater OFF/ON
Figure S24-24 Height Loss During Flyaway Table 6300 kg and 6700 kg,
Anti Ice ON, Heater OFF/ON
Figure S24-25 Height Loss During Flyaway Table 7100 kg and 7500 kg,
Anti Ice ON, Heater OFF/ON
Figure S24-26 Height Loss During Flyaway Table 7900 kg and 8300 kg,
Anti Ice ON, Heater OFF/ON
EASA Approved
T
X OA
MA
55 50 40
30
20
10
-10
-20
00
00
83
86
Document N°
AW189 - RFM
189G0290X002
-30
OAT - [°C]
________
ISA+40°C GW (kg)
------- ________
Issue 1
Figure S24-27 Chart A Flyaway Transfer Value for Weight
-1 0 1 2 3 4 5 6 6.5 7 7.5 8 8.5 9 9.5 10
Pressure altitude - [ft x 1000] TRANSFER VALUE
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00009-A-01-1
Automatic Search
Modes
Supplement 24
Page S24-59
Supplement 24 AW189 - RFM
Automatic Search Document N°
Modes 189G0290X002
EASA Approved
Airspeed
10
System
OAT - [°C] Unreliable
9.8
________
ISA+40°C
9.6
-------
9 .4
9.2
9
MAX OAT
LIMIT 8.8
ft 4 0 50
00 55 8.6
it 60 30
lim 20
Hd 8.4
Document N°
10
AW189 - RFM
189G0290X002
8.2
-30 7.4
7.2
-40
Issue 1
7
6.8 TRANSFER
6.6 VALUE
6. 4 ________
6 5 4 3 2 1 0 -1 10 20 30 40 250 200 150 100 50 0
Figure S24-28 Chart B Height Loss During Flyaway Anti Ice OFF,
Pressure Altitude - [ft x 1000] KIAS - [kt] Height loss - [ft]
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00010-A-01-1
Automatic Search
Modes
Supplement 24
Page S24-61
Supplement 24 AW189 - RFM
Automatic Search Document N°
Modes 189G0290X002
EASA Approved
System 10
Unreliable
9.8
9.6
OAT - [°C]
________ 9 .4
9.2
9
8.8
8.6
8.4
ft
000 10 8.2
it 6
lim
Hd
8
Document N°
AW189 - RFM
0
189G0290X002
-30 7.2
7
-40
6.8
Issue 1
6.6
6.4 TRANSFER
6 6.2 VALUE
________
6 5 4 3 2 1 0 -1 10 20 30 40 250 200 150 100 50 0
Figure S24-29 Chart B Height Loss During Flyaway Anti Ice ON,
Pressure Altitude - [ft x 1000] KIAS - [kt] Height loss - [ft]
189G1580A003 Rev.A ICN-89-A-155121-G-A0126-00011-A-01-1
Automatic Search
Modes
Supplement 24
Page S24-63
Supplement 24 AW189 - RFM
Automatic Search Document N°
Modes 189G0290X002
Figure S24-30 Height Loss During Flyaway Table 8300 kg and 8600 kg ,
Anti Ice OFF, Heater OFF/ON
Figure S24-31 Height Loss During Flyaway Table 8300 kg and 8600 kg,
Anti Ice ON, Heater OFF/ON
SUPPLEMENT 25
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10051714
dated 18 December 2014
1 Title, pages A-1, B-1, S25-5 EASA Approvals
N° 10053253 and
10053254
dated 7 May 2015
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S25-i and S25-ii 0
SUPPLEMENT 25
RADIO EQUIPMENT ROCKWELL
COLLINS HF-9000
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S25-5
HF-9000 LIMITATION.................................................................................................. S25-5
LIST OF FIGURES
Figure Page
Figure S25-1 MCDU HF Tune page (reference only)................................................... S25-1
Figure S25-2 MCDU HF Main page (reference only)................................................... S25-2
Figure S25-3 MCDU HF Settings page (reference only).............................................. S25-2
Figure S25-4 MCDU HF Power page (reference only)................................................. S25-3
Figure S25-5 Hoist Installation Side View .................................................................... S25-3
Figure S25-5 MCDU HF Emission Mode page (reference only) .................................. S25-3
Figure S25-6 MCDU HF Preset page (reference only) ................................................ S25-4
GENERAL INFORMATION
The HF Radio System P/N 8G2310F00311 or P/N 8G2310F00611 is the
Rockwell Collins HF-9000 and it is a versatile, solid-state, HF radio communi-
cations systems. The HF-9000 provides Radio communication features in the
HF (High Frequency) band, which covers the 2.0 MHz to 29.9999 MHz fre-
quency range with LSB-AM and USB modulation.
The HF Radio System consists of four units:
• Receiver-transmitter (HF-9031A)
• Antenna Array (mounted on the tail cone).
The system is supplied by 28VDC and its operation is performed by means of
the MCDU displays mounted in the interseat console. See Figure S25-1 to
Figure S25-6 for examples of the MCDU pages.
The HF audio level is controlled though the appropriate ICS Audio panel.
When the Cabin PC is installed, the HF radio can also used through a dedi-
cated Virtual control Panel interface. Modifications performed on the Cabin PC
are automatically updated to the MCDU and viceversa.
TUNE 2/3
HF TX
[R22.2222/T25.0000]
2210/MAR
<[R22.2222/T25.0000]
0011/MPXL
<RTN DESEL NAVAID>
[ ]
ICN-89-A-155000-G-00001-07124-A-001-01
HF
FREQ TX
[R02.0000/T02.0000]
EMISSION
[0020/FFGH] LS>
[R05.0000/T05.0000]
[2210/MAR ] TEST
SQUELCH EMERGENCY
<3 OFF/ ON
<PRESET SETTINGS>
[ ]
ICN-89-A-155000-G-00001-07125-A-001-01
HF SETTING
POWER MODE
<LOW OPER/ STBY
STATUS
ON
EMER SETUP
4.1250/2>
<RTN
[ ]
ICN-89-A-155000-G-00001-07126-A-001-01
HF POWER
INHB
LOW *
MEDIUM
HIGH
[ ]
ICN-89-A-155000-G-00001-07127-A-001-01
HF EMISSION MODE
LS
US
AM
[ ]
ICN-89-A-155000-G-00001-07128-A-001-01
HF PRESENTS 1/4
1 ----/US
<[R 2.0000/T 2.0000] ACT>
2 ----/US
<[R 2.0000/T 2.0000] ACT>
3 ----/US
<[R 2.0000/T 2.0000] ACT>
4 ----/US
<[R 2.0000/T 2.0000] ACT>
5 ---- / --
<[R --. ---- /T --. ---- ] ACT>
<RTN
[ ]
ICN-89-A-155000-G-00001-07129-A-001-01
SECTION 1 - LIMITATIONS
HF-9000 LIMITATION
The HF radio system transmissions are inhibited when the aircraft is on the
ground (WOW).
With cabin door open, HF-9000 radio transmissions are prohibited.
HF Power Level must not be selected to INHIBIT to avoid spurious HF trans-
missions.
SYSTEM CHECKS
IN FLIGHT PROCEDURES
Note
The Maritime Channel 2253, when entered on MCDU, the sys-
tem selects the frequencies R22822.0 KHz - T22126.0 KHz,
instead of R22852.0 KHz - T22156.0 KHz.
To operate on this channel the operator shall enter manually the
correct frequencies and select the emission mode to US.
Note
For complete HF radio functionality refer to the Rockwell Collins
HF-9000 Communications System Operators Guide, latest
issue.
Note
If the Cabin PC controller is fitted the operator should coordi-
nate HF settings with the cockpit crew before transmitting.
SUPPLEMENT 26
CABIN EXTENSION
P/N 8G2550F00411
P/N 8G2520F01511
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10051744
dated 19 December 2014
1 Title, pages A-1, B-1, S26-i, S26-ii, EASA Approval
S26-1 thru S26-10 N° 10053233
dated 6 May 2015 and
EASA Approvals
N° 10053252 and
10053254
dated 7 May 2015
Page Revision N°
Title 1
A-1 1
A-2 0
B-1 1
B-2 0
S26-i and S26-ii 1
SUPPLEMENT 26
CABIN EXTENSION
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
GENERAL.................................................................................................................... S26-5
WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S26-5
CABIN LIMITATIONS .................................................................................................. S26-5
FOLDABLE SEAT LIMITATIONS P/N 8G2520F01511 ............................................... S26-5
LIST OF FIGURES
Figure Page
Figure S26-1 4th Row Foldable Seats ......................................................................... S26-2
Figure S26-2 Seat back locking device........................................................................ S26-3
Figure S26-3 Folding seats view looking forward ........................................................ S26-4
GENERAL INFORMATION
The Cabin Extension modifications allow access to the baggage bay from the
cabin. Two configurations are available:
P/N 8G2550F00411
This modification removes the cabin to baggage bay barrier and the 4th Row 2
central passenger seats.
The crew can pass through the space between the fuel tanks to access equip-
ment in the baggage bay.
P/N 8G2520F01511
This kit consists of an installation of 4th row foldable seats P/N
8G2520F01511 and the removal of the cabin to baggage bay barrier. The 4th
row, 2 central, passenger seat installation pemits the back rests to be un-
latched and folded forwards. This allows access to the baggage bay via the
corridor between the fuel tanks. The back rest, once folded forward, may be
used as a step to access the corridor. See Figure S26-1
The complete installation consists of a back rest support beam, mounted in
the space between the fuel tanks. This beam contains the inertia reel seat belt
fittings and seat locking latch. The back rests of the two central seats are nor-
mally locked against this beam with the seat belts fed through the gap below
the head rest. The is the normal position for the seats.
If access to the baggage bay is required the two middle seats can be un-
latched from the beam by rotating the locking knobs mounted on each seat
back, see Figure S26-2, and the back rest folded forward by removing the
headrests allowing the seat belt shoulder harnesses to return to the fully
reeled in position in the inertia reel unit. The seat backs can be folded fully for-
ward to rest on the seat cushion. The support beam can then be un-locked on
the right hand side, using the quick-pin, and the beam folded rearwards
against the fuel tank to open the space between the fuel tanks. Using the
folded back rest as a step the crew can pass through the space between the
tanks to access equipment in the baggage bay. No equipment may be put in
the space between the fuel tanks.
To close the seat back the support beam must be re-positioned and locked in
place using the quick-pin. The seat back can then be moved to the upright
position, feeding the seat belts into the top recess of the seat and replacing
the headrest, and then the seat backs locked in position using the latches on
the support beam and seat back.
ICN-89-A-155000-G-00001-07105-A-001-01
SEAT BELT
SEAT BELTS
Quick Pin
ICN-89-A-155000-G-00001-04187-A-001-01
BEAM RELEASE
QUICK-PIN
ICN-89-A-155000-G-00001-04188-A-001-01
SECTION 1 - LIMITATIONS
GENERAL
The Cabin Extension configurations do not permit the use of the Cargo Net
P/N 8G2550V00131.
P/N 8G2550F00411
This configuration is compatible with cabin configuration P/N 8G2520F01111,
provided the 4th row 2 central seats are removed, or a seat configuration that
contains unobstructed space through the cabin of not be less than 508 mm
(1 ft 8 in) wide to access the rear area.
P/N 8G2520F01511
This configuration is compatible with cabin configuration P/N 8G2520F01111
or a seat configuration that contains unobstructed space through the cabin of
not be less than 508 mm (1 ft 8 in) wide to access the rear area.
CABIN LIMITATIONS
— A suitably trained cabin attendant must be present, seated in a position
for easy access to the cabin extension area.
P/N 8G2550F00411
No change
P/N 8G2520F01511
AREA N°7 (Cabin and Cockpit Interior)
1. Cabin 4th row foldable seats — Back rest support beam installed
correctly and back rests locked in
the upright position. Seat belts
installed correctly.
Pre Take Off Checks
1. Cabin 4th row foldable seats — Seats locked in upright position, if
occupied or not.
In Flight
1. Baggage bay access, if required — Cabin 4th row foldable seats,
remove head rests (and stow) then
unlock and fold back rest forward,
remove the quick pin and fold
support beam rearwards to access
baggage bay.
2. Baggage bay access — When access to baggage bay is
complete close and lock back rest
beam, seat back, install shoulder
harnesses and replace head rests.
Pre Landing Checks
1. Cabin 4th row foldable seats — Back rest support beam installed,
back rests locked in the upright
position and shoulder harnesses
installed correctly, if seats
occupied or not.
YES
Use on board hand held
extinguisher to fight fire
CAUTION
If the fire is not completely extinguished, increased ventilation
may aggravate the problem.
No change.
No Change.
SUPPLEMENT 28
RECORD OF REVISIONS
REVISION
SUBJECT APPROVAL
No.
— Issue 1 EASA Approval
N° 10051722
dated 18 December 2014
Page Revision N°
Title 0
A-1 and A-2 0
B-1 and B-2 0
S28-i and S28-ii 0
SUPPLEMENT 28
EXTERNAL PUBLIC ADDRESS SYSTEM
TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS
WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S28-3
MISCELLANEOUS LIMITATIONS............................................................................... S28-3
LIST OF FIGURES
Figure Page
Figure S28-1 NAT AA21-407 PA Control Panel ........................................................... S28-1
Figure S28-2 ICS Audio Panel .................................................................................... S28-2
GENERAL INFORMATION
The External and Internal Public Address System (PA) installation consists of
an external loud speaker unit (mounted under the tail cone) and internally
mounted speakers. The loud speakers are controlled by the NAT AA21-407
PA control panel mounted in the interseat console (See Figure S28-1 ). The
panel allows selection of internal (INT) or external (EXT) speakers, siren tone
(WAIL/YELP), volume control and selection of PA or RADIO re-broadcast
(provision only). The PA control panel is powered continuously when the cir-
cuit breaker is in.
The control panel is interfaced with the aircraft ICS Audio panel (See Figure
S28-2 ). Selecting the ICS rotary switch the PA position the Pilot/Copilot
microphone messages may be broadcast internally or externally.
The PA panel is NVIS green compliant.
VO L PA W AI L EX T ON
OFF nat
RADIO YEL P IN T
ICN-89-A-155000-G-00001-07111-A-001-01
ICN-89-A-155000-G-00001-07109-A-001-01
SECTION 1 - LIMITATIONS
MISCELLANEOUS LIMITATIONS
PA system, when not in use, must be switched to INT.
IN FLIGHT
Note
The ICS panel selected to PA will broadcast all communication
spoken on that microphone.
When PA system operation is no longer required.
CAUTION
If external loudspeaker operation is required on ground, all
ground personnel in the vicinity of helicopter must wear protec-
tive hearing equipment.
Note
The ICS panel selected to PA will broadcast all communication
spoken on that microphone.
SECTION 6
WEIGHT AND BALANCE
TABLE OF CONTENTS
Page
SECTION 6
GENERAL ...............................................................................................................................6-1
DEFINITIONS ..........................................................................................................................6-2
REFERENCE LINES ...............................................................................................................6-3
WEIGHTS, ARMS AND MOMENTS .....................................................................................6-10
PILOT/COPILOT.............................................................................................................6-10
16-SEAT CONFIGURATION (ALL SEATS FORWARD) ................................................6-12
16-SEAT CONFIGURATION (FIRST ROW AFT, 12 SEATS FORWARD) ....................6-16
18-SEAT CONFIGURATION ..........................................................................................6-20
19-SEAT CONFIGURATION ..........................................................................................6-24
8-SEAT CONFIGURATION ...........................................................................................6-28
4-SEAT FOLDABLE SEAT CONFIGURATION .............................................................6-31
WEIGHTS, ARMS AND MOMENTS .....................................................................................6-33
LATERAL MOMENTS.....................................................................................................6-33
ALLOWABLE BAGGAGE LOAD ........................................................................................6-34
WEIGHTS, ARMS AND MOMENTS .................................................................................6-35
WEIGHT AND BALANCE DETERMINATION ......................................................................6-40
WEIGHT AND BALANCE RESPONSIBILITY ......................................................................6-40
HELICOPTER WEIGHING ....................................................................................................6-40
USE OF CHARTS AND FORMS...........................................................................................6-41
USE OF CHART A..........................................................................................................6-41
WEIGHING INSTRUCTIONS .........................................................................................6-41
USE OF CHART B..........................................................................................................6-41
USE OF CHART C..........................................................................................................6-42
USE OF CHART D..........................................................................................................6-42
USE OF CHART E..........................................................................................................6-42
LIST OF FIGURES
Figure Page
SECTION 6
WEIGHT AND BALANCE
Note
In accordance with EASA procedures, the detail weight and bal-
ance data of this section are not subject to EASA approval.
The loading instructions of this section, however, have been
accepted by EASA as satisfying all requirements for instructions
on loading of the rotorcraft within approved limits of weight and
center of gravity, and on maintaining the loading within such lim-
its.
GENERAL
This section provides information for the weight and balance computation of
the AW189 helicopter.
It is the pilot’s responsibility to ensure that the helicopter is properly loaded to
maintain for the duration of the entire flight the Center of Gravity (CG) within
the limitations defined in Section 1 - Limitations.
Figure, charts and examples are provided to assist the pilot in computing the
proper loading conditions.
DEFINITIONS
Datum Lines All measurements required to calculate weight and
balance are made with respect to datum lines estab-
lished by the manufacturer. Two datum lines are uti-
lized, a longitudinal datum line and a lateral datum
line.
Longitudinal Datum Line The longitudinal datum line (Station 0) is located
2830 mm forward of the front jackpoint. On the
extended Range Configuration (Supplement 22) the
longitudinal datum line (Station 0) is located 3009,2
mm forward of the front jackpoint.
Lateral Datum Line The lateral datum line (butt line 0) is the line extend-
ing down the centerline of the helicopter (helicopter
viewed from the top) measurements made to the
starboard side of the helicopter are positive num-
bers.
Measurements made to the port side of the helicop-
ter are negative.
Arm Arm is the term used for the measured value, in mm,
from a datum line to a particular item of interest.
Moment Moment is the product of the weight of an item multi-
plied by its arm. Moments are expressed in units of
kg mm.
Longitudinal Center The longitudinal position of the mass balance point
of Gravity of the helicopter, expressed as an arm measured
from the longitudinal datum line.
Lateral Center of The lateral position of the mass balance point of the
Gravity helicopter, expressed as an arm measured from the
lateral datum line.
Optional Equipment Optional equipment is that equipment which is
installed to configure the helicopter for a particular
configuration.
Basic Weight The Basic Weight is the aircraft weight with its nor-
mal airborne equipments, including engine oil,
trapped oil and fluids and unusable fuel, without mis-
sion equipments.
Empty Weight (equipped) Weight of aircraft complete with all systems as con-
figured in accordance with the model detail specifi-
cation. The helicopter is prepared for service.
REFERENCE LINES
The Figure 6-1 thru Figure 6-5 show the primary reference lines for the aircraft
to aid in weight and balance computations.
BL BL BL BL
BL
914.4 BL 889.0 889.0 BL 690.0
BL
431.8 431.8 431.8 230.0
E E E
E
D D D
D
0.0
B
B B B
A
A A A
BL BL
-431.8 BL BL -230.0
BL -431.8 BL BL
-431.8 BL
-914.4 -889.0 -889.0 -690.0
ICN-89-A-156000-A-00001-02315-A-001-01
BL BL BL BL
BL
762.0 BL 889.0 889.0 BL 690.0
BL
254.0 431.8 431.8 230.0
E E E
E
D D D
D
0.0
B
B B B
A
A A A
BL BL
-254.0 BL BL -230.0
BL -431.8 BL BL
-431.8 BL
-762.0 -889.0 -889.0 -690.0
ICN-89-A-156000-A-00001-02382-A-001-01
BL BL BL BL
BL
863.6 BL 686.0 863.6 BL 690.0
BL
BL 431.8 229.0 BL 431.8 230.0
0.0 0.0
E E
E E
D D
D D
0.0 C C
B B
B B
A A
A A
BL BL
-431.8 BL BL -230.0
BL -229.0 -431.8 BL
BL BL
-863.6 -686.0 -863.6 -690.0
ICN-89-A-156000-A-00001-02377-A-001-01
BL BL BL BL
BL
863.6 BL 863.6 863.6 BL 690.0
BL
BL 431.8 431.8 BL 431.8 230.0
0.0 0.0
E E E
E
D D D
D
0.0 C C C
B
B B B
A
A A A
BL
BL BL 0.0 BL
-431.8 BL -230.0
BL -431.8 -431.8 BL
BL BL
-863.6 -863.6 -863.6 -690.0
ICN-89-A-156000-A-00001-02378-A-001-01
BL BL
863.6 690.0
BL BL
431.8 230.0
E
E
D
D
0.0
B
B
A
A
BL BL
-431.8 -230.0
BL BL
-863.6 -690.0
ICN-89-A-156000-A-00001-05296-A-001-01
STA STA
0.0 3374.5
BL
812.8
BL
279.4
D
0.0
B
BL
-279.4
BL
-812.8
ICN-89-A-156000-A-00001-05298-A-002-01
PILOT/COPILOT
Pilot Copilot
Weight (kg) (Arm 2415 mm) (Arm 2415 mm)
Moment (kgmm) Moment (kgmm)
60 144900 144900
65 156975 156975
70 169050 169050
75 181125 181125
80 193200 193200
85 205275 205275
90 217350 217350
95 229425 229425
100 241500 241500
105 253575 253575
110 265650 265650
115 277725 277725
120 289800 289800
Pilot Copilot
Weight (kg) (Arm 550 mm) (Arm -550 mm)
Moment (kgmm) Moment (kgmm)
60 33000 -33000
65 35750 -35750
70 38500 -38500
75 41250 -41250
80 44000 -44000
85 46750 -46750
90 49500 -49500
95 52250 -52250
100 55000 -55000
105 57750 -57750
110 60500 -60500
115 63250 -63250
120 66000 -66000
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3412,5 273000,0 914,4 73152,0
1 D 80 3412,5 273000,0 431,8 34544,0
1 B 80 3412,5 273000,0 -431,8 -34544,0
1 A 80 3412,5 273000,0 -914,4 -73152,0
2 E 80 4200,0 336000,0 889,0 71120,0
2 D 80 4200,0 336000,0 431,8 34544,0
2 B 80 4200,0 336000,0 -431,8 -34544,0
2 A 80 4200,0 336000,0 -889,0 -71120,0
3 E 80 5043,0 403440,0 889,0 71120,0
3 D 80 5043,0 403440,0 431,8 34544,0
3 B 80 5043,0 403440,0 -431,8 -34544,0
3 A 80 5043,0 403440,0 -889,0 -71120,0
4 E 80 5828,5 466280,0 690,0 55200,0
4 D 80 5828,5 466280,0 230,0 18400,0
4 B 80 5828,5 466280,0 -230,0 -18400,0
4 A 80 5828,5 466280,0 -690,0 -55200,0
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3412,5 307125,0 914,4 82296,0
1 D 90 3412,5 307125,0 431,8 38862,0
1 B 90 3412,5 307125,0 -431,8 -38862,0
1 A 90 3412,5 307125,0 -914,4 -82296,0
2 E 90 4200,0 378000,0 889,0 80010,0
2 D 90 4200,0 378000,0 431,8 38862,0
2 B 90 4200,0 378000,0 -431,8 -38862,0
2 A 90 4200,0 378000,0 -889,0 -80010,0
3 E 90 5043,0 453870,0 889,0 80010,0
3 D 90 5043,0 453870,0 431,8 38862,0
3 B 90 5043,0 453870,0 -431,8 -38862,0
3 A 90 5043,0 453870,0 -889,0 -80010,0
4 E 90 5828,5 524565,0 690,0 62100,0
4 D 90 5828,5 524565,0 230,0 20700,0
4 B 90 5828,5 524565,0 -230,0 -20700,0
4 A 90 5828,5 524565,0 -690,0 -62100,0
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 100 3412,5 341250,0 914,4 91440,0
1 D 100 3412,5 341250,0 431,8 43180,0
1 B 100 3412,5 341250,0 -431,8 -43180,0
1 A 100 3412,5 341250,0 -914,4 -91440,0
2 E 100 4200,0 420000,0 889,0 88900,0
2 D 100 4200,0 420000,0 431,8 43180,0
2 B 100 4200,0 420000,0 -431,8 -43180,0
2 A 100 4200,0 420000,0 -889,0 -88900,0
3 E 100 5043,0 504300,0 889,0 88900,0
3 D 100 5043,0 504300,0 431,8 43180,0
3 B 100 5043,0 504300,0 -431,8 -43180,0
3 A 100 5043,0 504300,0 -889,0 -88900,0
4 E 100 5828,5 582850,0 690,0 69000,0
4 D 100 5828,5 582850,0 230,0 23000,0
4 B 100 5828,5 582850,0 -230,0 -23000,0
4 A 100 5828,5 582850,0 -690,0 -69000,0
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3374,5 269960,0 762 60960,0
1 D 80 3374,5 269960,0 254 20320,0
1 B 80 3374,5 269960,0 -254 -20320,0
1 A 80 3374,5 269960,0 -762 -60960,0
2 E 80 4200,0 336000,0 889,0 71120,0
2 D 80 4200,0 336000,0 431,8 34544,0
2 B 80 4200,0 336000,0 -431,8 -34544,0
2 A 80 4200,0 336000,0 -889,0 -71120,0
3 E 80 5043,0 403440,0 889,0 71120,0
3 D 80 5043,0 403440,0 431,8 34544,0
3 B 80 5043,0 403440,0 -431,8 -34544,0
3 A 80 5043,0 403440,0 -889,0 -71120,0
4 E 80 5828,5 466280,0 690,0 55200,0
4 D 80 5828,5 466280,0 230,0 18400,0
4 B 80 5828,5 466280,0 -230,0 -18400,0
4 A 80 5828,5 466280,0 -690,0 -55200,0
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3374,5 303705,0 762 68580,0
1 D 90 3374,5 303705,0 254 22860,0
1 B 90 3374,5 303705,0 -254 -22860,0
1 A 90 3374,5 303705,0 -762 -68580,0
2 E 90 4200,0 378000,0 889,0 80010,0
2 D 90 4200,0 378000,0 431,8 38862,0
2 B 90 4200,0 378000,0 -431,8 -38862,0
2 A 90 4200,0 378000,0 -889,0 -80010,0
3 E 90 5043,0 453870,0 889,0 80010,0
3 D 90 5043,0 453870,0 431,8 38862,0
3 B 90 5043,0 453870,0 -431,8 -38862,0
3 A 90 5043,0 453870,0 -889,0 -80010,0
4 E 90 5828,5 524565,0 690,0 62100,0
4 D 90 5828,5 524565,0 230,0 20700,0
4 B 90 5828,5 524565,0 -230,0 -20700,0
4 A 90 5828,5 524565,0 -690,0 -62100,0
Longitudi
Lateral
Weight Station nal BL
Row Seat moment
(kg) (mm) moment (mm)
(kgmm)
(kgmm)
1 E 100 3374,5 337450,0 762 76200,0
1 D 100 3374,5 337450,0 254 25400,0
1 B 100 3374,5 337450,0 -254 -25400,0
1 A 100 3374,5 337450,0 -762 -76200,0
2 E 100 4200,0 420000,0 889,0 88900,0
2 D 100 4200,0 420000,0 431,8 43180,0
2 B 100 4200,0 420000,0 -431,8 -43180,0
2 A 100 4200,0 420000,0 -889,0 -88900,0
3 E 100 5043,0 504300,0 889,0 88900,0
3 D 100 5043,0 504300,0 431,8 43180,0
3 B 100 5043,0 504300,0 -431,8 -43180,0
3 A 100 5043,0 504300,0 -889,0 -88900,0
4 E 100 5828,5 582850,0 690,0 69000,0
4 D 100 5828,5 582850,0 230,0 23000,0
4 B 100 5828,5 582850,0 -230,0 -23000,0
4 A 100 5828,5 582850,0 -690,0 -69000,0
18-SEAT CONFIGURATION
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3374,5 269960,0 863,6 69088,0
1 D 80 3374,5 269960,0 431,8 34544,0
1 C 80 3374,5 269960,0 0 0,0
1 B 80 3374,5 269960,0 -431,8 -34544,0
1 A 80 3374,5 269960,0 -863,6 -69088,0
2 E 80 4200 336000,0 686 54880,0
2 D 80 4200 336000,0 229 18320,0
2 B 80 4200 336000,0 -229 -18320,0
2 A 80 4200 336000,0 -686 -54880,0
3 E 80 5010 400800,0 863,6 69088,0
3 D 80 5010 400800,0 431,8 34544,0
3 C 80 5010 400800,0 0 0,0
3 B 80 5010 400800,0 -431,8 -34544,0
3 A 80 5010 400800,0 -863,6 -69088,0
4 E 80 5828,5 466280,0 690 55200,0
4 D 80 5828,5 466280,0 230 18400,0
4 B 80 5828,5 466280,0 -230 -18400,0
4 A 80 5828,5 466280,0 -690 -55200,0
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3374,5 303705,0 863,6 77724,0
1 D 90 3374,5 303705,0 431,8 38862,0
1 C 90 3374,5 303705,0 0 0,0
1 B 90 3374,5 303705,0 -431,8 -38862,0
1 A 90 3374,5 303705,0 -863,6 -77724,0
2 E 90 4200 378000,0 686 61740,0
2 D 90 4200 378000,0 229 20610,0
2 B 90 4200 378000,0 -229 -20610,0
2 A 90 4200 378000,0 -686 -61740,0
3 E 90 5010 450900,0 863,6 77724,0
3 D 90 5010 450900,0 431,8 38862,0
3 C 90 5010 450900,0 0 0,0
3 B 90 5010 450900,0 -431,8 -38862,0
3 A 90 5010 450900,0 -863,6 -77724,0
4 E 90 5828,5 524565,0 690 62100,0
4 D 90 5828,5 524565,0 230 20700,0
4 B 90 5828,5 524565,0 -230 -20700,0
4 A 90 5828,5 524565,0 -690 -62100,0
Longitudi
Lateral
Weight Station nal BL
Row Seat moment
(kg) (mm) moment (mm)
(kgmm)
(kgmm)
1 E 100 3374,5 337450,0 863,6 86360,0
1 D 100 3374,5 337450,0 431,8 43180,0
1 C 100 3374,5 337450,0 0 0,0
1 B 100 3374,5 337450,0 -431,8 -43180,0
1 A 100 3374,5 337450,0 -863,6 -86360,0
2 E 100 4200 420000,0 686 68600,0
2 D 100 4200 420000,0 229 22900,0
2 B 100 4200 420000,0 -229 -22900,0
2 A 100 4200 420000,0 -686 -68600,0
3 E 100 5010 501000,0 863,6 86360,0
3 D 100 5010 501000,0 431,8 43180,0
3 C 100 5010 501000,0 0 0,0
3 B 100 5010 501000,0 -431,8 -43180,0
3 A 100 5010 501000,0 -863,6 -86360,0
4 E 100 5828,5 582850,0 690 69000,0
4 D 100 5828,5 582850,0 230 23000,0
4 B 100 5828,5 582850,0 -230 -23000,0
4 A 100 5828,5 582850,0 -690 -69000,0
19-SEAT CONFIGURATION
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3374,5 269960,0 863,6 69088,0
1 D 80 3374,5 269960,0 431,8 34544,0
1 C 80 3374,5 269960,0 0 0,0
1 B 80 3374,5 269960,0 -431,8 -34544,0
1 A 80 3374,5 269960,0 -863,6 -69088,0
2 E 80 4200 336000,0 863,6 69088,0
2 D 80 4200 336000,0 431,8 34544,0
2 C 80 4200 336000,0 0 0,0
2 B 80 4200 336000,0 -431,8 -34544,0
2 A 80 4200 336000,0 -863,6 -69088,0
3 E 80 5010 400800,0 863,6 69088,0
3 D 80 5010 400800,0 431,8 34544,0
3 C 80 5010 400800,0 0 0,0
3 B 80 5010 400800,0 -431,8 -34544,0
3 A 80 5010 400800,0 -863,6 -69088,0
4 E 80 5828,5 466280,0 690 55200,0
4 D 80 5828,5 466280,0 230 18400,0
4 B 80 5828,5 466280,0 -230 -18400,0
4 A 80 5828,5 466280,0 -690 -55200,0
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3374,5 303705,0 863,6 77724,0
1 D 90 3374,5 303705,0 431,8 38862,0
1 C 90 3374,5 303705,0 0 0,0
1 B 90 3374,5 303705,0 -431,8 -38862,0
1 A 90 3374,5 303705,0 -863,6 -77724,0
2 E 90 4200 378000,0 863,6 77724,0
2 D 90 4200 378000,0 431,8 38862,0
2 C 90 4200 378000,0 0 0,0
2 B 90 4200 378000,0 -431,8 -38862,0
2 A 90 4200 378000,0 -863,6 -77724,0
3 E 90 5010 450900,0 863,6 77724,0
3 D 90 5010 450900,0 431,8 38862,0
3 C 90 5010 450900,0 0 0,0
3 B 90 5010 450900,0 -431,8 -38862,0
3 A 90 5010 450900,0 -863,6 -77724,0
4 E 90 5828,5 524565,0 690 62100,0
4 D 90 5828,5 524565,0 230 20700,0
4 B 90 5828,5 524565,0 -230 -20700,0
4 A 90 5828,5 524565,0 -690 -62100,0
Longitudin Lateral
Weight Station BL
Row Seat al moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 100 3374,5 337450,0 863,6 86360,0
1 D 100 3374,5 337450,0 431,8 43180,0
1 C 100 3374,5 337450,0 0 0,0
1 B 100 3374,5 337450,0 -431,8 -43180,0
1 A 100 3374,5 337450,0 -863,6 -86360,0
2 E 100 4200 420000,0 863,6 86360,0
2 D 100 4200 420000,0 431,8 43180,0
2 C 100 4200 420000,0 0 0,0
2 B 100 4200 420000,0 -431,8 -43180,0
2 A 100 4200 420000,0 -863,6 -86360,0
3 E 100 5010 501000,0 863,6 86360,0
3 D 100 5010 501000,0 431,8 43180,0
3 C 100 5010 501000,0 0 0,0
3 B 100 5010 501000,0 -431,8 -43180,0
3 A 100 5010 501000,0 -863,6 -86360,0
4 E 100 5828,5 582850,0 690 69000,0
4 D 100 5828,5 582850,0 230 23000,0
4 B 100 5828,5 582850,0 -230 -23000,0
4 A 100 5828,5 582850,0 -690 -69000,0
8-SEAT CONFIGURATION
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3374,5 269960,0 863,6 69088,0
1 D 80 3374,5 269960,0 431,8 34544,0
1 B 80 3374,5 269960,0 -431,8 -34544,0
1 A 80 3374,5 269960,0 -863,6 -69088,0
4 E 80 5828,5 466280,0 690 55200,0
4 D 80 5828,5 466280,0 230 18400,0
4 B 80 5828,5 466280,0 -230 -18400,0
4 A 80 5828,5 466280,0 -690 -55200,0
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3374,5 303705,0 863,6 77724,0
1 D 90 3374,5 303705,0 431,8 38862,0
1 B 90 3374,5 303705,0 -431,8 -38862,0
1 A 90 3374,5 303705,0 -863,6 -77724,0
4 E 90 5828,5 524565,0 690 62100,0
4 D 90 5828,5 524565,0 230 20700,0
4 B 90 5828,5 524565,0 -230 -20700,0
4 A 90 5828,5 524565,0 -690 -62100,0
Longitudin Lateral
Weight Station BL
Row Seat al moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 100 3374,5 337450,0 863,6 86360,0
1 D 100 3374,5 337450,0 431,8 43180,0
1 B 100 3374,5 337450,0 -431,8 -43180,0
1 A 100 3374,5 337450,0 -863,6 -86360,0
4 E 100 5828,5 582850,0 690 69000,0
4 D 100 5828,5 582850,0 230 23000,0
4 B 100 5828,5 582850,0 -230 -23000,0
4 A 100 5828,5 582850,0 -690 -69000,0
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 80 3374,5 269960,0 812,8 65024,0
1 D 80 3374,5 269960,0 279,4 22352,0
1 B 80 3374,5 269960,0 -279,4 -22352,0
1 A 80 3374,5 269960,0 -812,8 -65024,0
Longitudinal Lateral
Weight Station BL
Row Seat moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 90 3374,5 303705,0 812,8 73152,0
1 D 90 3374,5 303705,0 279,4 25146,0
1 B 90 3374,5 303705,0 -279,4 -25146,0
1 A 90 3374,5 303705,0 -812,8 -73152,0
Longitudin Lateral
Weight Station BL
Row Seat al moment moment
(kg) (mm) (mm)
(kgmm) (kgmm)
1 E 100 3374,5 337450,0 812,8 81280,0
1 D 100 3374,5 337450,0 279,4 27940,0
1 B 100 3374,5 337450,0 -279,4 -27940,0
1 A 100 3374,5 337450,0 -812,8 -81280,0
First row
Weight (kg) ARM (3374,5 mm
Moment (kgmm)
60 202470
80 269960
100 337450
120 404940
140 472430
160 539920
180 607410
200 674900
220 742390
240 809880
260 877370
280 944860
300 1012350
320 1079840
340 1147330
360 1214820
380 1282310
400 1349800
420 1417290
440 1484780
460 1552270
480 1619760
500 1687250
520 1754740
540 1822230
560 1889720
580 1957210
600 2024700
LATERAL MOMENTS
HELICOPTER WEIGHING
The helicopter must be weighed:
1. When major modifications or repairs are made, or kits are installed/
removed.
2. When the basic weight data is suspected to be an error.
3. At time of mayor overhaul.
4. In accordance with E.A.S.A. instructions.
USE OF CHART A
The Chart A gives the weight, arm and moment of all the standard and
optional equipment. The Manufacturer places check marks in the “Delivery
Configuration” column to identify the items of equipment in the helicopter for
the weighing condition. A check (V) in the columns headed “In Helicopter” indi-
cates the presence of the item in the helicopter, and a zero (0) indicates its
absence. The next columns of chart A will permit inspection of the helicopter
for equipment actually installed. When making an inventory, note whether any
items of equipment have been installed or removed and if so enter corre-
sponding weight and moment change on Chart C.
Subsequent check list inventories shall be carried out in the following cases:
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.
WEIGHING INSTRUCTIONS
Refer to Chapter 08 of the helicopter maintenance publication.
USE OF CHART B
1. Enter the actual scale readings in the first column of Sheet 1. Subtract
tare, if any, from the scale readings to obtain the net weight.
2. Multiply the net weights by their respective arms.
3. Add the net weight and moments.
4. Divide the total moment by the net weight to obtain “as weighed” CG
position. Transfer the “TOTAL” (as weighed) weight arm and moment to
the Sheet 2.
5. Subtract the total weight and moment of equipment weighed but not part
of the empty weight (list these items in column one).
6. Add the weight and moment of unusable fuel.
7. Add the total weight and moment of the basic items not in helicopter when
weighed (list these in column two). Added items shall be marked on Chart
A.
8. Enter the new empty weight and moment on Chart C.
USE OF CHART C
Chart C is a continuous history of the empty weight and moment resulting from
modifications and equipment is considered the current weight and balance
status of the helicopter. Make additions or subtractions to the empty weight
and moment in Chart C as follows:
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.
Note
If any equipment is not listed on Chart A, determine its weight
and arm, and list corresponding data on Charts A and C.
USE OF CHART D
The Chart D provides information necessary for weight and balance computa-
tion.
USE OF CHART E
The Chart E serves as a work sheet and records the calculations and any cor-
rections 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.
1. Enter the helicopter empty weight and moment. Obtain these figures from
the last entry on Chart E.
2. Enter the weight of all applicable items in the marked “Weight”. Obtain the
corresponding arms from Chart D and calculate the moments.
3. Add weight and moments. Divide total moment by total weight to obtain
CG arm.
4. Ascertain that CG is within allowable limits.
5. Should corrections be required, readjust ballast to return CG within
allowable limits.
ICN-89-A-156000-A-00001-02316-A-001-01
HELICOPTER AW189
SERIAL NUMBER .....................................................................
RECORD OF CHECKING
Chart C entry
Chart C entry
Chart C entry
Configuration
In helicopter
In helicopter
In helicopter
Delivery
WEIGHT LONGITUDINAL LONGITUDINAL LATERAL
LATERAL ARM
P/N INSTL P/N REMOVABLE PART DESCRIPTION ARM MOMENT MOMENT NOTE
(Kg) (mm)
(mm)
(Kgmm) (Kgmm)
Page 6-47
Rev. 4
Weight and Balance
Issue 1
DATE: PLACE: SIGNATURE:
Scale type:
( kg ) ( kg) ( kg ) ( mm ) ( kg mm ) (mm) ( kg mm )
DATUM
DATUM
F
ICN-89-A-156000-A-00001-02379-A-002-01
Note 1
The forward lower central cabin is provided by two forward jack points, only one forward jack point is assured by using a
proper tool which collect both jacking points.
The Station Reference Datum (STA 0) is located 2830 mm forward the forward jack points, which is inside the nose
fairing. Therefore the STA are positive from the nose tip (as shown on the picture, see dashed lines).
E = Distance from the reference datum (STA 0) to the forward jack point Station of 2830 mm.
F = Distance from the reference datum (STA 0) to the left and right aft jackpoints Station of 6700 mm.
Note 2
The Butt Line Reference Datum ( BL 0 ) is located on the fuselage center line.
Therefore the BL are negative on the left side and positive on the right side.
Note 3
All gearboxes and engine oil must be at nominal level.
Note 4
Forward jack points are at BL +/- 275 mm. The operator shall indicate the right or the left position or zero, if it has been
utilized the bar tool.
Page 6-49
Rev. 2
Weight and Balance
CHART B - HELICOPTER WEIGHING RECORD Sheet 2 of 2
Issue 1
( kg ) ( mm ) ( kg mm ) ( mm ) ( kg mm )
TOTAL
TOTAL
NOTE:
Empty weight includes all oils (engines, MGB, TGB, IGB, APU, hydraulics, etc) and the unusable fuel.
Rev. 4
Weight and Balance
Page 6-51
CHART B - HELICOPTER WEIGHING RECORD Sheet 1 of 2
Issue 1
DATE: PLACE: SIGNATURE:
Scale type:
( kg ) ( kg) ( kg ) ( mm ) ( kg mm ) (mm) ( kg mm )
DATUM
DATUM
F
ICN-89-A-156000-A-00001-02379-A-002-01
Note 1
The forward lower central cabin is provided by two forward jack points, only one forward jack point is assured by using
a proper tool which collect both jacking points.
The Station Reference Datum (STA 0) is located 3009.2 mm forward the forward jack points, which is inside
the nose fairing. Therefore the STA are positive from the nose tip (as shown on the picture, see dashed lines).
E = Distance from the reference datum (STA 0) to the forward jack point Station of 3009.2 mm.
F = Distance from the reference datum (STA 0) to the left and right aft jackpoints Station of 6700 mm.
Note 2
The Butt Line Reference Datum ( BL 0 ) is located on the fuselage center line.
Therefore the BL are negative on the left side and positive on the right side.
Note 3
All gearboxes and engine oil must be at nominal level.
Note 4
Forward jack points are at BL +/- 301.25 mm. The operator shall indicate the right or the left position, if it has been
utilized the bar tool.
Rev. 2
Weight and Balance
Page 6-53
CHART B - HELICOPTER WEIGHING RECORD Sheet 2 of 2
Issue 1
( kg ) ( mm ) ( kg mm ) ( mm ) ( kg mm )
TOTAL
TOTAL
NOTE:
Empty weight includes all oils (engines, MGB, TGB, IGB, APU, hydraulics, etc) and the unusable fuel.
Page 6-57
Rev. 2
Weight and Balance
CHART D - DATA FOR HELICOPTER WEIGHT & BALANCE COMPUTATION
MODEL AW189
Issue 1
JACKPOINTS LOCATION
RIGHT AFT
FORWARD
BL 905 mm
BL -905 mm
LEFT AFT
N°189G0290X002
STA STA
AW189 RFM
Document
2830 mm 6700 mm
ICN-89-A-156000-A-00001-02383-A-001-01
Rev. 2
Weight and Balance
Page 6-59
CHART D - DATA FOR HELICOPTER WEIGHT & BALANCE COMPUTATION
MODEL AW189
Issue 1
JACKPOINTS LOCATION
RIGHT AFT
FORWARD
BL 905 mm
LEFT AFT
AW189 RFM
Document
STA STA
3009.2 mm 6700 mm
ICN-89-A-156000-A-00001-05297-A-001-01
Page 6-61
Rev. 2
Weight and Balance
Issue 1
WEIGHT STA LONG. MOMENT BL LATL. MOMENT
REF. ITEM
( kg ) ( mm ) ( kg mm ) ( mm ) ( kg mm )
2 PILOT
3 COPILOT
4 PASSENGER
5 PASSENGER
6 PASSENGER
7 PASSENGER
8 PASSENGER
9 PASSENGER
10 LOOSE EQUIPMENT
11 CABIN LOAD
N°189G0290X002
14
15
16
17
18
19
20
21 DRY WEIGHT
LIMITATIONS REMARKS
SECTION 7
SYSTEM DESCRIPTION
Page
HELICOPTER GENERAL
(CHAPTER 00)
THE AW189 HELICOPTER.....................................................................................................7-1
HELICOPTER DIMENSIONS..................................................................................................7-2
GENERAL ARRANGEMENT ..................................................................................................7-2
COCKPIT ARRANGEMENT ...................................................................................................7-2
INSTRUMENT PANEL......................................................................................................7-2
INTERSEAT CONSOLE ...................................................................................................7-2
CIRCUIT BREAKERS PANEL ..........................................................................................7-2
COLLECTIVE GRIP..........................................................................................................7-8
CYCLIC GRIP ...................................................................................................................7-8
ANTENNA LOCATION............................................................................................................7-8
ENVIRONMENTAL CONTROL
(CHAPTER 21)
GENERAL .............................................................................................................................7-15
ECS CONTROLS AND DISPLAYS.......................................................................................7-15
HEATING SYSTEM...............................................................................................................7-20
FORCED VENTILATION SYSTEM .......................................................................................7-23
DISTRIBUTION SYSTEM......................................................................................................7-26
AUTO FLIGHT
(CHAPTER 22)
GENERAL .............................................................................................................................7-27
AUTO FLIGHT CONTROLS AND DISPLAYS......................................................................7-27
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)............................................................7-42
Page
COMMUNICATIONS
(CHAPTER 23)
GENERAL............................................................................................................................. 7-53
INTERCOMMUNICATION SYSTEM .................................................................................... 7-54
ICS CONTROLS AND DISPLAYS ................................................................................. 7-58
VERY HIGH FREQUENCY (VHF) SYSTEM......................................................................... 7-62
VHF SYSTEM CONTROLS AND DISPLAYS ................................................................ 7-62
CABIN AUDIO SYSTEM KIT .........................................................................................7-68A
CABIN AUDIO SYSTEM KIT CONTROLS AND DISPLAYS ....................................... 7-68A
CABIN IN-FLIGHT ENTERTAINMENT SYSTEM (IES) KIT ..............................................7-68C
RADIO TECHNISONIC TFM-550 VHF/UHF ....................................................................7-68H
ELECTRICAL POWER
(CHAPTER 24)
GENERAL ............................................................................................................................ 7-69
ELECTRICAL POWER CONTROLS AND DISPLAYS ........................................................ 7-70
ECDU - ELECTRICAL PAGE ....................................................................................... 7-70
ELECTRICAL CONTROL PANEL.................................................................................. 7-70
SYNOPTIC PAGE.......................................................................................................... 7-70
AC GENERATION SYSTEM ................................................................................................ 7-73
DC GENERATION SYSTEM ................................................................................................ 7-76
AC ELECTRICAL LOAD DISTRIBUTION SYSTEM............................................................ 7-80
DC ELECTRICAL LOAD DISTRIBUTION SYSTEM............................................................ 7-80
SOLID STATE ELECTRICAL PLANT MANAGEMENT SYSTEM (SSEPMS) ............... 7-80
EMERGENCY POWER SUPPLY SYSTEM ......................................................................7-86A
Page
EQUIPMENTS/FURNISHINGS
(CHAPTER 25)
GENERAL .............................................................................................................................7-87
FLIGHT COMPARTMENT FURNISHING .............................................................................7-87
PASSENGER COMPARTMENT FURNISHING....................................................................7-87
EMERGENCY LOCATOR TRANSMITTER (ELT) ................................................................7-91
EMERGENCY LOCATOR TRANSMITTER CONTROLS AND DISPLAYS....................7-91
PORTABLE FIRE EXTINGUISHER INSTALLATION...........................................................7-95
FIRE PROTECTION
(CHAPTER 26)
GENERAL .............................................................................................................................7-99
FIRE PROTECTION SYSTEM CONTROLS AND DISPLAYS .............................................7-99
FIRE DETECTION SYSTEM ...............................................................................................7-106
FIRE EXTINGUISHER SYSTEMS.......................................................................................7-106
FUEL SYSTEM
(CHAPTER 28)
GENERAL ...........................................................................................................................7-113
FUEL SYSTEM CONTROLS AND DISPLAYS...................................................................7-113
FUEL STORAGE SYSTEM .................................................................................................7-116
FUEL DISTRIBUTION SYSTEM .........................................................................................7-116
FUEL INDICATING SYSTEM..............................................................................................7-118
PRESSURE REFUELING AND DEFUELING SYSTEM .................................................. 7-122A
PRESSURE REFUELING AND DEFUELING SYSTEM CONTROLS AND
DISPLAYS ................................................................................................................. 7-122B
Page
HYDRAULIC SYSTEM
(CHAPTER 29)
GENERAL........................................................................................................................... 7-123
HYDRAULIC SYSTEM CONTROLS AND DISPLAYS ...................................................... 7-125
MAIN HYDRAULIC SYSTEM ............................................................................................. 7-126
AUXILIARY HYDRAULIC SYSTEM................................................................................... 7-130
UTILITY CIRCUIT ............................................................................................................... 7-130
INDICATING/RECORDING SYSTEM
(CHAPTER 31)
GENERAL........................................................................................................................... 7-141
INSTRUMENT AND CONTROL PANELS ......................................................................... 7-141
CENTRAL WARNING AND CAUTION SYSTEM .............................................................. 7-141
INDEPENDENT INSTRUMENTS ....................................................................................... 7-141
RECORDERS SYSTEM ..................................................................................................... 7-142
COCKPIT VOICE FLIGHT DATA RECORDER (CVFDR) ........................................... 7-142
HEALTH AND USAGE MONITORING SYSTEM (HUMS)........................................... 7-148
Page
LANDING GEAR
(CHAPTER 32)
GENERAL ...........................................................................................................................7-155
LANDING GEAR SYSTEM CONTROLS AND DISPLAYS ................................................7-155
NOSE LANDING GEAR SYSTEM ......................................................................................7-159
MAIN LANDING GEAR SYSTEM .......................................................................................7-160
EXTENSION AND RETRACTION SYSTEM .......................................................................7-162
WHEELS AND BRAKE SYSTEM .......................................................................................7-166
BRAKE SYSTEM ..........................................................................................................7-166
WHEELS.......................................................................................................................7-167
LIGHTS
(CHAPTER 33)
GENERAL ...........................................................................................................................7-171
INTERNAL LIGHTS.............................................................................................................7-171
CONTROLS AND DISPLAYS.......................................................................................7-175
EXTERNAL LIGHTS ...........................................................................................................7-179
CONTROLS AND DISPLAYS.......................................................................................7-179
STEERABLE LANDING LIGHTS..................................................................................7-179
EMERGENCY LIGHTS.................................................................................................7-184
NAVIGATION
(CHAPTER 34)
GENERAL ...........................................................................................................................7-189
FLIGHT ENVIRONMENT DATA .........................................................................................7-189
PITOT STATIC SYSTEM..............................................................................................7-191
AIR DATA SYSTEM......................................................................................................7-191
FLIGHT ENVIRONMENT DATA CONTROLS AND DISPLAYS...................................7-191
ATTITUDE AND DIRECTION..............................................................................................7-200
ATTITUDE AND DIRECTION CONTROLS AND DISPLAYS.......................................7-200
LANDING AID SYSTEM......................................................................................................7-208
LANDING AID SYSTEM CONTROLS AND DISPLAYS ...............................................7-211
Page
DOORS
(CHAPTER 52)
GENERAL ...........................................................................................................................7-307
DOORS CONTROLS AND DISPLAYS...............................................................................7-307
COCKPIT DOORS...............................................................................................................7-310
PASSENGER CABIN DOORS............................................................................................7-310
BAGGAGE COMPARTMENT DOORS...............................................................................7-313
SERVICE AND MISCELLANEOUS DOORS ......................................................................7-313
MAIN ROTOR
(CHAPTER 62)
GENERAL ...........................................................................................................................7-315
MAIN ROTOR BLADES......................................................................................................7-315
MAIN ROTOR HEAD...........................................................................................................7-317
ROTATING CONTROLS.....................................................................................................7-319
Page
TAIL ROTOR
(CHAPTER 64)
GENERAL........................................................................................................................... 7-335
ROTOR BLADES ............................................................................................................... 7-335
ROTOR HEAD .................................................................................................................... 7-337
ROTATING CONTROLS .................................................................................................... 7-337
Page
POWER PLANT
(CHAPTER 71)
GENERAL ...........................................................................................................................7-363
ENGINE INSTALLATION....................................................................................................7-363
ENGINE COWLING INSTALLATION .................................................................................7-364
ENGINE FIREWALL INSTALLATION ................................................................................7-364
ENGINE MOUNT INSTALLATION......................................................................................7-364
ENGINE AIR INTAKES INSTALLATION ............................................................................7-364
ENGINE DRAIN INSTALLATION .......................................................................................7-368
ENGINE CONTROLS
(CHAPTER 76)
GENERAL ...........................................................................................................................7-371
ENGINE POWER CONTROL SYSTEM ..............................................................................7-371
ELECTRONIC ENGINE CONTROL UNIT (EECU).......................................................7-371
FUEL MANAGEMENT UNIT (FMU) .............................................................................7-373
ENGINE POWER CONTROLS SYSTEM CONTROLS AND DISPLAYS.....................7-373
ENGINE INDICATING
(CHAPTER 77)
GENERAL ...........................................................................................................................7-377
ENGINE INDICATING SYSTEM .........................................................................................7-377
IMAGE RECORDING
(CHAPTER 97)
GENERAL ....................................................................................................................... 7-382A
HOIST CAMERA SYSTEM .............................................................................................. 7-382A
HOIST CAMERA CONTROLS AND DISPLAYS ....................................................... 7-382B
Page
Page
GENERAL.....................................................................................................................7-455
SATCOM SKYTRAC.....................................................................................................7-455
SATCOM SKYCONNECT ...................................................................................................7-461
GENERAL.....................................................................................................................7-461
DIGITAL MAP SYSTEM......................................................................................................7-466
GENERAL.....................................................................................................................7-466
DIGITAL MAP SYSTEM CONTROLS AND DISPLAYS ...............................................7-466
NIGHT VISION GOGGLE OPERATIONS ...........................................................................7-471
GENERAL.....................................................................................................................7-471
NIGHT VISION GOGGLE OPERATIONS CONTROLS AND DISPLAYS ....................7-471
WEATHER RADAR RDR-1600 ...........................................................................................7-475
GENERAL.....................................................................................................................7-475
OPERATION.................................................................................................................7-477
WEATHER RADAR CONTROLS AND DISPLAYS ......................................................7-477
DOUBLE EXTERNAL HOIST OPERATIONS (GOODRICH) .............................................7-483
GENERAL.....................................................................................................................7-483
DOUBLE EXTERNAL HOIST CONTROLS AND DISPLAYS .......................................7-484
RADAR TELEPHONICS RDR-1500B+ ...............................................................................7-493
GENERAL.....................................................................................................................7-493
OPERATION.................................................................................................................7-494
RADAR TELEPHONICS RDR-1500B+ CONTROLS AND DISPLAYS ........................7-495
STAR SAFIRE 380 HD FLIR ...............................................................................................7-516
GENERAL.....................................................................................................................7-516
FLIR STAR SAFIRE 380 HD CONTROLS AND DISPLAYS ........................................7-521
TRAKKABEAM A800 SEARCHLIGHT...............................................................................7-530
GENERAL.....................................................................................................................7-530
SEARCHLIGHT TRAKKABEAM A800 CONTROLS AND DISPLAYS .........................7-532
RADIO EQUIPMENT ROCKWELL COLLINS HF-9000 .....................................................7-540
GENERAL.....................................................................................................................7-540
OPERATION.................................................................................................................7-540
RADIO EQUIPMENT ROCKWELL COLLINS HF-9000 CONTROLS AND
DISPLAYS ....................................................................................................................7-541
LIST OF FIGURES
Figure Page
Figure 7-1 Helicopter Dimensions.....................................................................................7-3
Figure 7-2 General Arrangement ......................................................................................7-4
Figure 7-3 Instrument Panel..............................................................................................7-5
Figure 7-4 Interseat Console.............................................................................................7-6
Figure 7-5 Circuit Breakers Panel (typical) .......................................................................7-9
Figure 7-6 Collective Grip ...............................................................................................7-10
Figure 7-7 Cyclic Grip .....................................................................................................7-11
Figure 7-8 Antenna Location...........................................................................................7-14
Figure 7-9 ECS System - Controls and Displays (Sheet 1 of 2) .....................................7-16
Figure 7-9 ECS System - Controls and Displays (Sheet 2 of 2) .....................................7-17
Figure 7-10 Heating System - Components Location (Sheet 1 of 2) ................................7-21
Figure 7-10 Heating System - Components Location (Sheet 2 of 2) ................................7-22
Figure 7-11 Heating System - Schematic Diagram...........................................................7-24
Figure 7-12 Forced ventilation system - Components Location........................................7-25
Figure 7-13 AFCS - Controls and Displays (Sheet 1 of 6) ................................................7-29
Figure 7-13 AFCS - Controls and Displays (Sheet 2 of 6) ................................................7-30
Figure 7-13 AFCS - Controls and Displays (Sheet 3 of 6) ................................................7-31
Figure 7-13 AFCS - Controls and Displays (Sheet 4 of 6) ................................................7-32
Figure 7-13 AFCS - Controls and Displays (Sheet 5 of 6) ................................................7-33
Figure 7-13 AFCS - Controls and Displays (Sheet 6 of 6) ................................................7-34
Figure 7-14 AFCS - Components Location Diagram (Sheet 1 of 2)..................................7-43
Figure 7-14 AFCS - Components Location Diagram (Sheet 2 of 2)..................................7-44
Figure 7-15 AFCS - Schematic Diagram...........................................................................7-45
Figure 7-16 AFCS PFT page on MFD...............................................................................7-51
Figure 7-17 Communications - Schematic Diagram .........................................................7-55
Figure 7-18 ICS - Components Location (Sheet 1 of 2)....................................................7-56
Figure 7-18 ICS - Components Location (Sheet 2 of 2)....................................................7-57
Figure 7-19 ICS - Controls and Displays...........................................................................7-59
Figure 7-20 VHF System - Components Location ............................................................7-64
Figure 7-21 VHF System - Controls and Displays (Sheet 1 of 2)......................................7-65
Figure 7-21 VHF System - Controls and Displays (Sheet 2 of 2)......................................7-66
Figure 7-21A Cabin audio system kit - Components Location ......................................... 7-68B
Figure 7-21B Cabin in-flight entertainment system (IES) kit - Schematic Diagram .......... 7-68E
Figure 7-21C Cabin in-flight entertainment system (IES) kit - Components Location ...... 7-68F
Figure 7-21D Radio Technisonic TFM-550VHF/UHF - Components Location ..................7-68J
Figure 7-22 Electrical System - Controls and Displays .....................................................7-71
Figure 7-23 Electrical System - Controls and Displays .....................................................7-72
Figure Page
Figure Page
Figure Page
Figure 7-73 External Lights - Controls and Displays (Sheet 1 of 2) ............................... 7-181
Figure 7-73 External Lights - Controls and Displays (Sheet 2 of 2) ............................... 7-182
Figure 7-74 Emergency Lights - Components Location ................................................. 7-185
Figure 7-75 Emergency Lights - Controls and Displays ................................................. 7-186
Figure 7-76 Navigation System - Schematic Diagram ................................................... 7-190
Figure 7-77 Flight Environment Data System - Schematic Diagram.............................. 7-192
Figure 7-78 Flight Environment Data - Components Location ....................................... 7-193
Figure 7-79 Flight Environment Data - Controls and Displays
(Sheet 1 of 2) .............................................................................................. 7-195
Figure 7-79 Flight Environment Data - Controls And Displays
(Sheet 2 of 2) .............................................................................................. 7-196
Figure 7-80 Attitude and Direction - Components Location ........................................... 7-201
Figure 7-81 Attitude and Direction - Controls and Displays (Sheet 1 of 2...................... 7-202
Figure 7-81 Attitude and Direction - Controls and Displays (Sheet 2 of 2)..................... 7-203
Figure 7-82 Landing Aid System - Schematic Diagram ................................................. 7-209
Figure 7-83 Landing Aid System - Components Location.............................................. 7-210
Figure 7-84 Landing Aid System - Controls and Displays (Sheet 1 of 4) ....................... 7-213
Figure 7-84 Landing Aid System - Controls and Displays (Sheet 2 of 4) ....................... 7-214
Figure 7-84 Landing Aid System - Controls and Displays (Sheet 3 of 4) ....................... 7-215
Figure 7-84 Landing Aid System - Controls and Displays (Sheet 4 of 4) ....................... 7-216
Figure 7-85 Radio Altimeter System - Components Location ........................................ 7-219
Figure 7-86 Radio Altimeter System - Controls and Displays (Sheet 1 of 2) ................. 7-220
Figure 7-86 Radio Altimeter System - Controls and Displays
(Sheet 2 of 2)7-221
Figure 7-87 Position Determining System - Components Location (Sheet 1 of 2)......... 7-225
Figure 7-87 Position Determining System - Components Location (Sheet 2 of 2)......... 7-226
Figure 7-88 Dependent Position Determining (ADF) - Controls and Displays ............... 7-228
Figure 7-89 Dependent Position Determining (DME) - Controls and Displays............... 7-231
Figure 7-90 Dependent Position Determining (GPS) - Controls and Displays ............... 7-232
Figure 7-91 Dependent Position Determining (XPDR) - Controls and Displays............. 7-233
Figure 7-92 FMS - Controls and Displays (Sheet 1 of 7) ............................................... 7-236
Figure 7-93 FMS (FPLN format) - Controls and Displays .............................................. 7-240
Figure 7-94 FMS (PFD MAP/HSI) - Controls and Displays............................................ 7-242
Figure 7-95 FMS (NAV source) - Controls and Displays................................................ 7-243
Figure 7-96 FMS (PFD indications) - Controls and Displays.......................................... 7-244
Figure 7-97 FMS (MFD indications) - Controls and Displays ......................................... 7-247
Figure 7-98 FMS (MFD flight plan format) - Controls and Displays ............................... 7-248
Figure 7-98A Direction finder (DF) system - Components Location ............................... 7-248B
Figure Page
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 1 of 6) ....... 7-248C
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 2 of 6) ....... 7-248D
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 3 of 6) ....... 7-248E
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 4 of 6) ....... 7-248F
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 5 of 6) .......7-248G
Figure 7-98B Direction finder (DF) system - Controls and Displays (Sheet 6 of 6) ....... 7-248H
Figure 7-99 AMMS - Components Location....................................................................7-250
Figure 7-100 AMMS - Schematic Diagram .......................................................................7-251
Figure 7-101 MCDU - Controls and Displays (Sheet 1 of 5) .............................................7-254
Figure 7-101 MCDU - Controls and Displays (Sheet 2 of 5) .............................................7-255
Figure 7-101 MCDU - Controls and Displays (Sheet 3 of 5) .............................................7-256
Figure 7-101 MCDU - Controls and Displays (Sheet 4 of 5) .............................................7-257
Figure 7-101 MCDU - Controls and Displays (Sheet 5 of 5) .............................................7-258
Figure 7-102 CDS - Components Location.......................................................................7-265
Figure 7-103 CDS - Schematic Diagram...........................................................................7-267
Figure 7-104 CDS - Controls and Displays .......................................................................7-268
Figure 7-105 CDS (top level menu) - Controls and Displays ............................................7-273
Figure 7-105 CDS (colors definitions) - Controls and Displays.........................................7-277
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 1 of 5) ..........................7-279
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 2 of 5) ..........................7-280
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 3 of 5) ..........................7-281
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 4 of 5) ..........................7-282
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 5 of 5) ..........................7-283
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 1 of 6)..........................7-285
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 2 of 6)..........................7-286
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 3 of 6)..........................7-287
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 4 of 6)..........................7-288
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 5 of 6)..........................7-289
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 6 of 6)..........................7-290
Figure 7-107A Aft mission console system kit - Components Location............................ 7-292C
Figure 7-107B Aft mission console system kit - Controls and Displays............................ 7-292E
Figure 7-107C Cabin PC - Controls and Displays (Sheet 1 of 3) ......................................7-292I
Figure 7-107C Cabin PC - Controls and Displays (Sheet 2 of 3) ......................................7-292J
Figure 7-107C Cabin PC - Controls and Displays (Sheet 3 of 3) ..................................... 7-292K
Figure 7-108 APU - Components Location .......................................................................7-294
Figure 7-109 APU - Controls and Displays (Sheet 1 of 2) ................................................7-295
Figure 7-110 APU - Controls and Displays (Sheet 2 of 2) ................................................7-296
Figure 7-111 Engine (APU) - Components Location.........................................................7-299
Figure Page
Figure Page
Figure 7-168 Crash position indicator with deployable ELT - Controls and Displays ....... 7-453
Figure 7-169 SATCOM SkyTrac - Components location.................................................. 7-457
Figure 7-170 SATCOM SkyTrac - Controls and Displays................................................. 7-458
Figure 7-171 SATCOM SkyConnect - Components location ........................................... 7-463
Figure 7-172 SATCOM SkyConnect - Controls and Displays .......................................... 7-464
Figure 7-173 Digital Map System - Controls and Displays (Sheet 1 of 3) ........................ 7-467
Figure 7-173 Digital Map System - Controls and Displays (Sheet 2 of 3) ........................ 7-469
Figure 7-173 Digital Map - Controls and Displays (Sheet 3 of 3) ..................................... 7-470
Figure 7-174 Night vision goggle operations - Controls and Displays (Sheet 1 of 2)....... 7-472
Figure 7-174 Night vision goggle operations - Controls and Displays (Sheet 2 of 2)....... 7-473
Figure 7-175 Weather radar RDR-1600 - Schematic diagram ......................................... 7-478
Figure 7-176 Weather radar RDR-1600 - Components installation ................................. 7-479
Figure 7-177 Weather radar RDR-1600T- Controls and Displays.................................... 7-480
Figure 7-178 Double external hoist - Components Location (Sheet 1 of 2) ..................... 7-486
Figure 7-178 Double external hoist - Components Location (Sheet 2 of 2) ..................... 7-487
Figure 7-179 Double external hoist - Controls and Displays (Sheet 1 of 2) ..................... 7-488
Figure 7-179 Double external hoist - Controls and Displays (Sheet 2 of 2) ..................... 7-489
Figure 7-180 Radar Telephonics RDR-1500B+ - Components Location (Sheet 1 of 2)... 7-496
Figure 7-180 Radar Telephonics RDR-1500B+ - Components Location (Sheet 2 of 2)... 7-497
Figure 7-181 Radar Telephonics RDR-1500B+ - Controls and Displays (Sheet 1 of 5)... 7-498
Figure 7-181 Radar Telephonics RDR-1500B+ - Controls and Displays (Sheet 2 of 5)... 7-499
Figure 7-181 Radar Telephonics RDR-1500B+ - Controls and Displays (Sheet 3 of 5)... 7-500
Figure 7-181 Radar Telephonics RDR-1500B+ - Controls and Displays (Sheet 4 of 5)... 7-501
Figure 7-181 Radar Telephonics RDR-1500B+ - Controls and Displays (Sheet 5 of 5)... 7-502
Figure 7-182 FLIR Star Safire 380 HD - Components Location (Sheet 1 of 2) ................ 7-518
Figure 7-182 FLIR Star Safire 380 HD - Components Location (Sheet 2 of 2) ................ 7-519
Figure 7-183 FLIR Star Safire 380 HD - Schematic diagram ........................................... 7-520
Figure 7-184 FLIR Star Safire 380 HD - Controls and Displays (Sheet 1 of 2) ................ 7-522
Figure 7-184 FLIR Star Safire 380 HD - Controls and Displays (Sheet 2 of 2) ................ 7-523
Figure 7-185 Searchlight Trakkabeam A800 - Components Location (Sheet 1 of 2)....... 7-533
Figure 7-185 Searchlight Trakkabeam A800 - Components Location (Sheet 2 of 2)....... 7-534
Figure 7-186 Searchlight Trakkabeam A800 - Controls and Displays.............................. 7-535
Figure 7-187 Radio Equipment Rockwell Collins HF-9000 - Components Location
(Sheet 1 of 2) .............................................................................................. 7-542
Figure 7-187 Radio Equipment Rockwell Collins HF-9000 - Components Location
(Sheet 2 of 2) .............................................................................................. 7-543
Figure 7-188 Radio Equipment Rockwell Collins HF-9000 - Controls and Displays
(Sheet 1 of 4) .............................................................................................. 7-544
Figure 7-188 Radio Equipment Rockwell Collins HF-9000 - Controls and Displays
(Sheet 2 of 4) .............................................................................................. 7-545
Figure Page
Figure 7-188 Radio Equipment Rockwell Collins HF-9000 - Controls and Displays
(Sheet 3 of 4)...............................................................................................7-546
Figure 7-188 Radio Equipment Rockwell Collins HF-9000 - Controls and Displays
(Sheet 4 of 4)...............................................................................................7-547
HELICOPTER GENERAL
(Chapter 00)
— Main cabin
The main cabin refers to the structure forward of the STA6700 joint with
the rear fuselage, it is constructed of aluminium alloy (including machined
main frames) and carbon fiber/Nomex cored composite side panels.
The main cabin is manufactured in modules and then assembled together
in a join jig.
— Rear fuselage
The rear fuselage interfaces with the main cabin module at STA6700
where it attaches with a back-to-back machining and an internal butt
strap.
This offers a modular construction in order to ease final assembly. The
rear fuselage terminates at the STA8700 frame, which is carbon fiber
composite, together with four machined aluminium alloy fittings. The joint
to the tail unit section is made with four bolts.
The primary structure is assembled with two carbon fiber composite side-
walls, attached to the carbon fiber composite bulkheads (at STA7200 and
STA8150) and roof beams
— Tail unit.
The tail unit primary structural parts are mainly built up by the carbon fiber
composite upper and lower longerons, which provide a continuous load
path from the STA8700 joint to the fin.
The instrument panel and interseat console contain all the control panels and
displays governing the systems installed in the aircraft and utilized by the flight
crew.
The overhead console is installed above the heads of the flight crew and
includes the circuit breaker panel, the power lever quadrant, the rotor brake
control lever and the electrical control panel.
The power system is composed of two General Electric CT7-2E1 turboshaft
engines and one Auxiliary Power Unit (APU) microturbo eAPU60H equipped
with a fire detection system.They are installed in the upper deck and covered
by cowlings.
HELICOPTER DIMENSIONS
Refer to Figure 7-1.
GENERAL ARRANGEMENT
Refer to Figure 7-2.
COCKPIT ARRANGEMENT
INSTRUMENT PANEL
Refer to Figure 7-3
INTERSEAT CONSOLE
Refer to Figure 7-4.
8853
105.0 Ø2900
5160
4006
3972
3024
515
4790
13900
14600
2550
Ø 14
600
3000
DIMENSIONS IN MILLIMETERS 4000
ICN-89-A-157000-A-00001-02249-A-001-01
Page 7-4
Section 7
VERTICAL FIN
Issue 1
System descrIption
LEFT ELEVATOR
LEFT ENGINE DOOR
TRASMISSION REAR FAIRING
Helicopter general (Chap 00)
MAIN ROTOR
EJECTOR FAIRING
SERVICE STEP
Document N°
AW189 - RFM
ICN-89-A-157000-A-00001-02250-A-001-01
AW189 - RFM Section 7
Document N° System Description
189G0290X002 Helicopter general (Chap 00)
MAGNETIC
COMPASS
STANDBY ATTITUDE
DIRECTOR INDICATOR
ICN-89-A-157000-A-00001-02002-A-001-01
5
1 2 3 4
19
18 6
17 8
9
16 10
11
15
12
14
13
ICN-89-A-157000-A-00001-02003-A-002-01
COLLECTIVE GRIP
Refer to Figure 7-6.
CYCLIC GRIP
Refer to Figure 7-7.
ANTENNA LOCATION
For the location of the antennae of the helicopter basic configuration, refer to
Figure 7-8.
ICN-89-A-157000-A-00001-02004-A-001-01
1 2
11 3
10 4
9
8 5
7 A
12
ICN-89-A-157000-A-00001-02006-A-001-01
3
2
4
1
ICN-89-A-157000-A-00001-02007-A-001-01
VOR
GPS2
GPS1
VHF2
XPDR
(TOP)
ADF
DME
VHF1
MARKER
BEACON
(BOTTOM)
SLOPE
XPDR
GLIDE
ICN-89-A-157000-A-00001-02251-A-001-01
ENVIRONMENTAL CONTROL
(Chapter 21)
GENERAL
The Environmental Control System (ECS) gives a means of heating, cooling
and treating the air used for the ventilation and the conditioning of the cockpit,
the cabin and the avionic equipment.
The ECS includes:
ICN-89-A-157000-A-00001-02366-A-001-01
ICN-89-A-157000-A-00001-02134-A-001-01
HEATING SYSTEM
The system consists of a heating system mixing bleed-air from the engines or
Auxiliary Power Unit (APU) with external ambient air and a ventilation system
which takes ambient air from outside the aircraft.
The heating system includes (Figure 7-10):
— Engines shut-off
The engine shut-off valve (attached to the firewall in the engine bay) shuts
off the supply of engine bleed-air to the heating system when it is not
required, in case of overheat or a One Engine Inoperative (OEI) condition.
— APU shut-off
The APU shut-off valve (attached to the bleed duct in the APU bay) shuts
off the supply of APU bleed-air to the heating system when it is not
required, in case of overheat or when the APU is failed.
— Jet Pump
The jet pump assembly is comprised of a composite venturi mixing sec-
tion and a stainless steel bleed-air injector.
The jet pump assembly is installed on the ceiling of the rear fuselage and
interfaces with the Temperature Control Valve (TCV), the Low Pressure
(LP) ambient air intake duct, the temperature sensor, the overheat ther-
mal switch and the LP heating distribution pipe work.
The purposes of the jet pump are:
— To provide fresh airflow into the helicopter, using engine or APU bleed-
air to induce ambient airflow into fresh air intake
— to provide a flow of controlled temperature air for heating and demist-
ing purposes. The engine bleed-air expands to LP in the mixing section
of the assembly.
— Check Valve
There are three check valves installed at the connection between the
engines and APU bleed-air ducts to prevent reverse flow to APU or
engine bleed ports.
HIGH
PRESSURE
DISTRIBUTION
B DUCTS
A
LOW
PRESSURE
DUCTS
HEATING
CONTROL
BOX
ICN-89-A-157000-A-00001-02132-A-001-01
APU
SHUT-OFF
VALVE
C
CHECK
VALVE
TEMPERATURE
CONTROL
VALVE
ENGINE
SHUT-OFF
VALVE
CHECK
VALVE
C ENGINE
SHUT-OFF
VALVE
JET PUMP
OVERHEAT
THERMAL
SWITCH TEMPERATURE
SENSOR
ICN-89-A-157000-A-00001-02381-A-001-01
The heating control box, together with the control panel, controls the nor-
mal operation of the heating system in AUTO mode. The HCB also per-
forms system monitoring and provides the pilot with warnings of overheat
conditions. These functions are achieved using air temperature data mon-
itored by a Duct Temperature Sensor (DTS) and an Overheat Tempera-
ture Switch (OTS). The data from the DTS and the selection on the control
panel is used by the HCB to regulate the TCV accordingly to obtain the
desired supply temperature.
In manual mode (MAN HTR selection) the HCB is by-passed and the TCV
and heating air temperature are directly controlled by the control panel via
use of the '+' and '-' positions on the MAN HTR switch.
Refer to Figure 7-11 for schematic diagram.
The mixed air exiting the jet pump is delivered to the cockpit and cabin
through flexible and rigid ducts.
The heating system can also utilize the cockpit ventilation system fans to
assist in driving the air to the transparency diffusers and upper gaspers, for
demisting purposes. Refer to para “Forced ventilation system”.
The control panel and heater control box control the normal operation of the
heating system.
SHUT OFF
VALVES
ENGINE FIRE
PANEL
DOTS
APU PANEL
COCKPIT
CONTROL
PANEL
TCV
HCB
ADTS
AMMCs
EATS
ICN-89-A-157000-A-00001-02388-A-001-01
VENTILATION
FAN
VENTILATION
AMBIENT
AIR INLETS
NOTE 1
VENTILATION VENTILATION
FAN FAN NOTE 1
NOTE 1 Connected to the integrated ECS
system (if installed)
ICN-89-A-157000-A-00001-02142-A-001-01
DISTRIBUTION SYSTEM
The distribution system components are shown in the Figure 7-10.
AUTO FLIGHT
(Chapter 22)
GENERAL
The four-axis, dual-duplex, Automatic Flight Control System (AFCS) provides
stabilization and control augmentation functions, Primary Upper modes, and
Flight Director modes. The AFCS Control functions are divided into two main
classes, Primary AFCS functions and AFCS Upper Modes.
AFCS actuation is provided by two sets of two linear actuators (one Pitch and
one Roll Linear Actuator for each FCC Channel), one Tail Rotor Linear Actua-
tor independently controlled by each FCC Channel and one set of four Trim
actuators.
The Flight Control Computer (FCC) controls the linear actuators. The FCC
implements two independent channels (referred to as Channel 1 and Channel
2), each made out of two sections (referred to as Section A and Section B).
Each channel is powered by an independent Power Supply Unit.
A
A
C
C
B
AUTOPILOT CONTROL PANEL
1 2 3 4 5 6 7 8 9 10
11
18 12
17 16 15 14 13
C
19
DISPLAY CONTROL PANEL 20
21
ICN-89-A-157000-A-00001-02144-A-001-01
PILOT'S A
PEDALS
E C E C
A
B
F
COPILOT'S
PEDALS
B
29
28
27
F C
22
D
D
23
24
25
26
ICN-89-A-157000-A-00001-02146-A-001-01
30 31 32 33 34 35 36 37 38
4900
190
180
170
160
140
130
120
4900
40
39 41 42
ICN-89-A-157000-A-00001-02161-A-001-01
Figure 7-13 AFCS - Controls and Displays (Sheet 3 of 6)
43
45
44 46 47
48
ICN-89-A-157000-A-00001-02162-A-001-01
Figure 7-13 AFCS - Controls and Displays (Sheet 4 of 6)
49 50 51
ICN-89-A-157000-A-00001-02145-A-001-01
Figure 7-13 AFCS - Controls and Displays (Sheet 5 of 6)
52
53
52
53
ICN-89-A-157000-A-00001-00137-A-001-01
Figure 7-13 AFCS - Controls and Displays (Sheet 6 of 6)
— Stability and Control Augmentation System (SCAS) linear actuator for the
integrated Tail Rotor Actuator (TRA) with dual electrical interface.
The integrated TRA is a single unit that combines a hydraulic servo actua-
tor and the AFCS electro-hydraulic (SCAS) actuator. It is mounted at 90°
to the tail rotor gearbox and provides the power boost to transmit flight
control movements to the tail rotor pitch beam.
The AFCS controls the SCAS actuator in response to detected changes
in yaw attitude.
— Four trim actuators (one for each one of the pitch, roll, yaw and collective
axes)
The trim actuators are driven by signals from the FCC. They have full
authority. This means that they are able to move the flight controls
throughout the full range of normal, available movement. The actuators
provide actuation by rotation of a shaft connected to the flight controls.
A
A
ROLL LINEAR
ACTUATOR
PITCH LINEAR
ACTUATOR
C
SCAS
FCC
TAIL ROTOR
ACTUATOR
ICN-89-A-157000-A-00001-02023-A-001-01
C
A
B
D
D
YAW
TRIM ASSY
PITCH
TRIM ASSY
B
ROLL
TRIM ASSY
C
COLLECTIVE
TRIM ASSY ICN-89-A-157000-A-00001-02368-A-001-01
CHANNEL 1
RESOLVER ROLL TA
RESOLVER YAW TA
Document N°
AW189 - RFM
189G0290X002
Issue 1
ROLL LA LVDT PITCH LA LVDT
Auto flight (Chap 22)
System Description
Page 7-45
Section 7
ICN-89-A-157000-A-00001-02147-A-001-01
Section 7 AW189 - RFM
System Description Document N°
Auto flight (Chap 22) 189G0290X002
The AFCS has two independent, but connected channels (channel 1 and 2),
each with its own independent power supply. The two channels are indicated
as AP1 and AP2.
AFCS actuation (that is the movement of control surfaces, main and tail rotor
blade pitch) is carried out by the use of linear (series) and trim (parallel) actua-
tors. There are two sets of pitch and roll linear actuators, each driven by one
channel.
The Flight Control Computer drives these actuators with a databus called a
Control Area Network (CAN) bus. The two sets of linear actuators are referred
to as “Bank 1" and “Bank 2", and are driven and monitored by the correspond-
ing FCC channel. Each actuator is equipped with a Linear Variable Differential
Transducer (LVDT) to give independent feedback of shaft position to the FCC.
There is a single tail rotor actuator driven by both channels together. This also
has two LVDT providing independent position feedback to the FCC, a recen-
tering spring and a solenoid operated valve.
Trim actuators provide control of shaft rotation speed. They are equipped with
resolvers to provide flight control position feedback and an enable mechanism
and electromagnetic clutch.
Depending on configuration, the APCP provides controls for mode arming/
engagement and mode status display. It is also used for trim engagement and
pre-flight testing.
AFCS modes of operation include control functions, test functions and “non-
control” functions.
The AFCS Control functions are divided into two main classes, Primary AFCS
functions and AFCS Upper Modes.
and hold a pitch, roll or yaw attitude reference. The pitch, roll, and yaw modes
are independent and each modes operate on its axis.
The stability augmentation mode consists of the simultaneous pitch, roll, and
yaw stability augmentation modes. The stability augmentation mode provides
aircraft angular stabilization about the pitch, roll and yaw axes. The pitch, roll,
and yaw modes are independent and each modes operate on its axis. SAS
mode is adopted only in degraded conditions resulting in inadequate ATT
operation.
The Wing-Level mode provides the capability to acquire and hold near zero
pitch and roll attitude. It operates on pitch and roll axes.
The PFCS control functions are:
— Auto-Trim (ATRIM)
— Turn-Coordination (TC).
The collective decoupling function provides compensation for the aircraft
dynamics inherent cross-coupling from collective control to other axes. The
function is active when the AFCS is engaged.
The auto-trim function provides automatic positioning of cyclic and pedal con-
trols (about the pitch/roll/yaw axes) to the current trim position, maintaining lin-
ear actuators about their center. The function operates on pitch, roll, and yaw
axes. The function is active when AFCS is engaged and in hands-off condi-
tion.
The stabilization function provides aircraft angular rate stabilization and atti-
tude washout about the pitch, roll, and yaw axes. It is equivalent to SAS mode
control function. The function operates on Pitch, Roll, and Yaw axes (on yaw
axis only if A/C is in hover condition). The function is active when the AFCS is
engaged and when the control function of the engaged mode is not active due
to hands-on/feet-on condition. Command Augmentation function shapes A/C
response to pilot commands, hence preventing the AFCS to counteract A/C
attitude changes induced by pilot manoeuvre on pitch and roll axes. In these
conditions stabilization is the only active control function.
The turn coordination function provides control of the aircraft lateral accelera-
tion to ensure coordinated flight (zero lateral acceleration) both in turn and in
straight flight. The function operates on the Yaw axis and is active only in
cruise condition. Lateral acceleration reference can be fine tuned using collec-
tive lateral beep switches, and is reset to zero when in feet-on condition.
— Go Around (GA)
The GA mode provides A/C control for an automatic ascent away profile,
mainly used in case of missed approach. When engaged the A/C will be con-
trolled to about 1000 feet/min climb at minimum power airspeed (Vy). Vertical
speed and airspeed references cannot be modified. When GA is requested
during an approach and a missed approach flight plan is provided by an inde-
pendent Flight Management System, NAV mode is engaged simultaneously
on the roll axis. Otherwise HDG mode is engaged simultaneously. GA mode
operates on Collective Axis to control Vertical Speed and on Pitch axis to con-
trol airspeed. If a missed approach flight plan is provided, Roll axis is under
control of NAV mode and Yaw axis provides turn coordination. Otherwise Roll
and Yaw axes are under control of HDG mode. GA disengages automatically
when both 200 feet radar-height and 700 feet/min are achieved, then VS and
IAS modes engage.
The HOV mode provides the capability to capture and hold lateral and longitu-
dinal ground speed references (velocity-hover) and to hold a position refer-
ence (position-hover). RHT (or ALT as backup) and HDG modes are engaged
simultaneously to control height and heading respectively. It operates on Pitch
and Roll axes. The collective axis is under control of either RHT or ALT if
engaged. The yaw axis is under control of HDG (forced to operate on Yaw
axis) if engaged.
The Flight Director Modes are:
matically disengages and RHT mode engages. The mode operates on collec-
tive axis while pitch axis is under control of IAS, if engaged.
The VAPP mode provides the capability to acquire and hold a VOR radial ref-
erence (desired course), hence providing A/C control on the horizontal plane
for an automatic approach. The mode operates on roll axis. When the A/C flies
across the VOR cone of confusion the mode is switched in standby while HDG
mode controls the roll axis during the crossing (Over-station phase).
The VOR mode provides the capability to acquire and hold a VOR radial refer-
ence (desired course). The mode operates on roll axis. When the A/C flies
across the VOR cone of confusion the mode is switched in standby while HDG
mode controls the roll axis during the crossing (Over-station phase).
— Maintenance
— Lamp Test.
The PFT scope is to test functions and components whose failures cannot be
detected at CBIT and to detect failures prior to A/C dispatch. A typical AFCS
PFT page on the MFD is shown in Figure 7-16.
All AFCS control panel annunciations can be illuminated for test purposes by
means of a dedicated control on A/C (Lamp Test).
1 AP PF-TEST IN PROGRESS
LAT 1 2
L R
UP 1 UP
2
LONG 75 %
C L
LAT 25 % L O
T N
PED 80 % V PED
L R G
1
CLTV
2
DN DN
2 AP PF-TEST ABORTED
ICN-89-A-157000-A-00001-00140-A-001-01
Figure 7-16 AFCS PFT page on MFD
COMMUNICATIONS
(Chapter 23)
GENERAL
The communication system comprises all the equipment necessary for com-
munications between:
— The aircraft and ground via the Very High Frequency (VHF) radio system
speech communications
— The aircraft and other aircraft via the VHF radio system speech communi-
cations
— Other external and internal audio sources (navigation systems and crew
alerting) via the ICS (audio integrating and voice command system).
These systems include components which supply voice and audio tone com-
munications.
The communications system integrates with the following systems to provide
a full communication suite:
— Navigation Aids:
– VHF Omni-directional Range (finder) 1 (VOR 1)
– VOR 2 and Automatic Distance Finder (ADF)
– Distance Measuring Equipment (DME)
There are 2 ACP fitted in the cockpit, for pilot and co-pilot. These units provide
the operator with control, management and indication of their respective com-
munication and audio equipment. Any selections or adjustments made are
transferred to the AMU.
The cabin also contains 4 Cabin speakers which provide a cabin passenger
address system using the AMU for the amplification of audio to the cabin
speakers.
External communication is achieved via two VHF Amplitude Modulated (AM)
transceivers.
The 2 VHF transceivers are identified as VHF 1 and VHF 2 and are managed
within the AMMS and Cockpit Display System (CDS) structure, whilst the
other systems are in a stand alone configuration with an input/output with the
AMU.
INTERCOMMUNICATION SYSTEM
The intercommunication system (ICS) comprises (Figure 7-18):
PLT Lower
Ant
Tuning
BKUP
VHF 2
MCDU 2
VHF 1
CDS
ACP
PLT
AMMC 1
WOW
ACP
CPT
ICN-89-A-157000-A-00001-02148-A-001-01
Figure 7-17 Communications - Schematic Diagram
C
A
B
B
B
COCKPIT AUDIO CONTROL PANEL
AUDIO MANAGEMENT
UNIT
ICN-89-A-157000-A-00001-02149-A-001-01
A
REMOTE MEMORY
ICN-89-A-157000-A-00001-02150-A-001-01
A
E
A
D B
D C B
E
C
E
B
1 2
11
3
10 4
9 5
8 6
12
7
D C
12
12
ICN-89-A-157000-A-00001-02151-A-001-01
— Frequency entry
— Standby and active frequency management, the facility allows the opera-
tor to switch between active and standby (next frequency)
— Mode management
— Squelch control
— Backup AMMS MCDU tuning via an ARINC 429 link direct to the VHF
transceiver, this facility is used in the event of AMMS control failure.
The secondary method of control and operation is achieved via each pilot's
Cursor Control Device (CCD) unit which interfaces with the CDS and AMMS
to provide some transceiver control.
The transceiver functions provided by the CCD are:
— The left and right triangular shaped push buttons are located on the edges
of the CCD. They are used to access either the Multi-Function Display
(MFD) or Primary Flight Display (PFD) as follows:
— On access to the respective PFD a cyan focus box will be located around
the communications Remote Frequency Indicator (RFI) window
— The SET push button is used to change between the active and standby
frequencies when RFI communications window is enabled
— The dual concentric rotary knob is used for selecting between VHF 1 or 2
and editing frequencies, with the centre push button being used to
acknowledge these changes. The outer rotary knob is also used for
selecting the RFI sub windows and Crew Alerting System (CAS) list
— The ESC (escape) push button is used to cancel modifications and return
to the active mode.
The pilot and co-pilot MCDU frequency and operational data can be observed
also in each pilot's respective PFD Remote Frequency Indicator (RFI) window.
D
B
A
A B
VHF 1 VHF 2
D TYPICAL
VHF 1
ANTENNA
VHF 2
ANTENNA
ICN-89-A-157000-A-00001-02152-A-001-01
ICN-89-A-157000-A-00001-02153-A-001-01
Figure 7-21 VHF System - Controls and Displays (Sheet 1 of 2)
ICN-89-A-157000-A-00001-02154-A-001-01
Figure 7-21 VHF System - Controls and Displays (Sheet 2 of 2)
— Amplifier
The amplifier is located in the forward area of the cabin.
The amplifier provides the ICS volume control, the VOX control, the
microphone inputs and the audio outputs.
— Lighted push-buttons
The two lighted push-buttons are installed on the cabin roof. One lighted
push-button is installed in the forward right area of the cabin and the other
one in the aft left area of the cabin. Each lighted push-button is located
near the related ACP.
Each lighted push-button is equipped with two status indicators used to
inform the cabin crew about the availability of the communication between
the passengers and the other crew members (pilot, copilot and cabin
crew).
The crew members in the cabin has the capability to isolate the passen-
gers using the lighted push-buttons.
The PAX white status indicator informs that the communication among
passengers, cabin crew and the cockpit crew is enabled.
The ISOLATED green status indicator informs that the communication
between the passengers and the other crew members is not available.
The passengers are isolated from the other crew members and can only
communicate between themselves..
A
B
A
C
A
B
LIGHTED PUSH-BUTTON
B
AMPLIFIER
ICN-89-A-157000-G-00001-07107-A-001-01
— Video splitters
Three video splitters are installed on the rear part of the structure of the
cabin ceiling. Two video splitters are installed one on the left and one on
the right side of the ceiling. The third video splitter is installed in the mid-
dle of the ceiling. Six electrical connectors are attached to each video
splitter. Each video splitter has a LED for indication of Power ON status.
The video splitter splits one VGA input in two VGA outputs. A VGA ampli-
fier allows to avoid quality loss of the signal due to the split. The video
splitter is also capable to split electrical input signals. The video splitter
has the capability to split one VGA input in two VGA outputs, to split one
28 Vdc input in two 28 Vdc outputs (to feed power to cabin displays) or to
split one 12 Vdc input in two 12 Vdc outputs (to feed power for the other
two splitters).
— Cabin displays
Four cabin displays are installed in the passenger cabin. The four displays
are visible from any passenger seat. Two displays are installed in the area
of the forward seat passenger row. Two displays are installed in the aft
seat passenger row.
The cabin display is a 10.4” LCD monitor capable to show to the passen-
gers multimedia contents.
The contents come from different video sources such as VGA, S-video or
video composite. The video source can be selected with command but-
tons or through a dedicated remote control.
— IR sensor
The IR sensor is installed in the passenger cabin ceiling.
The IR sensor receives the signals from the portable IR remote control.
28VDC
28VDC FWD RH
PWR IN VGA
DISPLAY
12VDC 12VDC
PWR OUT PWR IN
NUMBER 1
ARINC 429 IES CPU
VGA VIDEO
AMMC1
SPLITTER
28VDC AFT LH
VGA DISPLAY
AUDIO OUT NUMBER 3
IR RCVR
Diagram
Internal PA 12VDC VIDEO
Document N°
AW189 - RFM
189G0290X002
VGA SPLITTER
IR CONTROL
Issue 1
Figure 7-21B Cabin in-flight entertainment system (IES) kit - Schematic
Communications (Chap 23)
System Description
Rev. 2
Section 7
Page 7-68E
ICN-89-A-157000-G-00001-07110-A-001-01
Section 7 AW189 - RFM
System Description Document N°
Communications (Chap 23) 189G0290X002
C B
B A PORTABLE IR
REMOTE CONTROL
D
C B C
A
C CONTROL UNIT
(IES CPU)
IR SENSOR
C
VIDEO SPLITTER
CABIN DISPLAY (TYPICAL 3 POSITIONS)
(TYPICAL 4 POSITIONS) ICN-89-A-157000-G-00001-07108-A-001-01
V/UHF TRANSCEIVER A
A B
POWER LINE
FILTER CABLE
C
POWER LINE
FILTER
B
LOW PASS FILTER
V/UHF RADIO
TRIPLEXER V/UHF ANTENNA
ICN-89-A-157000-G-00001-08205-A-001-01
ELECTRICAL POWER
(Chapter 24)
GENERAL
The main purpose of the electrical system is to provide electrical power to the
helicopter systems.
The electrical system is named Electrical Power Generation and Distribution
System (EPGDS).
The EPGDS comprises of all the equipment necessary to generate, convert
and distribute electrical power to the rotorcraft's electrical power utilization.
Associated equipment provides for energy conversion, energy storage, con-
trol, protection, monitoring and indication to the flight crew, and distribution to
required loads.
The EPGDS has the following main functions:
— Provides 270 Vdc power to start each main engine via its starter-genera-
tor
— BATT MASTER
— MAIN BATT
— AUX BATT
— EMER GEN
SYNOPTIC PAGE
The purpose of the synoptic page is to provide the operator with graphical
information concerning the status of the electrical system. The page is acces-
sible from a drop down menu on the MFD, either in maintenance mode (on
ground) or in flight.
ICN-89-A-157000-A-00001-02044-A-001-01
ICN-89-A-157000-A-00001-02121-A-001-01
Figure 7-23 Electrical System - Controls and Displays
AC GENERATION SYSTEM
The baseline alternating current start-generation sub-system (ACSGS) com-
prises the following main components (refer to Figure 7-24 and Figure 7-25):
A
C STARTER GENERATOR
CONVERTER UNITS
C
START RECTIFIER UNIT
A
STARTER GENERATOR
B
STARTER GENERATOR
ICN-89-A-157000-A-00001-02037-A-001-01
APU GEN
APU GCU
ICN-89-A-157000-A-00001-02038-A-001-01
A single SRU is located between SGCU 1 and SGCU2 and it is used to con-
vert AC power into DC power (270 V) for main engine start.
Electrical power from starter/generators is distributed to AC power distribution
unit (PDU) GENs. Electrical power from APU GEN is distributed to AC PDU
APU.
AC PDUs (AC PDU GEN and AC PDU APU) are used to distribute AC electri-
cal power to DC PDUs and utility as ECS (air conditioning). AC PDU GEN
contains AC MAIN BUS 1 and AC MAIN BUS 2.
DC GENERATION SYSTEM
The components of the DCGS are shown in Figure 7-27. They are:
— Three 28VDC Converter Units (VCU1, VCU2, VCU3) called also Trans-
former Rectifier Units (TRU1, TRU2, TRU3).
The TRU (or Voltage Converter Unit) is a transformer plus a rectifier unit
and its main purpose is to convert 115/200 VAC into 28 Vdc. The VCU1
and the VCU2 are located on the lower side of the upper structure of the
main cabin. The VCU3 is located on the roof of the rear fuselage.
— Two 17AHr Nichel Cadmium (NiCd) Battery, the main Battery (MAIN
BATT) and the auxiliary battery (AUX BATT). The auxiliary battery is
optional.
The main and the auxiliary batteries are located in the nose avionic bay. The
battery used on the helicopter is a Nickel-Cadmium (NiCd) battery. When
external power is not available, the battery is used for starting the APU.
The Figure 7-28 show the DC generation system schematic diagram.
The EPGDS can use electrical power sources main battery (and auxiliary bat-
tery when installed), APU generator and engine generators (1 and 2).
On ground, it can be powered by GPUs (AC or DC). Main Battery can be used
to start APU. Main Battery can supply Hot Battery Bus 1 (CBP1) and Main
Battery Bus (DC PDU1). Auxiliary battery can supply Hot Battery Bus 2
(CBP2) and APU Bus (DC PDU2).
VCU1 (TRU1), VCU 2 (TRU2) and VCU3 (TRU APU) are connected between
AC PDUs and DC PDUs.
VCU1 (TRU 1), VCU 2 (TRU 2) and VCU 3 (TRU APU) are connected
between AC PDUs and DC PDUs and the they are used to convert AC power
into DC power (28 V).
A single SRU is connected between SGCU 1 and SGCU 2 and it is used to
convert AC power into DC power (270 V) for Main Engine Start (MES).
ICN-89-A-157000-A-00001-02122-A-001-01
Figure 7-26 AC Generation System - Schematic Diagram
D
E
A B
B C MAIN AUXILIARY
BATTERY BATTERY
TYPICAL
C D E
VCU1 VCU2 VCU3
ICN-89-A-157000-A-00001-02039-A-001-01
ICN-89-A-157000-A-00001-02123-A-001-01
Figure 7-28 DC Generation System - Schematic Diagram
B
A
A
APU POWER
DISTRIBUTION UNIT
B
AC GEN POWER
DISTRIBUTION UNIT
ICN-89-A-157000-A-00001-02040-A-001-01
A
B
A
C
DC
PDU 1
C
B
DC
PDU 2
NO.2 CIRCUIT
NO.1 CIRCUIT BREAKER PANEL
BREAKER PANEL
ICN-89-A-157000-A-00001-02041-A-001-01
E A
B
D
C
D E
REPU 1 REPU 2
B C
E-DU 1 E-DU 2
TYPICAL
ICN-89-A-157000-A-00001-02042-A-001-01
D
C A
B
PM 1
D C
REPU 3
E-IOM 2 E-IOM 1
PM 2
TYPICAL
ICN-89-A-157000-A-00001-02361-A-001-01
A
EMERGENCY
POWER SUPPLY
ICN-89-A-157000-G-00001-08204-A-001-01
EQUIPMENTS/FURNISHINGS
(Chapter 25)
GENERAL
The equipment/furnishing system includes:
— Cockpit seats
The pilot/co-pilot seats are of aluminum frames for the seat back and seat
pan, covered on the back and on the pan by metal sheets. The seats are
equipped with an energy absorbing system which reduces crash impact
down loads transferring to the aircraft structure, thus increasing chances
of survivability in a crash situation.
Pilot/co-pilot seats are equipped with an adjustable movement mecha-
nism and headrests and if requested an armrest.
HEADREST
CO-PILOT
SEAT
RESTRAINT
SYSTEM
PAN CUSHION
SET ADJUSTMENT
LEVERS SET FRAME
ICN-89-A-157000-A-00001-02228-A-001-01
— Passenger seats
Each floor mounted passenger seat is connected to its respective seat rail
structure by four double stud fittings, which allow easy removal of the seat
without the need for a special tool.
There are 4 different configurations (Figure 7-33):
– 16 Seats (4x4 forward)
– 16 Seats (4 aft and 3x4 forward)
– 18 Seats
– 19 Seats.
— Safety Belts.
Lightweight and easily operated 4-point restraint system (5-point restraint
system also available as option for pilot/co-pilot seat) with safety lap belt,
double strap shoulder harnesses and locking inertia reel.
B A B A
18 SEATS CONFIGURATION 19 SEATS CONFIGURATION
B B
A A
B A
TYPICAL TYPICAL
IN FOUR
POSITIONS
ICN-89-A-157000-A-00001-02229-A-001-01
— ELT Unit
This is fixed unit inside the aircraft and will transmit on the 121.5 MHz/
243.0 MHz and coded information to the SARSAT system on 406.025
MHz.
— Buzzer
The Buzzer operates whenever the ELT is activated.
— Antenna.
ELT antenna has two connectors: one for 121.5/243.0 MHz and one for
406.025 MHz.
ANTENNA
COVER
EMERGENCY
LOCATOR COVER
COVER
BATTERY
PACK
SUPPORT
ICN-89-A-157000-A-00001-02233-A-001-01
ART
ELTEX
Y
ONL
USE
ON
NCY
AR
RGE
M
EME
TES
T
WA PRES/RESE
IT S T
PR 1 SE ON
ESS CO
AR ND
M
ICN-89-A-157000-A-00001-02231-A-001-01
COCKPIT
PORTABLE FIRE
EXTINGUISHER
ICN-89-A-157000-A-00001-02372-A-001-01
A A
A A A A
A PORTABLE FIRE
EXTINGUISHER
ICN-89-A-157000-A-00001-02373-A-001-01
FIRE PROTECTION
(Chapter 26)
GENERAL
The purposes of the fire protection system are to simultaneously protect all
zones of the engines/Auxiliary Power Unit (APU) bays and to provide an ade-
quate quantity of extinguishing agent and rate of discharge for each fire zone.
The system includes:
— Warning message “ENG 1 (2) FIRE” on the Crew Alerting System (CAS)
window
— Audio tone “ENG1 (2) FIRE” with master warning light flashing
— Red warning light on the engine control panel of the affected engine
— On the Multi-Function Display (MFD) PWR PLANT format, the engine sil-
houette becomes red with a red FIRE message inside APU.
In the event of fire inside the APU bay, the following alarms are given to the
pilot (refer to Figure 7-38):
— Warning message “APU FIRE” on the Crew Alerting System (CAS) win-
dow
A 1 2 1
ICN-89-A-157000-A-00001-02014-A-001-01
Figure 7-37 Fire Protection System (Engine) - Controls and Displays
(Sheet 1 of 2)
Page 7-100 Issue 1 FOR TRAINING ONLY
AW189 - RFM Section 7
Document N° System Description
189G0290X002 Fire protection (Chap 26)
ICN-89-A-157000-A-00001-02363-A-001-01
Figure 7-37 Fire Protection System (Engine) - Controls and Displays
(Sheet 2 of 2)
ICN-89-A-157000-A-00001-02015-A-001-01
Figure 7-38 Fire Protection System (APU) - Controls and Displays (Sheet
1 of 2)
Page 7-102 Issue 1 FOR TRAINING ONLY
AW189 - RFM Section 7
Document N° System Description
189G0290X002 Fire protection (Chap 26)
ICN-89-A-157000-A-00001-02364-A-001-01
Figure 7-38 Fire Protection System (APU) - Controls and Displays (Sheet
2 of 2)
APU BAY
WIRE FIRE
ENGINE 2 BAY
WIRE FIRE
ENGINE 1 BAY
WIRE FIRE
ICN-89-A-157000-A-00001-02009-A-001-01
SMOKE
IDENTIFICATION LABEL DETECTOR
ICN-89-A-157000-A-00001-02010-A-001-01
RH DISTRIBUTION
PIPE SYSTEM A
RH
CHECK TEE VALVE
LH
A
TEMPERATURE
COMPENSATED
CARTRIGE PRESSURE SWITCH
FIRE UNIT
OUTLET
VALVE
SAFETY RELIEF
FILL FITTING
CARTRIGE
FIRE UNIT
OUTLET
VALVE
MOUNTING LUGS
ICN-89-A-157000-A-00001-02011-A-001-01
RH
APU DISTRIBUTION
PIPE SYSTEM
A
MOUNTING LUGS
TEMPERATURE
COMPENSATED SAFETY RELIEF
PRESSURE SWITCH FILL FITTING
OUTLET
VALVE
CARTRIDGE
FIRE UNIT
ICN-89-A-157000-A-00001-02362-A-001-01
189G0290X002
Issue 1
Figure 7-42 Engine Fire Extinguisher System - Schematic Diagram
FIRE DETECTION/EXTINGUISHING CONTROL PANEL
Fire protection (Chap 26)
System Description
Page 7-111
Section 7
ICN-89-A-157000-A-00001-02012-A-001-01
Section 7 AW189 - RFM
System Description Document N°
Fire protection (Chap 26) 189G0290X002
INDICATOR DISC
DISCHARGE
APU
BAY
APU
BTL
ICN-89-A-157000-A-00001-02013-A-001-01
Figure 7-43 APU Fire Extinguisher System - Schematic Diagram
FUEL SYSTEM
(Chapter 28)
GENERAL
The fuel system provides fuel storage capability and supplies the two main
engines and the APU, at the pressure and flow rate requested by the engine
for aircraft operations in all ground and flight conditions. The fuel system also
provides the principle requirements which are:
— Fuel storage system
— Fuel distribution system
— Fuel indicating system
— Pressure refueling and defueling system (optional).
> <
> <
ICN-89-A-157000-A-00001-02021-A-001-01
Figure 7-44 Fuel System - Controls and Displays (Sheet 1 of 2)
ICN-89-A-157000-A-00001-02022-A-001-01
Figure 7-44 Fuel System - Controls and Displays (Sheet 2 of 2)
A A
B
NO.2
MAIN TANK
NO.1
MAIN TANK
ICN-89-A-157000-A-00001-02016-A-001-01
The fuel system lines are composed of rigid and flexible pipes. Flexible pipes
are used to meet crash safety requirements where relative movement
between the bladder and rigid pipe, in a survivable crash, would damage the
bladders causing serious fuel spillage.
The shut-off valves and cross-feed valve are incorporated into two manifold
assemblies together with the respective pressure transducers. The No. 1
engine and APU shut off valves (SOV) are incorporated into the left side man-
ifold assembly (no. 1 manifold) and the No. 2 engine and cross-feed valve are
incorporated into the right side manifold assembly (no. 2 manifold).
Ventilation system
The fuel tank ventilation system consists of two independent and separate
systems which vent each of the two main fuel tank cells. The fuel tank ventila-
tion system ensures proper ventilation of all tanks and prevents fuel leakage
due to over pressure, siphoning or helicopter rollover.
A A
C
BOOSTER PUMP 2 B
PIPELINES
BOOSTER PUMP 1
CROSS-FEED
VALVE B
NO. 1 ENGINE NO. 1 MANIFOLD
SOV
NO. 2 MANIFOLD
NO. 2 ENGINE
APU SOV SOV
ICN-89-A-157000-A-00001-02017-A-001-01
ICN-89-A-157000-A-00001-02020-A-001-01
Figure 7-47 Fuel Distribution System - Schematic Diagram
A
A
UPPER
PROBE
LOWER
PROBE
ICN-89-A-157000-A-00001-02019-A-001-01
ICN-89-A-157000-A-00001-02018-A-001-01
Figure 7-49 Fuel Indicating System - Schematic Diagram
— The adapter
The adapter is located on the right side of the helicopter. To the adapter
are connected the refuel line hose and the pilot-line hose.
The adapter incorporates a cap which fully seals the adapter. The cap is
attached to the adapter with a chain. On the cap there is a push button
that makes possible to release any trapped pressure before the cap is
removed. The adapter is designed to connect a standard diameter refuel-
ing nozzle.
— The valve
The valve is installed on the sump flange of the Number 2 tank. To the
valve is connected the refuel line hose.
The valve allows the refueling only when 28 Vdc is supplied from the
refuel/defuel panel, in combination with the application of fuel pressure
from the refuel line hose. The valve stops the refueling when either the
AMMC or the high level valve provide to the refuel/defuel panel the signal
to stop the refuel.
A
D
B
C
ADAPTER
HIGH LEVEL VALVE
VENT VALVE
ICN-89-A-157000-G-00001-08425-A-001-01
REFUEL LINE
HOSE
VALVE
REFUEL / DEFUEL
PANEL
ICN-89-A-157000-G-00001-08426-A-001-01
B
A
C
C
C
B
REFUELING
FUEL QTY
7 CURRENT TARGET 4
1000 kg [ 1000 kg ]
MAX TARGET
1050 kg
REFUEL COMPLETED
5
6
< RTN
[ ]
2 1
ICN-89-A-157000-G-00001-08427-A-001-01
HYDRAULIC SYSTEM
(Chapter 29)
GENERAL
The hydraulic power system supplies the hydraulic power necessary to oper-
ate the flight control servo actuators (main and tail) and the landing gear circuit
for landing gear extension and retraction.
The system includes two independent circuits that supply hydraulic fluid at a
nominal working pressure of 3000 psi (207 Bar): hydraulic system No. 1 and
No. 2.
The main module of the hydraulic system is called power control module
(PCM) (Figure 7-52). This houses most of the hydraulic system components
including the reservoir, shut-off valves (SOV), filters and sensors.
The PCMs are installed on the upper deck in front of the main gearbox. The
functions of the PCMs are to store, filter, provide the hydraulic fluid and moni-
tor the pressure and temperature of the hydraulic system.
The Tail Rotor Shut-Off valve (TRSOV) is the only component not included in
the PCMs. It enables the isolation of hydraulic circuit 2 tail rotor actuator
hydraulic line in the event of a leak.
The No. 1 hydraulic system is composed of one mechanical driven self-regu-
lating pump and one electrical driven for the on ground pre-flight checks. The
No. 2 hydraulic system is composed of two mechanical driven self-regulating
pumps, able to provide pressure flow at 207 bar (3000 psi) to the power con-
trol module.
The mechanical hydraulic pumps are driven continuously by the main gear
box, the electrical hydraulic pump (when operated by the pilot) only for ground
pre-flight checks of the flight controls servo actuators for a limited period of
time (2 minutes).
The schematic diagram of the hydraulic system is shown in Figure 7-50.
The pumps function is to supply their respective PCM with the necessary
hydraulic pressure and flow, then the PCMs supply hydraulic power to the
flight controls.
The No. 1 hydraulic system supplies power for one channel of the main and
tail-rotor actuators (three main rotor actuators and one tail rotor actuator). No.
1 system is also used to operate the landing gear only in emergency situa-
tions.The No. 2 hydraulic system supplies power for one channel of the main
and tail-rotor actuators (three main-rotor actuators and one tail rotor actuator).
ICN-89-A-157000-A-00001-02047-A-001-01
Figure 7-50 Hydraulic System - Schematic Diagram
The No. 2 hydraulic system also supplies primary power to the landing gear
extension and retraction system; this system is referred to as the utility circuit.
Manual control
The hydraulic page on the Electronic Control Display Unit (ECDU) is shown in
the Figure 7-51.
The three-position horizontal toggle command type with NORM, 1CLSD and
CLSD2 options, allows to close the SOV in the circuit No.1 and No. 2. The
default at power-up is NORM and both SOV open.
The system includes the following features:
Automatic control
The automatic controls for system 1 are provided by fluid level switches in the
PCM reservoirs. The automatic operations for system 1 include:
circuit (F/C SOV) is closed, its reopens automatically (and its closure it is
inibithed).
> <
> <
> <
> <
> <
ICN-89-A-157000-A-00001-02050-A-001-01
Figure 7-51 Hydraulic System - Controls and Displays (Sheet 1 of 2)
ICN-89-A-157000-A-00001-02049-A-001-01
Figure 7-51 Hydraulic System - Controls and Displays (Sheet 2 of 2)
TRA
HPS2
MRA
PCM2
HPS1
LGCV
HYD SYS 2
HYD SYS 1
PCM1
ELECTRICAL
PUMP
ICN-89-A-157000-A-00001-02046-A-001-01
UTILITY CIRCUIT
See chapter 32.
HPS 4
ELECTRICAL
PUMP
ICN-89-A-157000-A-00001-02140-A-001-01
GENERAL
The ice and rain protection system includes:
SUPPORT
TYPICAL
PITOT TUBE
HEATING ELEMENT
ICN-89-A-157000-A-00001-02200-A-001-01
ICN-89-A-157000-A-00001-02201-A-001-01
Figure 7-55 Pitot Heating System - Controls and Displays
— Wiper arms
— Wiper blades.
The purpose of the windshield wiping system is to keep the windshield surface
clean from water, dirt, sand, dust or a thin coating of soft snow.
The system consists of two identical installations, one for the pilot windshield
and the other for the co-pilot windshield and allows the operation of the pilot
and co-pilot wiper blades separately or together.
WIPER BLADE
TYPICAL
WIPER ARM
WIPER MOTOR
CONVERTER
TYPICAL
ICN-89-A-157000-A-00001-02203-A-001-01
A
A
3
ICN-89-A-157000-A-00001-02204-A-001-01
Figure 7-57 Windshield Wiping System - Controls and Displays
ICE DETECTOR
FAIRING
ICE DETECTOR
ICN-89-A-157000-G-00001-08202-A-001-01
Figure 7-57A Ice detector system - Components Location
Note
The ice detection capability of the system has not been
assessed. Therefore no credit is to be given to this system as
icing conditions may not be detected.
ICN-89-A-157000-G-00001-08203-A-001-01
INDICATING/RECORDING SYSTEM
(Chapter 31)
GENERAL
The indicating/recording system includes:
— Independent instruments
— Recorder systems.
INDEPENDENT INSTRUMENTS
The system includes (Figure 7-58):
— Chronometer
Two chronometers are installed on the instruments panel and the controls
are on the unit itself. The chronometer provides the following operating
modes:
– Local time of day in a 12 hours format
– Coordinate Universal Time (UTC), formerly known as Greenwich time,
in a 24 hours format
RECORDERS SYSTEM
The recorders system includes the following sub-systems:
A
A
B
D B
OUTSIDE AIR
TEMPERATURE B
CHRONOMETER
MAGNETIC
COMPASS
ICN-89-A-157000-A-00001-02234-A-001-01
— Accelerometer
The accelerometer is a tri-axial type, situated on the roof area of the tail
boom area, is an hermetically sealed instrument. It simultaneously mea-
sures acceleration on three axes: vertical, longitudinal and lateral.
C
B
A
A
ULB
MAIN RECORDING
UNIT
C
B
RIPS
ACCELEROMETER
ICN-89-A-157000-A-00001-02235-A-001-01
1 2
5
6
3
4
ICN-89-A-157000-A-00001-02236-A-001-01
B
ACCELEROMETER
B
TYPICAL
A B
B
B B
B
B
B B
ICN-89-A-157000-A-00001-02237-A-001-01
A A
ACCELEROMETER
TYPICAL
ICN-89-A-157000-A-00001-02374-A-001-01
MAINTENANCE
< RTN
VIBRATION MONITORING
VDAM1 ST VDAM2 ST
@@@@@@ @@@@@@
< RTN
MR FPOG TR FPOG
**/** **/**
MR HOVER TR HOVER
**/** **/**
MR SL CRS TR SL CRS
**/** **/**
MR CRS TR CRS
**/** **/**
MR FST CRS TR FST CRS
**/** **/**
SPECL MR/TR
< RTN **/**
ICN-89-A-157000-A-00001-02238-A-001-01
Figure 7-62 HUMS - Controls and Displays (Sheet 1 of 2)
MFD
Take Off and Landing Take Off and Landing Cycles xxx xx entries of xx
Total Flight Time xxxx:xx
Rotor
Engine 1
# Take Off Landing
Engine 2
Date Time Fuel Date Time Fuel
APU 1 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
2 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
3 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
4 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
5 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
6 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
7 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
8 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
9 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
10 xxxxxx xx:xx:xx xxxxx xxxxxx xx:xx:xx xxxxx
ICN-89-A-157000-A-00001-02239-A-001-01
Figure 7-62 HUMS - Controls and Displays (Sheet 2 of 2)
LANDING GEAR
(Chapter 32)
GENERAL
The landing gear system is a nose wheel tricycle design, comprising two main
landing gear subsystems and one nose landing gear subsystem.
Main and nose landing gears are retractable and are held in the retracted
position using the hydraulics only.
The landing gear is equipped with one wheel for the main left-hand and right-
hand landing gear and two wheels for the nose.
The brake system is operated for progressive, differential, dynamic braking
and a parking brake function.
1
A 2
5 4
ICN-89-A-157000-A-00001-02055-A-001-01
Figure 7-63 Landing Gear System - Controls and Displays (Sheet 1 of 2)
PFD
PWR PLANT
ICN-89-A-157000-A-00001-02371-A-001-01
Figure 7-63 Landing Gear System - Controls and Displays (Sheet 2 of 2)
— Retraction actuator
The retraction actuator is a hydraulically operated line replaceable unit of
the extension and retraction subsystem. It retracts and extends the nose
landing gear. It also serves as the drag brace comprising an internal
mechanical locking device.
— Torque links
Two identical torque links allow the rotation movement between the
wheels and shock absorber cylinder during towing/taxiing operations.
— Shock absorber
The NLG shock absorber is integrated in the shock strut. It is a double
stage type with a low and a high pressure chamber.
— Crash device
In case of the aircraft sinking speed being more than 5.5 m/s, which has
to be classified as failure case and therefore the landing gear can get
damaged, the resulting loads will be additionally absorbed by a cylindrical
crash tube, which is made of composite materials. The crash tube stroke
is 80 mm. In case of a crash landing (sinking speed more than 10 m/s) the
resulting loads will be mainly absorbed by the crash tube. In this case the
crash tube will be destroyed completely.
— Trailing arm
The trailing arm is a steel beam that connects the wheel and the shock
absorber, and allows the pivoting of the landing gear during the landing
and extension/retraction operation.
— Extension/retraction actuator
The retraction actuator is a hydraulically operated line replaceable unit of
the extension and retraction subsystem. It retracts and extends the main
landing gear. The tailstock side of the retraction actuator is attached to the
EXTENSION/RETRACTION
ACTUATOR
CENTER LOCK
ASSEMBLY
LOCKING PIN
ASSEMBLY LEVER
UPPER
TORQUE LINK
CRASH
DEVICE
LOWER
TORQUE LINK
SLIDING
TUBE
ICN-89-A-157000-A-00001-02056-A-001-01
aircraft structure and the eye-end side to a lever that actuates the main
landing gear.
The normal operation is performed through the No. 2 hydraulic system,
whilst the emergency extension is provided by the No. 1 hydraulic system
via a shuttle valve incorporated in the retraction actuator housing.
The retraction actuator comprises an internal locking device which auto-
matically locks the actuator at the end of the extension cycle. Unlocking is
ensured by the hydraulic force.
— The left /right main landing gear actuator (see page 7-160).
The landing gear control panel is an electro-mechanical assembly. The pilots
operate it manually to control the landing gear and the related systems.
The LGCV is an electromechanical valve with two primary assemblies (Figure
7-66):
A B
TYPICAL
MLG LEVER
MLG
ACTUATOR
FRAME
LUGS
TRAILING ARM
ICN-89-A-157000-A-00001-02048-A-001-01
LANDING GEAR
CONTROL VALVE
ICN-89-A-157000-A-00001-02157-A-001-01
DOWN
EMER
UP DOWN
PRESSURE
SWITCH
EMERGENCY VALVE
S3
PRESSURE
SUPPLY 1
RETURN
CHECK
VALVE
S1 S2
NORMAL VALVE
CHECK
VALVE
RETURN PRESSURE
SUPPLY 2
ICN-89-A-157000-A-00001-02370-A-001-01
Figure 7-66 Extension and Retraction System - Components Location
(Sheet 2 of 2)
BRAKE SYSTEM
The wheel brake system provides progressive, differential, dynamic braking of
the main wheels and parking brake function.
The brakes system includes (Figure 7-67):
— Brake assembly
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 rotors
– A double stator assembly disc
– Two wear indicators.
Two hydraulic fittings are located on the housing, one for hydraulic pres-
sure supply, the other for hydraulic bleeding.
The dynamic brake function is achieved through the pedal levers installed
on the yaw pedals. The pilot hydraulic master cylinders are supplied
through the co-pilot ones. Each side is connected in series and provides
hydraulic pressure to brake the associated main wheel. A valve is
installed in each master cylinder. This poppet valve gives the priority to
the stronger pedal operated (pilot or co-pilot).
WHEELS
The nose landing gear wheel assembly (Figure 7-68) is a dual web design
with a 6-inch bead seat diameter to accept a 14.5 x 5.5 tubeless tyre.
The major components of the assembly are two wheel half-hubs. The two half-
hubs are bolted together with tie bolts, washers and nuts.
The nose wheel is fixed on the wheel axle via a one central nut screwed to the
end of the wheel axle. The fixation nut is secured by a cross bolt through the
fixation nut/wheel axle.
The main landing gear wheel assembly is a dual web wheel design. When fit-
ted together, these two half-hubs make an A-frame wheel which provides opti-
mum strength to weight ratio.
A
D WHEEL BRAKE
CONTROL LEVER
E
C
WHEEL BRAKE
B PARKING/EMERGENCY
MODULE
D E B C
BRAKE CONTROL
BRAKE PEDAL
ASSEMBLY
TYPICAL TYPICAL
BRAKE MASTER
CYLINDER
ICN-89-A-157000-A-00001-02052-A-001-01
C A
NLG WHEEL
A ASSEMBLY
B C
MLG WHEEL
ASSEMBLY
TYPICAL
ICN-89-A-157000-A-00001-02158-A-001-01
LIGHTS
(Chapter 33)
GENERAL
The purpose of the lights system is to illuminate the aircraft both internally
(cockpit and cabin) and externally to allow safe operational flying in all light
conditions. The lights system is therefore divided into the following sections:
— Internal lights
— External lights
— Emergency lights.
INTERNAL LIGHTS
The internal lighting system provides and manages illumination of the aircraft
cockpit and cabin. Both cockpit and cabin subsystems are Night Vision Gog-
gle (NVG) compatible, with the exception of the storm lights and the sky lights.
Light Emitting Diode (LED) technology is used in order to reduce power con-
sumption, maintenance operations and give increased reliability.
The cockpit interior lights system includes (Figure 7-69):
— Storm lights
— Utility lights
— Dome light
— Baggage lights
— Sky lights
A
B INSTRUMENT
PANEL
A
INTERSEAT
CONSOLE
OAT LIGHT B
PILOT
STORM LIGHT
PILOT
UTILITY LIGHT
OVERHEAD
PANEL
COPILOT
STORM LIGHT
OAT LIGHT
SWITCH
COPILOT
UTILITY LIGHT DOME LIGHT
ICN-89-A-157000-A-00001-02051-A-002-01
A
B
BAGGAGE
LIGHTS
ICN-89-A-157000-A-00001-02141-A-002-01
A
A
ICN-89-A-157000-A-00001-02367-A-001-01
Cockpit lights
The main control panels for the lights system are the two Electronic Control
Display Units (ECDUs) which are connected to the storm lights, dome light,
cabin lights. The panels, bezels and keyboard backlight management is
mainly based on Pulse Width Modulated (PWM) control technology. This is
accomplished using the DIMMING page on the ECDUs. Refer to Figure 7-71.
The ECDUs allow management and control of the lighting. They work inde-
pendently of each other and, should one fail, the second is able to undertake
all operations required.
The OAT light is controlled manually (Figure 7-71) by the overhead switch.
Only the power supply for the OAT from remote electrical power unit 2
(REPU2) is controlled via the ECDU.
The OAT light illuminates when the OAT switch is held depressed on the over-
head console. On release, the light turns off.
The utility lights have the controls on the light unit itself.
Cabin lights
The cabin lights are controlled via the cabin compartment control panel (refer
to Figure 7-71) situated forward of the left hand cabin door. The control panel
allows control of the cabin lighting to be undertaken by the cabin crew. The
cockpit has the ability to take control at any time via the lighting and miscella-
neous control panel and via the CAB LTS page on the ECDUs. The mode of
lighting and the brightness of illumination required can be designated using
the controls available.
The Fasten Seat Belt (FSB) indicators are installed in the cabin compartment.
They are LED based and controlled by the cockpit ECDUs. When the NVG
mode is selected the FSB indicators are inhibited or switched off.
Passenger reading lights include a personal reading light switch.
The baggage lights are controlled by two micro-switches on the left and right
baggage doors. The baggage lights turn on when a baggage door is open,
and turn off when both baggage doors are closed.
ICN-89-A-157000-A-00001-02057-A-001-01
Figure 7-71 Internal Lights - Controls and Displays (Sheet 1 of 2)
E
A
B
A
1 2 3
D C C
5
4
6
D
TYPICAL
ICN-89-A-157000-A-00001-02058-A-001-01
EXTERNAL LIGHTS
The aircraft external lighting system is designed to meet the requirements for
visible and NVG operations. The visible light sources are NVIS friendly. The
majority of the lighting subsystems can be operated in two modes, NORM
(visible light source) and NVG (Infrared (IR) light sources).
The external lighting system comprises the following subsystems (refer to Fig-
ure 7-72):
— Taxiing
— Landing
— Hovering.
The helicopter is equipped with two steerable landing lights developed with
high intensity discharge (HID) technology for white light. Each light has its own
motor that provides each of the lamps with sufficient power to allow use of a
single lamp for manoeuvres. Refer to page 7-179 for controls and displays.
The lamps can be controlled through 360° of rotation and 120° of elevation.
The movement speed is greater than 20° per second.
Three switches, on the pilot and copilot collective grip, let the two landing
lights to be controlled jointly or independently.
A C
E
A
UPPER
D ANTI/COLLISION LIGHT
G F
F G B
STEERABLE
LANDING LIGHT
TYPICAL
LOWER
ANTI/COLLISION LIGHT
D E C
SIDE
POSITION LIGHT
REAR
POSITION LIGHT
TYPICAL
ICN-89-A-157000-A-00001-02053-A-001-01
ICN-89-A-157000-A-00001-02059-A-001-01
Figure 7-73 External Lights - Controls and Displays (Sheet 1 of 2)
LDG-LT
SWITCH
AUTO
A EXT/CAGE
STOW
A SWITCH
LH
BOTH
RH
SWITCH
ICN-89-A-157000-A-00001-02127-A-001-01
Figure 7-73 External Lights - Controls and Displays (Sheet 2 of 2)
The LH/BOTH/RH switch allows the pilots to control both lights, or only the left
or the right light.
The AUTO EXT/CAGE STOW momentary switch allows the pilots to extend,
align and stow the selected light(s).
— With the landing light(s) switched off and in the stowed position, selecting
the AUTO EXT/CAGE position initiates the AUTO EXT function: the
selected light(s) illuminates and extends to the predefined landing posi-
tion (75° extension, forward pointing). During the AUTO EXT sequence all
other controls to the light(s) are inhibited.
EMERGENCY LIGHTS
The Emergency Lights System comprises internal and external light sources
to provide adequate light level in the event of an emergency landing with loss
of the aircraft electrical generation and power distribution system.
All components and wiring of the alternate power supplies are physically and
electrically segregated from the normal system. Emergency power is provided
by the battery pack situated in the nose of the aircraft. The battery pack pro-
vides the required level of illumination for at least 10 minutes after an emer-
gency landing or failure.
There are two light systems incorporated within the emergency light system.
Refer to Figure 7-74:
A
A
A
C
B
INTERNAL
EMERGENCY
LIGHT
TYPICAL
B C
EXTERNAL
EMERGENCY LIGHT
TYPICAL
ICN-89-A-157000-A-00001-02054-A-001-01
A C A
B
1
C
2
ICN-89-A-157000-A-00001-02060-A-001-01
NAVIGATION
(Chapter 34)
GENERAL
Navigation function is generally defined as determination of position and direc-
tion of the aircraft on or above the surface of the earth. The navigation system
supplies the aircraft navigation data in order to provide flight planning capabil-
ity, navigation information, and flight performance data to pilot and co-pilot.
The general architecture is shown in the Figure 7-76.
The navigation system includes the following sub-systems:
— Air pressure
— Airspeed
— Altitude
— Pitot-static system
CCD CCD
ISIS
DU1 DU2 DU3 DU4
DG/MAG SEL DG/MAG SEL
CPLT CPLT PLT PLT
PFD MFD PFD MFD
RCP
AHRU 1 DATA
AHRU 2 DATA
AFDX AFDX
GPS GPS
1 2
MCDU MCDU
1 2
ICN-89-A-157000-A-00001-02168-A-001-01
Figure 7-76 Navigation System - Schematic Diagram
— Air Speed
— Barometric Altitude
ICN-89-A-157000-A-00001-02166-A-001-01
Figure 7-77 Flight Environment Data System - Schematic Diagram
A ALTERNATE
B
STATIC SOURCE OAT SENSOR
TYPICAL
C A
D
C
D
D C
PFD
2
9
3
10
8 7 IAS INDICATIONS
13 14
11 12
IAS ANNUNCIATIONS
ICN-89-A-157000-A-00001-02160-A-001-01
Figure 7-79 Flight Environment Data - Controls and Displays
(Sheet 1 of 2)
PFD
25 31
24 15
32
23 16
26 33
27
17
18 34
22
19
21
20
28 35
30 29
BARO ALTITUDE VERTICAL SPEED
ICN-89-A-157000-A-00001-02167-A-001-01
Figure 7-79 Flight Environment Data - Controls And Displays
(Sheet 2 of 2)
Page 7-196 Issue 1 FOR TRAINING ONLY
AW189 - RFM Section 7
Document N° System Description
189G0290X002 Navigation (Chap 34)
— The Attitude and Heading Reference Units (AHRU 1 and AHRU 2).
The two AHRU's are installed respectively in left and right side of the nose
avionic bay.
The AHRU, utilizing fiber optic rate gyros (FOG) and micro mechanical
accelerometers for the measurement of aircraft angular rate movement,
computes and generates attitude, heading and flight dynamics (body
rates and acceleration) data used by:
– Cockpit Display System (CDS)
– Auto Flight System (AFCS)
– Aircraft and Mission Management System (AMMS)
– Flight Management System (FMS)
– Other avionic systems.
C A
B A
B
STANDBY ATTITUDE
DIRECTOR INDICATOR
B
AHRU
FLUX VALVE 1
FLUX VALVE 2
TYPICAL
ICN-89-A-157000-A-00001-02165-A-001-01
4 5
PFD
3
10 11 12 6
13 2
14
9 1
15 7
16
8
17
ICN-89-A-157000-A-00001-02169-A-001-01
Figure 7-81 Attitude and Direction - Controls and Displays (Sheet 1 of 2
18
19
34 VOR2 358 29.94 INHG 20
33 160 21
2300
32 16 500
10 10
140 22
31 134 16300
10 10 4968 M
30 120
16 000 23
29 100
3 34 35 N 1 2 BRT
BRG 006 110.00
28 24
M ALN SET
27 ADI STBY
26 25
100
3 34 35 N 1 2 BRT
110.00
43 ILS/BC DISPLAY
ICN-89-A-157000-A-00001-02175-A-001-01
Figure 7-81 Attitude and Direction - Controls and Displays (Sheet 2 of 2)
— VOR/LOC antenna
The VOR/LOC antenna is installed in the left and right side of the tail sec-
tion.
CCD CCD
NAV 1 DATA
NAV 2 DATA
AFDX AFDX
NAV 1 TUNING NAV 2 TUNING
NAV 1 TUNING NAV 2 TUNING
NAV 1 DATA
NAV 2 DATA
1 2
VOR/LOC OS MKRB
ANTENNA ANTENNA ANTENNA
VOR/LOC OS MKRB
COUPLER COUPLER COUPLER
ICN-89-A-157000-A-00001-02176-A-001-01
Figure 7-82 Landing Aid System - Schematic Diagram
A
NAV1
B E
D
A E
C VOR/LOC
B
ANTENNA
NAV2
D C
GS ANTENNA
MKRB ANTENNA
ICN-89-A-157000-A-00001-02170-A-001-01
Note
Refer to Chapter 46 for more information of the MCDU controls.
A set of NAV receivers tuning pages is provided by MCDU, in order to manage
the VOR-LOC/GS/MKRB system. The access is through the TUNE key.
The radio NAV control using the cockpit display system is called "secondary
radio tuning" (Figure 7-84) (the primary is through MCDU).
With the secondary radio tuning the NAV frequencies are selected using the
CCD interacting with the PFD Radio Frequency Indication (RFI) boxes.
When the RFI box has been selected on the PFD the CCD outer rotary knob
shall be used to navigate the RFI windows and set focus cycling as follow:
Rotate clockwise:
VHF
VOR
XPDR
CAS list
VHF
VOR
XPDR
Rotate counter-clockwise:
VHF
CAS List
XPDR
VOR
VHF
CAS List
The box that is put under control (focused) appears boxed in cyan.
The RFI windows have three operative modes:
— ACTIVE Mode
— EDIT Mode
— NON ACTIVE Mode.
NAV1 1/2
13 1
FREQ NEAREST
[109.75] [ SRN ] VORDME >
12
[110.75] [----] ------ >
HOLD
11 OFF
INH TUNE
AUTO / MAN 2
MODE MB SENS
VOR LOW / HIGH
10 DME CH1
055X
3
9
NAV1 2/2
8 4
M BRG NAV1
045 FAIL TEST
ETE
01:20
7 RNG DME CH1
108.4 PASS TEST
6
5
ICN-89-A-157000-A-00001-02177-A-001-01
Figure 7-84 Landing Aid System - Controls and Displays (Sheet 1 of 4)
112.60
114.20
ICN-89-A-157000-A-00001-02178-A-001-01
Figure 7-84 Landing Aid System - Controls and Displays (Sheet 2 of 4)
VOR2 123
190 135
180
170
160
140
130
120
123 DH 200
450
300
RHT 0
T/D 0
ICN-89-A-157000-A-00001-02186-A-001-01
Figure 7-84 Landing Aid System - Controls and Displays (Sheet 3 of 4)
190
180
170
160
140
130
120
123 DH 200
450
300
RHT 0
T/D 0
OFF FMS1
FMS2
VOR/ILS1
VOR/ILS1
VOR/ILS2 VOR/ILS2
ICN-89-A-157000-A-00001-02187-A-001-01
Figure 7-84 Landing Aid System - Controls and Displays (Sheet 4 of 4)
— The two identical radar altimeter 1 antennas (one for transmit and one for
receive) installed on the left side of the bottom surface of the tail section.
The transmit antenna is the forward antenna and the receive antenna is
the aft. The two antenna are installed oriented with the arrowheads facing
each other.
— The two identical radar altimeter 2 antennas (one for transmit and one for
receive) installed on the right side of the bottom surface of the tail section.
The transmit antenna is the forward antenna and the receive antenna is
the aft. The two antenna are installed oriented with the arrowheads facing
each other. .
B
C
A B
A
RAD ALT1 RAD ALT2
RADAR
ALTIMETER 1
ANTENNAS
RADAR
ALTIMETER 2
ANTENNAS
ICN-89-A-157000-A-00001-02179-A-001-01
1
500 1000 9
8
500 2
7
3
3
4
6
2
5
0 ft 200 ft 500 ft
ICN-89-A-157000-A-00001-02180-A-001-01
Figure 7-86 Radio Altimeter System - Controls and Displays (Sheet 1 of
2)
Page 7-220 Issue 1 FOR TRAINING ONLY
AW189 - RFM Section 7
Document N° System Description
189G0290X002 Navigation (Chap 34)
190
180
170
160
140
130
120
123 DH 200
450
300
RHT 0
T/D 0
ICN-89-A-157000-A-00001-02181-A-001-01
Figure 7-86 Radio Altimeter System - Controls and Displays
(Sheet 2 of 2)
The ATC XPDR is compatible with TCAS II systems and can support
Automatic Dependent Surveillance-Broadcast (ADS-B) systems. The ATC
XPDR receives the time mark signal from the GPS2 for ADS-B out pur-
poses.
The ADS-B OUT system complies with the EASA AMC20-24.
F
E
D
A A
DME
B C TRANSCEIVER
B
E F
GPS1 GPS2
ANTENNA ANTENNA
B
C D
GPS1 GPS2
RECEIVER RECEIVER
DME ANTENNA
ICN-89-A-157000-A-00001-02182-A-001-01
D A
ATC XPDR
A TRANSPONDER
D
ADF
ANTENNA
C TOP
XPDR
ANTENNA
BOTTOM
XPDR
ANTENNA
ICN-89-A-157000-A-00001-02225-A-001-01
ADF
A set of NAV radio tuning pages is provided by MCDU, in order to manage the
ADF system. The access is through the TUNE key.
In the PFDs, there are two bearing source bezel keys which are indicated
using the labelled bearing source annunciations above dedicated bezel key
and a pointer. Refer to Figure 7-88.
DME
A set of NAV radio tuning pages is provided by MCDU, in order to manage the
DME system. The access is through the TUNE key. Refer to Figure 7-89.
GPS
A set of GPS pages is provided by MCDU, in order to manage the GPS sys-
tem. The access to the GPS pages is obtained by pushing the FMS IDX key
and then pressing the GPS key. Refer to Figure 7-90.
ATC XPDR
A set of NAV radio tuning pages is provided by MCDU, in order to manage the
XPDR system (associated with TCAS - if installed). The access is through the
TUNE key. Refer to Figure 7-91.
The XPDR control using the CDS is called "Secondary Radio Tuning" (the pri-
mary is through MCDU). With the secondary radio tuning the XPDR codes are
selected using the cursor control device interacting with the PFD radio fre-
quency Indication boxes.
On the CCDs there is a "XPDR" push-button that can be used to transmit the
"IDENT" when the XPDR is in operative mode.
The operative mode can be selected only via MCDUs.
TUNE 2/3 1
MENU
ADF
[ 195.0]
2
DATE MMMDDYY GMT HHMM
[OCT-25-10] [14:55:38] [ 200.0] >
D&T SOURCE
< GPS2 SET GPS TM >
9
ADF 3
FREQ
[ 195.0] [ RESS]
NEAREST
NDB > 4
8 [ 200.0] [ GRD ] NDB >
MODE
ADF / ANT
7 REL BRG
010
PASS TEST
6
5
SERVICEABLE FAILURE
INDICATION INDICATION
Bearing 1
ICN-89-A-157000-A-00001-02184-A-001-01
Figure 7-88 Dependent Position Determining (ADF) - Controls and
Displays
Page 7-228 Issue 1 FOR TRAINING ONLY
AW189 - RFM Section 7
Document N° System Description
189G0290X002 Navigation (Chap 34)
TUNE 3/3
DME CH3
[ 040Y ] 1
[ 066Y ] >
DESEL NAVAIDS
NAV1 1/2
FREQ NEAREST
[109.75] [ SRN ] VORDME >
MODE MB SENS
VOR LOW / HIGH
4 DME CH1
055X
NAV1 2/2
M BRG NAV1
045 FAIL TEST
ETE
01:20
RNG DME CH1
108.4 PASS TEST
3 2
ICN-89-A-157000-A-00001-02185-A-001-01
Figure 7-89 Dependent Position Determining (DME) - Controls and
Displays
FMS
MENU
< PROCEDURES FPL >
DATE MMMDDYY GMT HHMM < SETTINGS SCND FPL >
[OCT-25-10] [14:55:38]
D&T SOURCE NAVAID >
< GPS2 SET GPS TM >
< EQUIP STATUS DTD > < GPS STD WPT >
GPS
GPS1 GPS2
GPS1 USE / INHIB USE / INHIB
1/2
PRED RAIM
GPS1 2/2
DEST SEL WPT
LIRF [ANTIG ]
HFCM VFOM ETA ETA
0.40 80 16:45 [12:00]
HDOP VFOM RESULT
0.25 60 < DEST WPT >
MSL ALT VS
5500 +40
REQ MOD
SBAS PA < RTN SAT DESEL >
SBAS PROV
< RTN EGNOS
DEST HIL@14:45
LIRF 00.15 [ 03 ]
[--]
HIL@ETA-15 HIL@ETA+15
0.08 0.18 [ 31 ]
HIL@ETA-10 HIL@ETA+10
0.09 0.21 [--]
HIL@ETA-5 HIL@ETA+5
0.12 0.22
RAIM RESULT
< RTN GOOD < RTN
ICN-89-A-157000-A-00001-02188-A-001-01
Figure 7-90 Dependent Position Determining (GPS) - Controls and
Displays
Page 7-232 Issue 1 FOR TRAINING ONLY
AW189 - RFM Section 7
Document N° System Description
189G0290X002 Navigation (Chap 34)
MENU
TUNE 1/3
VHF1 TX VHF2
[118.650] [120.700]
25K SQ
< [119.000] [120.550] >
NAV1 INH H NAV2
[109.75] [108.50]
ICN-89-A-157000-A-00001-02189-A-001-01
Figure 7-91 Dependent Position Determining (XPDR) - Controls and
Displays
The FMS uses the colours available for the MCDU as follows:
— White
– Title line (in small font)
– Static strings on header lines (in small font)
– Data on header lines (in small font)
– Scratch pad (in large font)
– Standby value (values) of horizontal toggle (in small font)
– Standby frequencies/Channels for Communications and Navaids
— Green
– Data on data lines (in large font)
– GOTO legends (with symbols “> or “<” in large font)
– Executive commands
– Active value of horizontal toggle or any value of vertical toggle (large
font)
MENU
6 5 4 3 2 1
15 FMS
7
14 < PROCEDURES FPL >
8
< SETTINGS SCND FPL >
NAVAID > 9
AIRPORT >
< GPS STD WPT >
10
13 USER WPT > 11
12
ICN-89-A-157000-A-00001-02190-A-001-01
Figure 7-92 FMS - Controls and Displays (Sheet 1 of 7)
— Yellow: temporary data (in large font) or data which need pilot attention
In the MFD FPLN format the following data will be shown (Figure 7-93):
— Distance
— WPT ID
— XTK
— ETE
— FMS Annunciation
— Ground speed
— Heading
— MAG/DG indication
— Offset distance
— TRUE/MAG indication
— Wind Display.
The FMS system provides an Interactive FMS Interface (Figure 7-93) that
allows to perform basic FMS following functions directly on MFD FPLN using
CCD, for example.
— Direct TO
— Start a FPLN
MFD
ICN-89-A-157000-A-00001-02191-A-001-01
Figure 7-93 FMS (FPLN format) - Controls and Displays
— Arc HSI ("ARC HSI") mode: Part of rose (160° portion) is displayed
— Arc Map ("ARC MAP") mode: Part of rose (160° portion) is displayed
— FMS1
— FMS2
— VOR/ILS1
— VOR/ILS2
— GNAV legend
— FMS.
The PRENAV mode function provides VOR1 or VOR2 indication (course,
deviation, to/from) with same display and functioning as selected navigation
source but displayed in dashed cyan. Their associated readout and label are
located at the left of primary source.
190
180
170
160
140
130
120
210 DH 200
HDG
210
450
300
RHT 0
T/D 0
6 S
3 21
N 24
33 W
ARC HSI (160° portion) 30
360 MAP
135 E 12
15
S
TRU 123 HDG
135 12 105
6
15
E
21
3
24
N
33 W
30
ICN-89-A-157000-A-00001-02193-A-001-01
Figure 7-94 FMS (PFD MAP/HSI) - Controls and Displays
190
180
170
160
140
130
120
123 DH 200
450
300
RHT 0
T/D 0
OFF FMS1
FMS2
VOR/ILS1
VOR/ILS1
VOR/ILS2 VOR/ILS2
ICN-89-A-157000-A-00001-02187-A-001-01
Figure 7-95 FMS (NAV source) - Controls and Displays
190
180
170
1
160
5 140
130
120
210 DH 200
HDG
210
450
300
RHT 0
T/D 0
RNP LABEL
ICN-89-A-157000-A-00001-02194-A-001-01
Figure 7-96 FMS (PFD indications) - Controls and Displays
MFD indications
The Flight Plan page (FPLN key) displays all indications relative to on-side
FMS or cross-side FMS when on-side FMS is not available (Figure 7-97). Indi-
cations and annunciations are identical to the ones displayed on PFD with the
additional possibility of manage the secondary flight plan data. The Flight Plan
on MFD is composed of:
MFD
FLIGHT MANAGEMENT
WINDOW (FWM)
ICN-89-A-157000-A-00001-02195-A-001-01
Figure 7-97 FMS (MFD indications) - Controls and Displays
ICN-89-A-157000-A-00001-02196-A-001-01
Figure 7-98 FMS (MFD flight plan format) - Controls and Displays
GENERAL
The direction finder (DF) system P/N 8G3450F00511 is an optional kit. The
direction finder (DF) system is a stand alone direction finding system that pro-
vides the helicopter with the ability to locate and steer to directional radio
sources in the 30 to 470 MHz range. The system therefore includes the capa-
bility for civil Search And Rescue (SAR) missions where distress signals use
frequencies 121.5 MHz (VHF), 156.525 MHz (GMDSS VHF DSC Channel),
156.8 MHz (MAR), 243 MHz (UHF) and for COSPAS-SARSAT beacon finding
at 406.025/406.028 MHz frequencies.
The only component of the DF system is the DF antenna. The DF antenna is
installed on the bottom fuselage. Refer to Figure 7-98A.
The DF antenna incorporates an integral synthesised receiver covering 30 to
470 MHz and 5 separate guard receivers to monitor predefined distress fre-
quencies. All six receivers can operate simultaneously and may be separately
switched on and off with respect to each other with individual squelch levels
set. The integral guard receivers are pre-programmed with up to eight stored
frequencies. Each VHF, Maritime and UHF guard receivers have a main fre-
quency and an associated auxiliary frequency; for these receivers the main
frequencies are pre-programmed, while the auxiliary frequencies can be cus-
tomer programmed.
A
Extended Range
configuration
B
Basic configuration DF ANTENNA
DF ANTENNA
ICN-89-A-157000-A-00001-08261-A-001-01
A B
B
ICN-89-A-157000-G-00001-08275-A-001-01
Figure 7-98B Direction finder (DF) system - Controls and Displays
(Sheet 1 of 6)
B
12 TUNE/DF 1/2
11 2
MAN RX
<***.***MHz
VHF RX
RX ENABLE>
3
<***.***MHz RX FREQ>
MAR RX
<***.***MHz RX AUD SQL>
4
UHF RX
10 <***.***MHz RX MOD BW>
5
9 <C-S DSC BEARINGS>
<RTN
BEACON
ALERT> 6
8
[ ] 7
TUNE/DF 2/2
14 TEST RESULT 13
TEST PASS
<RTN
[ ]
<RTN
[ ]
ICN-89-A-157000-G-00001-08262-A-001-01
Figure 7-98B Direction finder (DF) system - Controls and Displays
(Sheet 2 of 6)
Page 7-248D Issue 1 FOR TRAINING ONLY
Rev. 4
AW189 - RFM Section 7
Document N° System Description
189G0290X002 Navigation (Chap 34)
TUNE/DF UHF RX
28 RX STATUS
21
MAIN FREQ
ON/OFF 243.0 MHz
27 MOD AUX FREQ 22
AM/FM [***.***MHz]
26 BW
<WIDE
FREQ SEL
MAIN/AUX
23
AUDIO
ON/OFF
25 SQUELCH
ON/OFF
24 <RTN
[ ]
TUNE/DF MAN RX
35 29
RX STATUS MAIN FREQ
ON/OFF [***.***MHz]
34 MOD MAR CH 30
AM/FM [**]
33 BW
<WIDE
AUDIO
ON/OFF
32 SQUELCH
ON/OFF
31 <RTN
[ ]
TUNE/DF VHF RX
42 36
RX STATUS MAIN FREQ
ON/OFF 121.5 MHz
AUX FREQ 37
[***.***MHz]
41 BW
<WIDE
FREQ SEL
MAIN/AUX 38
AUDIO
ON/OFF
40 SQUELCH
ON/OFF
39 <RTN
[ ]
ICN-89-A-157000-G-00001-08263-A-001-01
Figure 7-98B Direction finder (DF) system - Controls and Displays
(Sheet 3 of 6)
TUNE/DF MAR RX
51 RX STATUS MAIN FREQ
43
ON/OFF 156.8 MHz
50 MOD AUX FREQ 44
AM/FM [***.***MHz]
49 BW
<WIDE
FREQ SEL
MAIN/AUX 45
AUDIO
ON/OFF
48 SQUELCH
ON/OFF
47 <RTN
AUX MAR CH
[**] 46
[ ]
TUNE/DF RX ENABLE
35
MAN RX STATUS
ON/OFF
VUHF RX STATUS
42 ON/OFF
MAR RX STATUS
51 ON/OFF
UHF RX STATUS
ON/OFF
28 C-S RX ST DSC RX ST
ON/OFF ON/OFF
19 <RTN 16
[ ]
TUNE/DF RX FREQ
29 MAN RX FREQ
[***.***MHz]
AUX FREQ VHF FREQ SEL
37 [***.***MHz] MAIN/AUX 38
AUX FREQ MAR FREQ SEL
44 [***.***MHz]
AUX FREQ UHF
MAIN/AUX
FREQ SEL
45
[***.***MHz] MAIN/AUX
22 43
<RTN
[ ]
ICN-89-A-157000-G-00001-08264-A-001-01
Figure 7-98B Direction finder (DF) system - Controls and Displays
(Sheet 4 of 6)
Page 7-248F Issue 1 FOR TRAINING ONLY
Rev. 4
AW189 - RFM Section 7
Document N° System Description
189G0290X002 Navigation (Chap 34)
32 MAN AUDIO
ON/OFF
MAN SQUELCH
ON/OFF
31
VHF AUDIO VHF SQUELCH
40 ON/OFF ON/OFF 39
MAR AUDIO MAR SQUELCH
48 ON/OFF
UHF AUDIO
ON/OFF
UHF SQUELCH
47
ON/OFF ON/OFF
25 C-S SQUELCH 24
ON/OFF
<RTN
DSC SQUELCH
ON/OFF
18
[ ]
17
TUNE/DF RX MOD BW
34 MAN MOD
AM/FM
MAN BW
WIDE> 33
VHF BW
WIDE> 41
MAR MOD UHF BW
50 AM/FM
UHF MOD
WIDE>
49
AM/FM
27 26
<RTN
[ ]
TO DISPLAY
<RTN MAN>
[ ]
ICN-89-A-157000-G-00001-08265-A-001-01
Figure 7-98B Direction finder (DF) system - Controls and Displays
(Sheet 5 of 6)
MAN VHF
ALERT
MAR UHF
53 ALERT 53
C-S DSC
M BEACON 1
<ABSENT
M BEACON 2
59 <PRESENT
M BEACON 3
<PRESENT
<RTN
[ ]
ICN-89-A-157000-G-00001-08274-A-001-01
Figure 7-98B Direction finder (DF) system - Controls and Displays
(Sheet 6 of 6)
Page 7-248H Issue 1 FOR TRAINING ONLY
Rev. 4
AW189 - RFM Section 7
Document N° System Description
189G0290X002 Navigation (Chap 34)
GENERAL
The systems integration display includes:
— Pilot and copilot Multi-function Control and Display Unit 1/2 (MCDU1/2)
C
A B
B AMMC1 AMMC2
F
DTD
TYPICAL
D E
D
MCDU1 MCDU2
E
ICN-89-A-157000-A-00001-02061-A-001-01
Synchronized Line
Aircraft Aircraft
System AMMC1 Crosstalk AMMC2 System
Inputs Inputs
Database Update
DTD
AFDX
MCDU1 MCDU2
AMMS Architecture
AFDX1
TX RX TX RX TX RX TX RX
A B A B A B A B A B A B A B A B
A
DU1
B A B
DU2
A B A B
DU3
A B A B A
DU4
B A B
TX RX TX RX TX RX TX RX
AFDX2
AFDX Architecture
ICN-89-A-157000-A-00001-02375-A-001-01
Figure 7-100 AMMS - Schematic Diagram
— Vehicle monitoring
The vehicle monitoring function processes the inputs to elaborate in real
time all the necessary operational warnings and cautions in case of an
abnormal or emergency situation with either a visual and/or audio alert for
the aircraft and avionics systems:
1 1
FIXED
2
FUNCTION KEYS
3 4 5 6 7 8 9
11 10
12
17
19
18 13
16
BASIC 14
FUNCTION KEYS
15
COLOUR OPERATION/MEANING
HEADER LINE
TITLE LINE XX/YY
HEADER LINE
White Fixed text, Units of measurements, Standby Values.
DATA LINE
HEADER LINE
ON/OFF
HEADER LINE
Non active item in selections, Special characters,
[VARIABLE] [VARIABLE] Change page function (menu linking) and Data and
HEADER LINE
<DATA LINE [--------------] Message entry into the scratchpad
HEADER LINE
<DATA LINE DATA °C
Green Active values, invalid data and Not initialised data
DATA LINE <
Yellow Temporary data
<RTN DEL
SCRATCHPAD Magenta Fly to point value
MSG
Amber Invalid context data and action
Cyan Selectable actions
ICN-89-A-157000-A-00001-02062-A-001-01
Figure 7-101 MCDU - Controls and Displays (Sheet 1 of 5)
MENU
< TUNE
ALRT >
MSC
EQUIP TEST 01 / 02
VHF1 VHF2
TEST TEST
NAV1 NAV2
TEST TEST
DME2
TEST
ADF2
TEST
XPDR2
TEST
< INDEX
MSG
EQUIP TEST 02 / 02
DF
TEST
TACAN
TEST
DME1
TEST
ADF1
TEST
XPDR1
< INDEX TEST
MSG
ICN-89-A-157000-A-00001-02211-A-001-01
Figure 7-101 MCDU - Controls and Displays (Sheet 2 of 5)
TUNE 02/02
TUNE 02/02
TUNE 02/02
CLEAR/DELETE
ICN-89-A-157000-A-00001-02212-A-001-01
Figure 7-101 MCDU - Controls and Displays (Sheet 3 of 5)
VHF1 VHF2
125.400 125.475 STBY
25K 25K
< 130.000 119.925 > ALT OFF
NAV1 M M NAV2
115.30 115.10 ALT ON
HORIZONTAL TOGGLE
ICN-89-A-157000-A-00001-02213-A-001-01
Figure 7-101 MCDU - Controls and Displays (Sheet 4 of 5)
VIBRATION MONITORING
VDAM1 ST VDAM2 ST
NR OOR NR OOR
SVM CYC TVM CYC SYN
VIBRATION MONITORING
VDAM1 ST VDAM2 ST
NR OOR NR OOR
SVM CYC TVM CYC SYN
ICN-89-A-157000-A-00001-02214-A-001-01
Figure 7-101 MCDU - Controls and Displays (Sheet 5 of 5)
Display
The data displayed on the screen will be differentiated by use of font size, spe-
cial characters and colours. The table below displays colour usage.
Pages navigation
Data entry
Toggle
The vertical toggle is associated when the crew are required to select from
more than one alternative. The selection of a minimum of three values are
required for the vertical toggle to be operative. The list of options are displayed
on a lower level page accessed by pushing the appropriate LSK.
The Horizontal Toggle is associated with the selection of two preset variables,
i.e. between "AUTO" and "MAN". In this case the two options will be displayed
separated by a backslash, and the current selection highlighted in a large
green font and the other in a small white font. When selecting the alternative
option the small white font will change to yellow for 1 second then the new
selection is displayed in large green font. The previous selection is now in
small white font.
Error messages
The messages only appear on the MCDU on which the data entry or selection
caused the error. The messages relate to:
— Illegal value
— Functions in progress
Data Bases (DB) (Obstacles DB, Complete Terrain DB, NAV DB) to
compute surrounding position and generate a visual representation of
the external environment.
– FD SEL - enables/disables flight director bars on the attitude display
– EVS - enhanced vision system (not used).
MASTER CAUTION/
MASTER WARNING A
CURSOR CONTROL
B C JOYSTICK
F
MASTER CAUTION/
MASTER WARNING
D
A
G
H E
J G
A B C D E
H
DU1 DU2 DU3 DU4
J PFD MFD MFD PFD
REVERSIONARY
CONTROL PANEL
H
F
CURSOR CONTROL
DEVICE
G
DISPLAY CONTROL
PANEL INTEGRATED STANDBY
INSTRUMENT SYSTEM
ICN-89-A-157000-A-00001-02065-A-001-01
— CAS messages
— FMS data
— Maintenance data
— Synoptic pages.
AMMS
DDP
AFDX 1 AFDX 2
MCMW MCMW
RCP
DCP DCP
CCD CCD
CYCLIC CYCLIC
ICN-89-A-157000-A-00001-02063-A-001-01
Figure 7-103 CDS - Schematic Diagram
B
B
A
A
CURSOR CONTROL DEVICE
C A 4
3 5
2 2
6
1
7
C
REVERSIONARY CONTROL PANEL
16 17 18 16
B
DISPLAY CONTROL PANEL
8 9 10
19
DISPLAY DIMMING PANEL
15 14 13 12 11
ICN-89-A-157000-A-00001-02215-A-001-01
OFF OFF
1 2 3 4 5 6 7 8
1 AHRS1... AHRS2...
9 10 11 MENU 2/2 12 13 14
2 BRG DIST MENU OFF
DECLUTTER MENU
3 OFF ADF
BEARING MENU
VOR/ILS1
PREVIEW FMS2 ARC HSI
HORIZONTAL ARC MAP
NAVIGATION NAVIGATION SITUATION MAP
VOR/ILS2 MENU VOR/ILS1
SOURCES HOVER SELECTION HOVER MAP
MENU
4 VOR/ILS2
6 7
5
OVERLAY MENU
11 SVS OBSTACLE WXR
SYNTHETIC VISION
12 13 MAG2 DG2 - SYNC2 +
AHRS MENU
14
DCP BACKUP MENU
ICN-89-A-157000-A-00001-02216-A-001-01
Figure 7-105 CDS (top level menu) - Controls and Displays
— Yellow - cautions, invalid data, data not received (yellow dashes) and lim-
iting regions
— Grey - areas to avoid, minor tape scale markers, some display readouts.
Pointers entering these regions can be red in colour.
Associated with the colour definition is the Figure 7-105, providing colour
scheme definition for each indication on the typical tape scales.
PFD displays
Each function in the PFD format is displayed in a dedicated area. The PFD
format is organized into eight global areas (Figure 7-106):
SCALE UNIT %
RED MARK
TRANSIENT LIMIT
CAUTIONARY REGION
NORMAL OPERATING
REGION
LEGEND NP
ICN-89-A-157000-A-00001-02217-A-001-01
Figure 7-105 CDS (colors definitions) - Controls and Displays
– Hover (HOVER) mode (same indication for HSI and MAP modes).
ICN-89-A-157000-A-00001-02218-A-001-01
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 1 of 5)
VERTICAL SPEED
INDICATOR
BAROMETRIC
ALTITUDE
INDICATOR
OUTSIDE AIR
TEMPERATURE
INDICATOR
ROLL SCALE
ROLL POINTER AND
SLIP/SKID INDICATOR
PITCH SCALE
HORIZON LINE
ATT IND
AIRCRAFT REFERENCE
HEADING DIGITAL
READOUT
COMPASS ROSE
ICN-89-A-157000-A-00001-02066-A-001-01
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 2 of 5)
TRU 123
12 HDG
135 15 105 TRU 123 HDG
E 135 12 105
15
E
6 S
3 21
N 24
33 W
30
135 12
E 15
S
6
21
3
24
N
33 W
30
HOVER
ICN-89-A-157000-A-00001-02068-A-001-01
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 3 of 5)
ICN-89-A-157000-A-00001-02067-A-001-01
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 4 of 5)
WARNING
ACKNOWLEDGED CAUTION
ADVISORY
MESSAGE
ICN-89-A-157000-A-00001-02069-A-001-01
Figure 7-106 CDS (PFD format) - Controls and Displays (Sheet 5 of 5)
MFD format
The top row of MFD bezel keys is used to cycle through the display formats
associated with the corresponding menu item. Refer to Figure 7-107.
For each press, the MFD displays and cycles through the first enabled group
of associated menu controls. When a corresponding format is not already dis-
played, the first push on bezel key will recall the previous memorized format
before start, enabling the cycling through of all possible selections.
ICN-89-A-157000-A-00001-02072-A-001-01
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 1 of 6)
OVERLAY
ICN-89-A-157000-A-00001-02073-A-001-01
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 2 of 6)
VIDEO
DMAP1
DMAP2
DIGITAL MAP
ICN-89-A-157000-A-00001-02074-A-001-01
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 3 of 6)
FLIGHT PLAN
ICN-89-A-157000-A-00001-02075-A-001-01
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 4 of 6)
---
---
HYDRAULICS
AFCS ---
7 HYDRAULICS
AFCS
CONFIG CONFIG
--- ---
--- --- MAINTENANCE FUEL LBS
--- ---
FUEL KG
ITT °C
ITT %
--- --- --- ---
HPA
IN HG
NM
KM
ALT METRICS
ECL
AP1 PRE-FLIGHT TEST
1 AP PF-TEST IN PROGRESS
LAT 1 2
L R
UP 1 UP
2
LONG 75 %
C L
LAT 25 % L O
T N
V PED
PED 80 % L R G
1
CLTV
2
DN DN
2 AP PF-TEST ABORTED
MGB MGB
OIL PRESS MGB OIL TEMP
Bar °C
0.1 20
T
P P
BRG2
BRG1
TEMP
TEMP °C
°C 18
18
IGB
OIL TEMP
°C
20
IGB
TGB
OIL TEMP
°C
20
TGB
ICN-89-A-157000-A-00001-02076-A-002-01
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 5 of 6)
PRIMARY
ANALOG
PERF
ON GROUND
CLIMB
CRUISE
CRUISE DEI
HOVER
HOVER DEI
PWR PLANT
ICN-89-A-157000-A-00001-02219-A-001-01
Figure 7-107 CDS (MFD format) - Controls and Displays (Sheet 6 of 6)
— Display
The two aft mission console display are fixed to the cabin ceiling and
deployed down when in use. When not in use, they are positioned level
with the cabin ceiling in order not to obstruct cabin operations.
Each display has an associated interface unit which interfaces all power,
discrete and video signals from the aircraft.
— Interface unit
The two interface unit are located in the rear avionic bay.
Each interface unit is associated to the related display.
— Cabin PC
The cabin PC is located in the rear avionic bay.
The cabin PC allows the operator in the cabin to access and interact with
the digital map, AIS transponder, HF radio, Direction Finder (DF) system
and SATCOM system functions. The display is the graphic interface of the
cabin PC.
— Keyboard
When not in use the keyboard is stored in behind the aft cabin seat row.
The keyboard located in the cabin is the Human Machine Interface device
to interact with the cabin PC.
The video sources of the aft mission console can be selected from:
— FLIR
— Radar
— Cabin PC.
When the cabin PC is ON, the aft mission console allows the operator in the
cabin to access and interact with the specific cabin digital map presentation
and selected mission sensors. Control and display of map information, pre-
sented in the cabin, is enabled through the cabin keyboard and video output is
given from the cabin PC to the displays.
The information that follows can be is overlaid to the digital map presentation:
— AIS transponder
— HF radio
NUMBER 2 MISSION
INTERFACE UNIT
NUMBER 1 MISSION
INTERFACE UNIT
A KEYBOARD
CABIN PC
NUMBER 2
MISSION DISPLAY
NUMBER 1
MISSION DISPLAY
ICN-89-A-157000-G-00001-07122-A-001-01
— Map area
— Panels area
TYPICAL
4 3 2
ICN-89-A-157000-G-00001-07118-A-001-01
Figure 7-107B Aft mission console system kit - Controls and Displays
Map area
The map area covers the left upper part of the display. The map area can be
increased or reduced with a command located on the status bar.
The map area shows the digital map selected by the operator that can overlay:
— zoom options
— AIS transponder
— HF radio
— Reduced format
When in reduced format, the control panel provides a set of basic com-
mands.
— Maximized format
When in maximized format, the control panel provides all the system com-
mands.
Status bar area
The status bar provide the command to increased or reduced the map area
dimension and the indication of the status of these system:
— AIS transponder
— HF radio
— Reduced format
When in reduced format, the control panel provides a set of basic com-
mands.
— Maximized format
When in maximized format, the control panel provides all the system com-
mands.
ICN-89-A-157000-G-00001-07119-A-001-01
PANELS AREA
HP RADIO PANEL
DIRECTION
FINDER (DF)
A15 PANEL
PANEL
ICN-89-A-157000-G-00001-07120-A-001-01
MAP AREA
TOP MENU
MAP
CURSOR
COORDINATES
BOTTOM MENU
SATCOM/GSM PANEL AREA
SATCOM CONTROL PANEL
STATUS BAR
ICN-89-A-157000-G-00001-07121-A-001-01
GENERAL
The airborne auxiliary power installed on the helicopter consists of the one
Auxiliary Power Unit (APU) system with the e-AAP 60 unit. The system is pri-
marily intended to deliver electrical power. The APU is based on a gas turbine
engine that drives a generator. A bleed-air source will be made available
through a dedicated single port to feed the aircraft Environmental Control Sys-
tem (ECS).
The APU drives a 25 kVA generator that provides electrical power to the Elec-
trical Power Generation and Distribution System (EPGDS) on the ground and
in flight.
Bleed air is also supplied to the ECS for cockpit and cabin heating on the
ground only.
Bleed-air can only be used in cold day conditions while Outside Air Tempera-
ture (OAT) is below +20 °C on the ground. Bleed-air extraction is not allowed
during main engine start or in flight.
The APU is located in a separated high-level fireproof compartment above the
cabin roof and between the two main engines, aft of the MGB (Figure 7-108).
APU
ICN-89-A-157000-A-00001-02024-A-001-01
A
A
B
6 7
5
4
3
2
1
ICN-89-A-157000-A-00001-02026-A-001-01
ENG FORMAT
PFD
ICN-89-A-157000-A-00001-02027-A-001-01
Figure 7-110 APU - Controls and Displays (Sheet 2 of 2)
ENGINE (APU)
The engine (APU) consists of (Figure 7-111):
— Turboshaft engine
— Gearbox
The accessory gearbox forms part of the APU mounting structure and
transmit mechanical power to the gas generator when driven by the
starter motor.
It provides lubrication and cooling for the bearings and gears.
GAS GENERATOR
GEARBOX
ECU
ICN-89-A-157000-A-00001-02171-A-001-01
— Fuel heating
— Fuel filtering
— Fuel heater
The fuel heater is mounted on the front of the gearbox, above the starter
motor and heats the fuel to prevent ice clogging in the low pressure fuel
filter.
MANIFOLD
LOW PRESSURE
FUEL FILTER
FUEL METERING
PUMP
ICN-89-A-157000-A-00001-02172-A-001-01
The starting fuel manifold connects the three standard starting burners to
the flow divider. The main fuel manifold connects the six air blast burners
to the flow divider
— De-oil valve
This valve is located in the scavenge line in the immediate close of the oil
pump inlet.
The de-oiling valve controls priming of the oil pump which in turn enables
or disables oil flow in the lubrication circuit.
— Oil pump
The oil pump is located on the gearbox, on the gas generator interface
side. The oil pump, which is driven by the gear train, supplies oil flow to
the lubrication system.
— Oil filter
The oil filter is included to protect components in the lubrication system
from contamination.
OIL PRESSURE
SWITCH
AIR/OIL HEAT
EXCHARGER
DE-OIL
VALVE
PUMP
RELIEF
VALVE
HIGH PRESSURE
RELIEF VALVE
HP OIL
FILTER
PRE-CLOGGING
INDICATOR
DRAIN AND CHIP
ICN-89-A-157000-A-00001-02173-A-001-01
IGNITION/STARTING SYSTEM
The ignition/starting system includes (Figure 7-114):
— Exciter
The ignition exciter is a capacitor discharge unit that uses the aircraft 28
Vdc system or a 24 Vdc battery to provide an intermittent high voltage out-
put to the igniter plugs.
The igniter plugs are used to ignite the fuel in the combustion chamber.
Two igniter leads supply two igniter plugs with the high energy voltage
pulses produced by the ignition.
— Starter motor
The electric starter motor is a brush motor mounted on the front of the
gearbox. The starter motor cranks the engine during the starting phase.
The electrical power to the starter motor is provided by the battery bus,
through the starter contactor.
STARTER
MOTOR
A
EXCITER
ICN-89-A-157000-A-00001-02174-A-001-01
DOORS
(Chapter 52)
GENERAL
The purpose of the doors is to provide an aerodynamic and aesthetic design.
The doors also allow the ventilation and control of the atmosphere by enclos-
ing the aircraft. They enable the cooling or heating of the cockpit and the pas-
senger compartment. Their aim is also to reduce the noise and provide a a
good working environment for the aircrew.
The helicopter has the following doors:
— Cockpit doors
SERVICE/MISCELLANEOUS
DOORS/PANELS
SERVICE/MISCELLANEOUS
DOORS/PANELS
CARGO COMPARTMENT
DOORS
SERVICE/MISCELLANEOUS
DOORS
PASSENGER CABIN
DOORS
COCKPIT DOORS
SERVICE/MISCELLANEOUS
DOORS
ICN-89-A-157000-A-00001-02208-A-001-01
PFD
ICN-89-A-157000-A-00001-02206-A-001-01
Figure 7-116 Doors - Controls and Displays
COCKPIT DOORS
The pilot/co-pilot doors are located on either side of cockpit and consist prima-
rily of two carbon fiber skins that are bonded and riveted together.
The crew door incorporates two hinge positions and three locking positions
(refer to Figure 7-117). One locking latch is located on the top edge of the
door, one on the bottom edge of the door and the third toward the lower por-
tion of the door in line with the handle.
The locking mechanism, provides a two step approach to opening the door
internally and externally. Internally, the door can be opened by pressing the
button located on the handle tip and turning in a downward motion. Externally,
the handle must be lifted and rotated in the upward direction
The doors incorporate two window panels, which provide maximum visibility
during take-off and landing. The crew door windows are of acrylic construc-
tion. The upper transparency is sealed in-situ to the supporting structure using
a rubber strip, which can be removed from inside the helicopter to displace the
window during emergency egress.
DOOR HANDLE
B
TYPICAL
DOOR LOCKING
MECHANISM
DOOR HANDLE
BUTTON
ICN-89-A-157000-A-00001-02205-A-001-01
HANDLE
SERVICE
HANDLE
CABIN DOOR
LATCHING MECHANISM
ICN-89-A-157000-A-00001-02207-A-001-01
A B A
C
D D
NOSE COMPARTMENT
DOOR
AC EXTERNAL
POWER DOOR
MAINTENANCE
DC EXTERNAL STEP
POWER DOOR
ICN-89-A-157000-A-00001-02209-A-001-01
MAIN ROTOR
(Chapter 62)
GENERAL
The main rotor system converts the power generated by the engines through
the main rotor gearbox into sufficient lift force to overcome the weight of the
aircraft to achieve flight. It also transmits main rotor flying control inputs to the
five main rotor blades.
The main rotor system is comprised of three different installations:
— Rotating controls.
— A nickel and titanium erosion shield is attached to the leading edge of the
blade.
— The leading edge and the trailing edge of the blade root end have fairings.
— Mass-balance weights are installed in the blade root and in a pocket near
the blade tip. These weights are used to balance the blade statically.
— A metallic trim tab of metal is attached to the trailing edge. This trim tab
can be bent and adjusted for rotor tracking.
— At the blade body a tip is bonded to complete the blade. The tip is com-
posed of skins made of glass fiber covering an internal honeycomb filler.
A
A
B B
B
B
B
BLADE STA 520 BLADE STA 7300
EROSION SHIELD SPAR LEADING EDGE
ICN-89-A-157000-A-00001-02034-A-001-01
— Hub
The hub is produced in one piece starting from a forging. At the bottom is
attached a Ti flange with the function to connect the scissor drive links
and at the same location the sliding ring is positioned.
The hub is splined internally to be fitted to the mast and so to receive the
torque to rotate, then the rotation is transmitted to the swashplate by the
scissors drive links.
— Tension links
The tension links are composed of graphite cross ply tape to form the anti
torsional box. The windings provides the blade attachment holes. Some
metallic parts are bonded to the tension link and namely the stop support
which provides also the elastomeric bearing positioning location.
— Elastomeric bearings
The elastomeric bearings are composed of an Al inner member, a Ti outer
member and several intermediate rubber and metallic disks. The bearings
allow the blade motions while reacting the centrifugal force.
— Lag dampers
The dampers are of conventional hydraulic type. They connect the pitch
control lever to the damper attachment lugs of the hub.
— Control levers
The control levers are multiple function components. The main function is
to connect the blade to the swashplate so to transmit the pitch change
input. On the same component the damper attachment (blade side) is pro-
vided.
ELASTOMERIC TENSION
BEARING LINK
PITCH CONTROL
LEVER
HUB
LAG DAMPER
ICN-89-A-157000-A-00001-02035-A-001-01
ROTATING CONTROLS
The rotating controls (Refer to Figure 7-122) are the interface between the
fixed part of the flying control system and the rotating parts of the flying control
system (those parts that are fitted to the head) in order to transfer pilot's con-
trol inputs from the fixed controls to the main rotor head and the blades.
The rotating controls consist of the fixed and rotating swashplate, the scissor
assemblies and the pitch change links.
The rotating control system is composed of the following parts:
— Swashplate assembly
The swashplate assembly consists of two swashplate, the upper swash-
plate is the rotating swashplate and lower swashplate is the stationary
swashplate. They are both connected together and have a duplex ball
type bearing between them. The bearings are grease lubricated and allow
the rotating swashplate to rotate around the no-rotating swashplate. The
fixed swashplate is mounted on a central spherical bearing which allows
both swashplate to tilt. The spherical bearing is located on the swashplate
guide tube which is part of the main gearbox and located below the mast.
— Spherical pivot
The spherical pivot fits on to the top of the main gearbox casing and per-
mits the tilt angle of the two swashplate given by the cyclic pitch input, and
allowing their vertical translation given by the collective pitch input. The
spherical pivot made from aluminium alloy can translate in the vertical
direction along the surface of contact with the four centering plates bolted
on the centering bushing installed on top of the transmission.
— Rotating scissors.
The rotating swashplate is mounted on the fixed swashplate through a
double ball bearing that allows rotation. The rotation is imparted to the
rotating swashplate by two scissor links. Each scissor link comprises two
lever arms attached together by a pivot bolt. The free end of upper lever
arm of a link then connects to a clevis lug on the rotor hub. The free end of
the lower lever arm then connects to a spherical bearing, which is
attached to the rotating swashplate.
PITCH CHANGE
LINK
SLIDING BEARING
ASSEMBLY
SWASHPLATE
ASSEMBLY
A ROTATING SCISSORS
ASSEMBLY
ICN-89-A-157000-A-00001-02036-A-001-01
SWASHPLATE
BOOT
ROTATING
SWASHPLATE
ICN-89-A-157000-A-00001-02365-A-001-01
GENERAL
The purpose of the main rotor drive system is to provide the mechanical power
transfer from the engines to the rotors and accessories driven by the main
gearbox at the required speed.
The main rotor drive system includes:
MAIN GEARBOX
The main gearbox (Figure 7-124) is the main component that converts drive
from the 2 engines (21420 rpm) into drive to the main rotor, tail rotor drive sys-
tem and accessories.
ICN-89-A-157000-A-00001-02033-A-001-01
Figure 7-123 Main Rotor Drive System - Controls and Displays
— AC generators (option)
— No 3 hydraulic pump
OUTPUT DRIVES
OIL COOLER
UPPER MODULE
NO 2
HYDRAULIC
PUMP
ROTOR BRAKE
NO 1
HYDRAULIC
INPUT DRIVE PUMP
MAIN MODULE
NO 3
HYDRAULIC
PUMP
INPUT DRIVE
OIL LEVEL
SUPPORT RODS AND SIGHTGLASS
ANTI-TORQUE PLATE
ICN-89-A-157000-A-00001-02028-A-001-01
ENGINE/GEARBOX COUPLINGS
Each engine has its own independent but identical coupling arrangement to
the MGB comprising the left input shaft module and the right input shaft mod-
ule (Figure 7-125). Each one of these includes a drive shaft, torque tube, gim-
bal assembly and an input module.
The coupling allows power transfer from the engines to the MGB, allowing an
angular misalignment in the engine to MGB drive train and the disconnect
engine function.
Power is transmitted from the two engines to the main transmission input
gearboxes via engine input shafts. The function of the input shaft is to transmit
power and motion from the engine output spline to the MGB first reduction
stage.
The rotating torque load from the engine to the MGB is driven by the engine
shaft and the engine shaft is placed inside the gimbal and it is provided with a
flexible coupling capable of accommodating both angular and axial misalign-
ment.
GIMBAL ASSY
TORQUE TUBE
TYPICAL
INPUT MODULE
FLEXIBLE COUPLING
ICN-89-A-157000-A-00001-02029-A-001-01
LUBRICATING SYSTEM
The MGB contains an integral forced oil lubrication system with lubrication
pumps, filters and a cooling circuit for temperature / filtration control (refer to
Figure 7-126). The oil ducts, cored in the MGB, supply the oil to a number of
directional oil jets each aimed at gear wheels and bearings and each is fitted
with an internal filter screen.
For the schematic diagram of the main transmission lubricating system refer to
Figure 7-127.
The lubricating system includes:
— Check valves
C
B B A
A
A A
A A
A A
C A
THERMOSTATIC
VALVE
OIL FILTER OIL JET
OIL COOLER (TYPICAL)
HOUSING
LUBRICATION
PUMP
(TYPICAL)
ICN-89-A-157000-A-00001-02369-A-001-01
Figure 7-127 Lubricating System - Schematic Diagram
ROTOR BRAKE
DISC
RESERVOIR
ROTOR BRAKE
ASSEMBLY
HYDRAULIC LINE
A A
HYDRAULIC LINE
CONTROL MODULE
CONTROL LEVER
HYDRAULIC LINE
ICN-89-A-157000-A-00001-02030-A-001-01
TAIL ROTOR
(Chapter 64)
GENERAL
The purpose of the Tail Rotor (TR) system is to produce an aerodynamic force
(tail rotor thrust) to counteract the torque reaction produced by the main rotor
during flight. The amount of tail rotor thrust produced can be controlled and
varied by collectively changing the pitch of the blades through the flight control
system and the tail rotor controls.
The TR system is a four blade articulated rotor with a diameter of 2.9 metres.
The system is composed of the following sub-systems:
— Rotor Blades
— Rotor Head
— Rotating Controls.
ROTOR BLADES
The blades installation is composed of (refer to Figure 7-129):
BLADE PIN
ELASTOMETRIC
BEARING
DAMPER
ATTACHMENTS
ICN-89-A-157000-A-00001-02128-A-001-01
ROTOR HEAD
The TRH installation includes (refer to Figure 7-130):
— Hub
— Conical rings
— Locking flange.
ROTATING CONTROLS
The rotating controls (refer to Figure 7-131) consist of a control rod internal to
the mast, connected on one side to the servo and on the other side to the spi-
der. The spider is connected to the blades by four pitch-links fitted with elasto-
meric rod end bearings.
The pitch control arm is bonded directly to the blade.
Two rotating scissors are linked to the hub and to the spider in order to provide
the rotational motion to the controls. A duplex ball bearing allows the relative
motion between the spider and the control rod.
HUB
DAMPER
DAMPER
BRACKET
RING NUT AND
PRESSURE PLATE
CONICAL RING
LOCKING FLANGE
ICN-89-A-157000-A-00001-02117-A-001-01
ROTATING
SCISSORS PITCH LINKS
SPIDER/SLIDER
ASSEMBLY
DUPLEX BEARING
ICN-89-A-157000-A-00001-02129-A-001-01
GENERAL
The tail rotor drive system consists of all the sub-systems and components
that are required to transmit power from the main gearbox to the tail rotor by
means of the tail rotor drive shafts. The sub-systems and components are:
The system is managed and tested via the Electrical Control and Display Unit
(ECDU), by accessing the MENU page, TEST sub-page then pressing the
command TEST XMSN OIL level test. Refer to Figure 7-132.
The test lasts seven seconds but the cautions are only displayed on the Multi
Function Display (MFD) during the last two seconds.
When the IGB CHIP caution messages are displayed in the CAS window of
the PFD, the pilot can try to burn the ferrous particle(s) pushing the CHIP
BURN switch located on the TRANSMISSION page on the ECDU. Refer to
Figure 7-132.
ICN-89-A-157000-A-00001-02119-A-001-01
Figure 7-132 Tail Rotor System - Controls and Displays (Sheet 1 of 2)
ICN-89-A-157000-A-00001-02120-A-001-01
Figure 7-132 Tail Rotor System - Controls and Displays (Sheet 2 of 2)
TGB
NO. 1 SHAFT
BEARING HOUSING
ASSEMBLY
FLEXIBLE COUPLING
ASSEMBLY
NO. 4 SHAFT
BEARING HOUSING
ASSEMBLY
NO. 2 SHAFT
IGB
NO. 3 SHAFT
ICN-89-A-157000-A-00001-02124-A-001-01
INTERMEDIATE GEARBOX
The IGB is installed on the lower tail-fin structure between the No. 3 and No. 4
drive shafts and it is secured to the tail boom by four attaching bolts. Refer to
Figure 7-134 and Figure 7-133.
The IGB receives the torque from the No. 3 drive shaft through the input slid-
ing adaptor. The sliding adaptor drive is installed in the input pinion.
The IGB is a bevel gearbox that changes the angle of the horizontal drive
shafts to an upward sloping direction (49°) to the TGB and reduces the input
drive shaft speed from 4354 rpm to an output speed of 3323 rpm.
TAIL GEARBOX
The TGB is a single stage reduction unit supporting and driving the tail rotor.
Refer to Figure 7-135 and Figure 7-133.
The TGB is installed on the top of the fin and is securely attached to the verti-
cal stabilizer by a machined bracket and four bolts.
The TGB reduces the input speed of 3389 rpm to the output speed of 1407.3
rpm which is the nominal speed of the tail rotor. Anti-torque loads are transmit-
ted through the TGB into the tail-boom.
The No. 4 drive shaft is connected via a flexible coupling to the TGB input cou-
pling.
OIL FILLER
OIL TEMPERATURE
SENSOR
ICN-89-A-157000-A-00001-02126-A-001-01
OIL FILLER
OIL LEVEL
INDICATOR
OIL TEMPERATURE
SENSOR
ICN-89-A-157000-A-00001-02125-A-001-01
GENERAL
The rotor flight controls allow the aircrew to control the flight attitude, altitude
and direction of the helicopter. The control is transmitted through mechanical
linkages such as traditional rods and levers. It produces aerodynamic effects
on the helicopter's rotors.
There is no separate control panel and the system status indication is purely
through feedback in the control mechanisms.
The rotor flight control system includes:
2
3
3
4
ICN-89-A-157000-A-00001-02220-A-001-01
— Collective lever
The collective lever is installed on the left side of the pilot seat and on the
left side of the co-pilot seat.
A grip includes function switches and autopilot commands (See Chapter
22).
A
COLLECTIVE
CONTROL SYSTEM
A
TORQUE
TUBE
COLLECTIVE CONTROL
ADJUSTABLE TUBE
FRICTION
TORSION
TUBE
CO-PILOT
COLLECTIVE LEVER
PILOT
COLLECTIVE LEVER
LVDT
COLLECTIVE
TRIM ACTUATOR COLLECTIVE
FIXED FRICTION
ICN-89-A-157000-A-00001-02221-A-001-01
A
CYCLIC
CONTROL SYSTEM
A
PILOT
CYCLIC LEVER
CO-PILOT
CYCLIC LEVER
PITCH TRIM
ACTUATOR
TORQUE
TUBE
ROLL TRIM
ACTUATOR
ICN-89-A-157000-A-00001-02222-A-001-01
A
MIXING
CONTROL SYSTEM
RIGHT
MRA
FORWARD
MRA
LEFT
MRA
INPUT
LEVER
INPUT
LEVER
CONTROL
TUBES
CONTROL
MIXING TUBES
UNIT
ICN-89-A-157000-A-00001-02223-A-001-01
A
A
PEDAL
FIXED
PEDAL TRIM
YAW PILOT ACTUATOR
PEDALS
YAW CO-PILOT
PEDALS
CONTROL
TUBES
CONTROL
TUBES TAIL ROTOR
SERVO-ACTUATOR
ICN-89-A-157000-A-00001-02224-A-001-01
SPOOL
VALVE
SPOOL
VALVE
ICN-89-A-157000-A-00001-02226-A-001-01
SCAS
TAIL ROTOR
SERVOACTUATOR
ICN-89-A-157000-A-00001-02227-A-001-01
POWER PLANT
(Chapter 71)
GENERAL
The power plant installation includes:
ENGINE INSTALLATION
The CT7-2E1 engine is a compact, lightweight gas turbine engine with a sea
level power output in the 2,100 horsepower range.
The engine incorporates a five stage axial/one stage centrifugal compressor,
an annular combustor, a two stage, air cooled, gas generator turbine and a
two stage un-cooled power turbine with a drive shaft extending forward coaxi-
ally through the gas generator. The forward end of the drive shaft is con-
nected, via a spline, to the engine output drive assembly.
The compressor has one stage of variable inlet guide vanes and two stages of
variable stator vanes that, together with an engine mounted start bleed valve,
ensure efficient and surge free engine operation through the entire operating
range. An integral inlet particle separator protects the engine from foreign
object damage and the ingestion of sand and dust.
A
NO. 2 ENGINE
ACCESS DOOR
APU COWLING
NO. 1 ENGINE
ACCESS DOOR
ICN-89-A-157000-A-00001-02240-A-001-01
APU BAY
FIREWALLS
ENGINE 2 BAY
FIREWALLS
ENGINE 1 BAY
FIREWALLS
ICN-89-A-157000-A-00001-02241-A-001-01
B B
B A
A
A B
TORQUE
TUBE
CROSSHEAD
B TYPICAL
REAR
MOUNTING
TYPICAL
ICN-89-A-157000-A-00001-02242-A-001-01
The forward Inlet is a 2 piece, vertically split composite structure which installs
around the engine torque tube assembly. The Forward Inlet is installed for-
ward of the front firewalls and outside the engine bay fire zone.
The rear Inlet ring comprises of a vertically split, 2 piece metallic fireproof ring.
It mounts directly to the engine and interfaces with a fireproof seal mounted on
the front firewall.
A A
A
B
FORWARD
INLET
B
TYPICAL
ENGINE AIR
INTAKE
TYPICAL
ICN-89-A-157000-A-00001-02243-A-001-01
STA
-100 STA STA STA STA STA
(-3.93) 1125 3800 5550 6980 8700
(44.29) (149.60) (218.50) (274.80) (342.51)
STA
6400
(251.96)
NUMBER 1
NUMBER 2 FUEL TANK
ENGINE FUEL VENT
DRAIN NUMBER 2
ENGINE OIL
DRAIN
NUMBER 1
ENGINE OIL
NUMBER 1 DRAIN
NUMBER 2
ENGINE FUEL
FUEL TANK
DRAIN
VENT
ICN-89-A-157000-A-00001-02244-A-001-01
ENGINE CONTROLS
(Chapter 76)
GENERAL
The engines are equipped with a dual-channel Full Authority Digital Electrical
Control (FADEC) system. The FADEC system is composed of the Engine
Electronic Control Unit (EECU) and a Fuel Management Unit (FMU). The
EECU contains all computations and control laws and has the full authority to
vary all control inputs to the engine throughout their full range.
B A
D ELECTRICAL CONN
C MECHANICAL CONN
A B
No 1 FMU No 2 FMU
C
No 1 EECU
ENGINE
CONTROL
PANEL
D
COLLECTIVE
LEVERS
ICN-89-A-157000-A-00001-02376-A-001-01
The EECU contains all computations and control laws and has the full author-
ity to vary all control inputs to the engine throughout their full range.
The basic system architecture is dual channel with electrical redundancy of all
critical functions. This results in a system that after virtually any single
detected electrical failure which is operational, giving a very high mission reli-
ability and ease of pilot operation.
4 2 3 2 1
ICN-89-A-157000-A-00001-02245-A-001-01
ENGINE INDICATING
(Chapter 77)
GENERAL
The engine indicating system consists:
— Controls that govern the operation of the engine, i.e.; Engine Electronic
Control Unit (EECU).
Together the controls system dictate the operation of the engine, the control
panel inputs manual commands engine whilst the EECU carries out the com-
mands and normal operating automatically without intervention from the oper-
ator.
Engine performance is mainly achieved by controlling engine gas generator
speed (Ng), inter-turbine temperature (T4.5), torque (Tq), power turbine speed
(Np), helicopter rotor speed (Nr), with engine fuel flow and scheduling com-
pressor variable geometry/compressor start bleed valve positions.
— Tq - Torque
— Oil Pressure
— Temperature
— PI - Power Indicator
— Nf /Nr Tacho.
The PWR PLANT page gives an overall view of all the engine and aircraft sys-
tem parameters with all scales and limits. During the start cycle the word
“START” will appear around the Ng scale and the word “IGN” will appear
around the ITT scale during the ignition process (Figure 7-147).
The ENGINE page gives a graphical aspect of the power plant and all its asso-
ciated equipment. Apart from the primary and secondary engine information
this page displays:
PFD
ICN-89-A-157000-A-00001-02246-A-001-01
Figure 7-147 Engine Indicating- Controls and Displays (Sheet 1 of 3)
ICN-89-A-157000-A-00001-02247-A-001-01
Figure 7-147 Engine Indicating- Controls and Displays (Sheet 2 of 3)
ICN-89-A-157000-A-00001-02248-A-001-01
Figure 7-147 Engine Indicating- Controls and Displays (Sheet 3 of 3)
IMAGE RECORDING
(Chapter 97)
GENERAL
The image recording system comprises all the equipment necessary for
image recording.
These systems include video cameras, components which supply the video
cameras and fairings.
The image recording system integrates with the following systems:
— Mission Displays.
— Video camera
The video camera is located in the double rescue hoist mount.
The video camera records the image of the rescue hoist operations area.
The video camera interfaces with the power supply, which receives the
video signal and supply the video camera.
— Power supply
The power supply is located on the right side of the cabin roof.
The power supply receive 28 V dc power from the REPU3 and the video
signal from the video camera. It supply 12 V dc power to the video camera
and video signal to the Cockpit Display System and to the Mission Dis-
plays.
— Fairing
The fairing is located on the double rescue hoist mount. It has a opening
in correspondence of the video camera.
A
C
A
C
POWER SUPPLY
FAIRING
VIDEO CAMERA
ICN-89-A-157000-G-00001-07106-A-001-01
Figure 7-147A Hoist Camera System - Components Location
ENVIRONMENTAL CONTROL
GENERAL
The Environmental Control System (ECS) gives a means of heating, cooling
and treating the air used for the ventilation and the conditioning of the cockpit,
the cabin and the avionic equipment.
The ECS includes:
— The forced ventilation system only or the integrated ventilation and air
conditioning system.
The air conditioning system is designed to maintain cockpit and cabin temper-
atures not higher than 27 °C, with humidity not higher than 65%, when Outside
Air Temperature (OAT) is 40 °C with a relative humidity of 90%.
ICN-89-A-157000-A-00001-02366-A-001-01
ICN-89-A-157000-A-00001-02134-A-001-01
HEATING SYSTEM
The heating and forced ventilation system consists of a heating system mixing
bleed-air from the engines or Auxiliary Power Unit (APU) with external ambi-
ent air and a ventilation system which takes ambient air from outside the air-
craft.
The heating system includes (Figure 7-149):
— Engines shut-off
The engine shut-off valve (attached to the firewall in the engine bay) shuts
off the supply of engine bleed-air to the heating system when it is not
required, in case of overheat or a One Engine Inoperative (OEI) condition.
— APU shut-off
The APU shut-off valve (attached to the bleed duct in the APU bay) shuts
off the supply of APU bleed-air to the heating system when it is not
required, in case of overheat or when the APU is failed.
— Jet Pump
The jet pump assembly is comprised of a composite Venture mixing sec-
tion and a stainless steel bleed-air injector.
The jet pump assembly is installed on the ceiling of the rear fuselage and
interfaces with the Temperature Control Valve (TCV), the Low Pressure
(LP) ambient air intake duct, the temperature sensor, the overheat ther-
mal switch and the LP heating distribution pipe work.
The purposes of the jet pump are:
— To provide fresh airflow into the helicopter, using engine or APU bleed-
air to induce ambient airflow into fresh air intake
— to provide a flow of controlled temperature air for heating and demist-
ing purposes. The engine bleed-air expands to LP in the mixing section
of the assembly.
— Check Valve
There are three check valves installed at the connection between the
engines and APU bleed-air ducts to prevent reverse flow to APU or
engine bleed ports.
HIGH
PRESSURE
DISTRIBUTION
B DUCTS
A
LOW
PRESSURE
DUCTS
HEATING
CONTROL
BOX
ICN-89-A-157000-A-00001-02132-A-001-01
APU
SHUT-OFF
VALVE
C
CHECK
VALVE
TEMPERATURE
CONTROL
VALVE
ENGINE
SHUT-OFF
VALVE
CHECK
VALVE
C ENGINE
SHUT-OFF
VALVE
JET PUMP
OVERHEAT
THERMAL
SWITCH TEMPERATURE
SENSOR
ICN-89-A-157000-A-00001-02381-A-001-01
The heating control box, together with the control panel, controls the nor-
mal operation of the heating system in AUTO mode. The HCB also per-
forms system monitoring and provides the pilot with warnings of overheat
conditions. These functions are achieved using air temperature data mon-
itored by a Duct Temperature Sensor (DTS) and an Overheat Tempera-
ture Switch (OTS). The data from the DTS and the selection on the control
panel is used by the HCB to regulate the TCV accordingly to obtain the
desired supply temperature.
In manual mode (MAN HTR selection) the HCB is by-passed and the TCV
and heating air temperature are directly controlled by the control panel via
use of the '+' and '-' positions on the MAN HTR switch.
Refer to Figure 7-150 for schematic diagram.
The mixed air exiting the jet pump is delivered to the cockpit and cabin
through flexible and rigid ducts.
The heating system can also utilize the cockpit ventilation system fans to
assist in driving the air to the transparency diffusers and upper jaspers, for
demising purposes. Refer to para “Forced ventilation system”.
The control panel and heater control box control the normal operation of the
heating system.
ICN-89-A-157000-A-00001-02133-A-001-01
Figure 7-150 Heating System - Schematic Diagram
jet pump assembly mounted on the rear fuselage ceiling and electrically
interfaces with the heater control box and cockpit control panel.
— Distribution Ducts
From the cabin evaporator assembly, air is distributed to the cabin by
means of two ducts, one on each side of the upper deck, which interface
with flexible rubber pipes in the cabin roof space providing the air to the
passenger air outlets in the central cabin roof area and three fixed diffus-
ers along each side of the cabin roof.
— Air conditioning control box (ACCB) (ACCB1 and ACCB2 - cockpit and
cabin)
The cooling function is achieved with two vapor cycle systems, one for the
cockpit and the other for the cabin. Air is drawn in via the ambient and recircu-
lated air intakes and fans, as already described, and passes through the evap-
orator assemblies and into the cockpit and cabin low pressure distribution
VENTILATION
FAN
VENTILATION
AMBIENT
AIR INLETS
NOTE 1
VENTILATION VENTILATION
FAN FAN NOTE 1
NOTE 1 Connected to the integrated ECS
system (if installed)
ICN-89-A-157000-A-00001-02142-A-001-01
ACCB1
(TYPICAL FOR ACCB2)
B
A
B CABIN
C COCKPIT
EVAPORATOR/FAN
CONDENSER COMPRESSOR
COCKPIT FAN
CONDENSER
HEAT EXCHANGER
COCKPIT
VAPOR
CYCLE
UNIT
CABIN
MIXER
DUCTS COCKPIT
CONDENSER
CABIN FAN
VAPOR CABIN
CYCLE CONDENSER
COCKPIT UNIT
EVAPORATOR HEAT EXCHANGER
COCKPIT
MIXER
DUCTS
COCKPIT
EVAPORATOR
FANS ICN-89-A-157000-A-00001-02130-A-001-01
systems. The two vapor cycles operate with HFC 134a refrigerant, also known
as Freon.
The cockpit and cabin vapor cycle systems operate independently of one
another (each system having its own ACCB) but are controlled via the single
selection from the cockpit control panel temperature selector (in AUTO).
If PAX fans are selected OFF, the cabin VCS does not operate and similarly if
CREW fans are selected OFF the cockpit system does not operate, regard-
less of the AIR COND position being selected on the AIR COND/HEATER
selector.
EXTERNAL HOIST
GENERAL
The Goodrich external hoist P/N 8G2591F00111 consists of a hoist unit
installed on a mounting frame on the right side of the cabin. Refer to Figure 7-
152A.
The external hoist installation includes:
— Control pendant
— Electrical cable cutter (Primary Quick Release System (PQRS)) for emer-
gency use
— Manual cable cutter for emergency use (Backup Quick Release System
(BQRS))
B A
D
A
C
G
F
HOIST OPERATOR
CONTROL PANEL
C
B EXTERNAL
HOIST
RESCUE HOIST
LIGHT
ICN-89-A-157000-A-00001-04002-A-001-01
D
E
E
PILOT CONTROL PANEL
F CABLE CUTTER
CONTROL
PENDANT
ICN-89-A-157000-A-00001-04003-A-001-01
The HO searchlight aids the aircrew during SAR operations. The hoist light is
installed on the bottom right side of the fuselage.
The hoist light provides the maximum illumination of the hoist hook at the end
of the hoist cable when it is extended at a nominal distance of 10 ft (3 m).
With a nominal hover height of 70 ft (21 m) the hoist hook is located at the rear
of the projected hoist light beam. In this condition, the shadow of the hook dur-
ing the extension procedure gives a visual reference for the HO.
1
2
ICN-89-A-157000-A-00001-04004-A-001-01
18
H LT PWR
3
ON ON
O
I
S
OFF OFF
T
17
HOIST CONTROL HEADSET
4
NORM
16
NVG
SEARCH LIGHT
5
DIM SQ1 LAMP
R
SQUIB ON
15 OFF BRT
TEST
SQ2 OFF L
14
10 9
13
11
12
ICN-89-A-157000-A-00001-04005-A-001-01
DITCHING CONFIGURATIONS
GENERAL
The ditching configuration includes:
The flotation control panel is installed on the left side of the interseat console
in the cockpit.
In the rear side of the flotation control panel there are two electrical connec-
tors. On the front panel there are installed the OFF/ARMED master switch, the
TEST button and the test lights.
In the event of failure of the automatic actuation method, the aircrew can com-
mand floats inflation through guarded push button switches located on both
pilot and copilot collective grips. When the guard is raised, the pilot or copilot
can push a button to inflate the four float assemblies.
Operation
The two forward float assemblies and the two aft float assemblies prevent the
sinking of the helicopter after a ditching.
The float assemblies inflate and deploy at the external side of the helicopter
when the two bottles release the gas (helium) in pressure. The gas is released
when two adjacent emergency float switches get in contact with water, or, in
case of failure, when the pilot or the copilot operates the FLOAT switch on the
collective stick grip. The gas flows from the bottles to the flotation bags
through the pipes and the hoses of the gas distribution system.
The emergency flotation system operates only when it is in the armed condi-
tion. The system must be set in the armed condition when the helicopter is in
flight above the water. To set the system in the armed condition, it is neces-
sary to set the FLOAT switch on the flotation control panel to ARMED.
The signal from the water sensors or from the pilot/copilot FLOAT switch on
the collective grips is sent to the flotation control panel and from this to the
inflation valve with the SMA device that initiate the gas release to inflate the
float bags.
If, during flight, the FLOAT ARM caution message illuminate on the MFDs
(when the FLOAT switch on the control panel is set to OFF), there is a fault in
the emergency flotation system.
The check of the correct operation of the electrical circuits that operate the dis-
charge valve on the inflation systems can be done with the TEST button on
the flotation control panel. When the TEST button is pushed, the LH SYS 1,
LH SYS 2, RH SYS 1 and RH SYS 2 lights shall illuminate.
Float switches
Two adjacent float switches shall get in touch with water to send the electrical
signal to the control panel.
The pilot and copilot can control the emergency flotation system with the flota-
tion control panel located in the interseat console and with the pilot and copilot
collective grip. Refer to Figure 7-154.
C RELAY K302
D
RELAY K301
A C
D
A
B
B
A LEFT SIDE SHOWN
TYPICAL FOR THE RIGHT SIDE
FLOAT SWITCH
ICN-89-A-157000-A-00001-04007-A-001-01
INFLATION BOTTLE
FLOAT SWITCH
ICN-89-A-157000-A-00001-04008-A-001-01
B B
2 3 4
A A
ICN-89-A-157000-A-00001-04009-A-001-01
— A sea lamp
— Two paddles.
The left control cable is installed on the left side of the helicopter between the
cockpit and the life raft on the left sponson. It connects the activation handle to
the operating mechanism on the cylinder of the inflation system. The activa-
tion handle is installed on the internal lining between the left windshield and
the left cockpit door.
The installation of the right control cable on the right side of the helicopter is
the same of the left control cable.
INFLATION SYSTEM
The primary component of the inflation system is an inflation cylinder, which
has an inflation valve, an operating mechanism, an inflation hose, a T-piece
and non-return valves. The cylinder contains 2.63 kg of nitrogen at a pressure
of 27579 kPa (4000 psi) at +20 °C. The nitrogen pressure is shown on a pres-
sure gauge installed on the cylinder head. The gauge can be seen through a
window. The cylinder is contained in a pocket attached to the life raft.
Operation
The life raft activation is independent for the right and left life raft through the
manual mode. There are two modes of activation. In the cockpit, the pilot and
copilot can do the activation thought the remote handle installed on the pilot
and copilot forward door frame.
Outside the helicopter, with the handle installed externally on the front plate of
the container. An access cover on the front fairing gives the access to the han-
dle. The activation handle is connected to the inflation system through the
control cables and a quick-disconnect connector.
When a handle is operated, the calibrated pin on the cylinder head (of the
inflation cylinder) breaks and the nitrogen gas starts to inflate the life raft. Then
the three closing belts break and the container cover opens.
LIFE JACKETS
Life jackets are intended for use by all passengers and crew for emergency
flotation in the event of aircraft evacuation over water. In most configurations
the jackets are positioned under the seats, however some seating layouts may
require them to be positioned in an alternative location, but in close proximity
to the seat. Each life jacket is equipped with:
B
A
A
LH SHOWN
TYPICAL FOR
LEFT RH SIDE
B CONTROL
CABLE
RIGHT
CONTROL
CABLE
HANDLE
C
REMOTE
LH SHOWN HANDLE
TYPICAL FOR
RH SIDE
ICN-89-A-157000-A-00001-04006-A-001-01
C FENDER/ARCH TUBE
COVER
BUOYANCY
INFLATION BOARDING
CYLINDER DROGUE RAMP
BEACON
FENDER/ARCH TUBE
CANOPY
ICN-89-A-157000-A-00001-04016-A-001-01
GENERAL
The forward and auxiliary fuel tanks includes, refer Figure 7-156:
AUXILIARY
NUMBER 2 FUEL TANK
MAIN
FUEL TANK
NUMBER 1
MAIN
FUEL TANK
CHECK
VALVE
DUMP BOOSTER
VALVE PUMP
DRAIN
PROBE VALVE
DUMP
VALVE
PROBE CHECK
VALVE
BOOSTER
SUMP PUMP
FLANGE DRAIN
VALVE
NUMBER 2 NUMBER 1
FORWARD FORWARD
FUEL TANK FUEL TANK
ICN-89-A-157000-A-00001-04010-A-001-01
GENERAL
The Traffic Collision Avoidance System (TCAS II) P/N 8G3450F00111, aids
the flight crew by detecting the presence of nearby aircraft (Traffic Advisory -
TA) and providing a warning (Resolution Advisory - RA) when the proximity of
the aircraft is determined to be a safety threat. The TCAS II transmits Mode S
transponder interrogations signals and monitors all replies.
The TCAS includes, (Figure 7-157):
— TCAS receiver/transmitter
The TCAS receiver/transmitter is installed on the left side of the nose bay
compartment.
Two locking knobs hold and safety the TCAS receiver/transmitter and its
interface connector to the mounting tray. In front of the module there is a
handle that lets the installation and removal easier.
The TCAS mounting tray is equipped with a cooling fan, supplied by the
same 28 V dc line of the TCAS Unit.
TCAS RECEIVER/TRANSMITTER
The TCAS receiver/transmitter transmits Mode S transponder interrogations
signals and monitors all replies. Internal processing determines the range,
bearing, and altitude of each replying (nearby) aircraft.
This lets the TCAS receiver/transmitter to locate all transponder equipped air-
craft within range. If an aircraft is on a conflicting path, the TCAS receiver/
transmitter generates a traffic advisory (intruder alert), resolution advisory
(recommended vertical escape maneuver), and/or synthesized-voice audio
outputs.
If the intruder aircraft also has a Mode S transponder, the TCAS receiver/
transmitter uses the own helicopter transponder to transmit collision avoid-
ance data to that aircraft.
This Mode S link allows the two TCAS systems to coordinate conflict resolu-
tion maneuvers between aircraft.
The TCAS receiver/transmitter contains circuits for signal receiving, transmit-
ting, processing (including computing), and interfacing with other components
of the TCAS system.
A frequency source generates 1030 MHz for the transmitter output and
receiver local oscillator.
The RF output is applied to top/bottom antenna through the diplexer.
The receiver has four individual RF and IF sections, one for each of the four
directional segments of the antenna. At the receiver detector, the signals are
combined to allow received-signal bearing information to be determined. This
information is passed to the signal processor.
A signal processor and CPU (central processing unit) provide the control and
data analysis necessary for the TCAS receiver/transmitter operation.
The CPU generates the traffic and resolution advisories for the output to the
cockpit displays. The input/output interface circuits are the ARINC429 discrete
and analog circuits required to communicated with external TCAS equipment.
The TCAS II transceiver is supplied by 28 Vdc MAIN BUS 4 through a dedi-
cated solid state distribution output.
TUNE PAGE
In this page there are the TCAS (and XPDR) data as follow:
— The XPDR TCAS comes in view on header line. You can set the Tran-
sponder or the TCAS mode with the related soft keys adjacent to the
selection.
— If you push the related soft key, you can set the transponder code and get
access to the detail pages. Then go to the XPDR TCAS page.
The XPDR TCAS page gives the selections that follow:
— Manage the Altitude Limits (give access to “TCAS ALT LIMITS” Page)
— ABOVE: The system shows all the traffic above 9000 ft and below 2700 of
the aircraft
— BELOW: The system shows all the traffic above 2700 ft and 9000 ft below
the aircraft
— NORMAL: The system shows all the traffic above 2700 ft and 2700 ft
below the aircraft
— ABV / BLW: The system shows all the traffic above and below the aircraft
with unrestricted altitude (no altitude limits).
An asterisk comes in view adjacent to the selection.
C A
A
C
TCAS BOTTOM ANTENNA
B TCAS RECEIVER/TRANSMITTER
MOUNTING TRAY
ICN-89-A-157000-A-00001-02390-A-001-01
AFDX
Aural Warning
2nd XPDR A429HS ICS
TDR-94D A429HS
(Optional)
A429HS MAGHDG/ ATTITUDE
A429DATA
A429 HS
A429 HS
MCDU MCDU
CPLT PLT
ICN-89-A-157000-A-00001-02395-A-001-01
— STBY
— ALT OFF
— ALT ON
— TA ONLY
— TA / RA.
— The TA symbol is a circular shaped and yellow filled color. The TA symbol
shall be positioned to depict a threat aircraft's relative bearing and dis-
tance from own aircraft.
— “TA” legend
OT
PT
TA
RA
NBA
1
10
TCAS MODE/STATUS &
NBA INDICATION AREA
9 2
3
8
ACTIVATION OF
VIRTUAL CONTROL PANEL 4
5
7
6
ICN-89-A-157000-A-00001-02392-A-001-01
Figure 7-159 TCAS II - MCDU - Controls and Displays
XPDR TCAS
@@ SELECT
[5645] XPDR1 / XPDR2
FLIGHT ID
[4772] [DAQUTALT]
ID PALT
IDENT 1500
ALT LIMITS MODE
< ABOVE TA ONLY >
XPDR
PASS TEST
ALT TAG TCAS
REL / ABS PASS TEST
BELOW ALT ON
TA / RA
3
ICN-89-A-157000-A-00001-02393-A-001-01
Figure 7-160 TCAS II - MFD - Controls and Displays
TCAS
TCAS INTRUDER
MODE/STATUS SYMBOL
ANNUNCIATION
TCAS
INTRUDER
ALTITUDE
READOUT
TCAS ABSOLUTE
TCAS
ALTITUDE TCAS INTRUDER
ALTITUDE
ANNUNCIATION VERTICAL TREND ARROW
SELECTION
ICN-89-A-157000-A-00001-02394-A-001-01
Figure 7-161 TCAS II - MFD and PFD indications
GENERAL
The HTAWS P/N 8G3440F00211gives through the screens of the MFD and
PFD, a visual representation of the terrain clearance relative to the surround-
ing terrain and known obstacles.
The HTAWS uses a partition of software that runs in each PFD / MFD. It uses
information from navigation and flight sensors (e.g. AHRS, Air Data, Rad Alt,
GPS) along with dedicated Data Bases (DB) (Obstacles DB, Complete Terrain
DB, NAV DB) to compute obstacle position, generate obstacles / terrain maps,
visual and aural alerts.
The Complete Terrain data base is stored in the Data Transfer Device (DTD)
Non Volatile Memory (NVM).
Navigation data base (Jeppesen) is stored in each AMMC NVM and in the
DTD Non Volatile Memory. The obstacle DB is stored in each MFD / PFD
NVM. The data path between CDS and the DTD and AMMC is through the
AFDX bus.
The schematic diagram of the HTAWS is shown in the Figure 7-162.
The HTAWS uses the inputs that follow:
— GPS Data
— Heading
— Airspeed
— Weight on Wheels
HTAWS gives the outputs that follow:
Then, a pop-up menu comes is view with a number of systems. The TAWS
includes the menu with the selections that follow:
— INHIBIT
— LOW ALT
— AUDIO INHIB
— G/S CANCEL
— OFF AIRPORT
— AUDIO TEST
To make a selection on the menu, you must use the CCD. Refer to Figure 7-
163.
The activated selection is displayed in the left upper side of the map on the
MFD or PFD.
Selecting the INHIBIT selection, a white TAWS INHIB message is displayed in
the top left corner on the PFD HSI area and MFD MAP page. This mode inhib-
its:
— The terrain and obstacle aural alerts (including the GPWS Mode 6 callout)
— The visual cautions and warnings and the terrain and obstacles display.
Setting the AUDIO INHIB selection, a white MUTE message is displayed in
the top left corner on the PFD HSI area or MFD MAP page. This mode inhibits
the terrain and obstacle audio alerts but the visual cautions, warnings display
stay active. The terrain and obstacle audio alerts are restored immediately by
deselecting the AUDIO INHIB.
After 5 minutes from audio inhibition the MUTE message will start to flash to
remind to the pilot that the TAWS audio is still inhibited.
On the display, the terrain map is represented with a color code. The relative
color band represent the clearance between the aircraft and the terrain or
obstacles. Refer to Figure 7-162 for the legend of the HTWAS colors.
The TAWS will display Terrain and Obstacle data in the Latitude interval rang-
ing from 70° North to 70° South.
The terrain consists of the earth’s natural surface surrounding the aircraft
based on the WGS84 GEOID model and not a corrected barometric altitude. It
represents the height above Mean Sea Level (MSL) in the GEOID model and
it is used as a reference altitude for color coding of the terrain display. The
TAWS presentation range is automatically adjusted in conjunction with the
MAP range selection up to a maximum range of 40 NM.
When no MAP format is selected on both pilot and co-pilot PFD and no FPLN
ARC or ROSE presentation is selected on both pilot and co-pilot MFD and a
TAWS alert occurs, the MFD FPLN and the PFD MAP Menu bar legend are
overlapped by a TAWS alert (black text over amber background) to enable
TAWS overlay selection with a single keypress. (TAWS Pop-up function).
When MAP format or FPLN ARC or ROSE format is selected on at least one
PFD or MFD but no TAWS overlay is active and a TAWS alert occurs, the
TAWS overlay is automatically enabled and the MAP range scale adjusted to
5NM or to 2NM if the TAWS LOW ALT setting is active.
On PFD and MFD area, the following HTAWS mode/status annunciation mes-
sage can be displayed with the following logic depending from the overlay
selection:
HTAWS Architecture
GPS
RADALT
ADU+AHRU
Visual Alarm
ICN-89-A-157000-A-00001-02396-A-001-01
HTAWS
CLEARANCE MAP
HTAWS VIRTUAL
CONTROL PANEL
ACTIVATION OF
VIRTUAL CONTROL PANEL
Altitude
ICN-89-A-157000-A-00001-02398-A-001-01
Figure 7-163 HTAWS - Controls and Displays (Sheet 1 of 2)
PFD MFD
TAWS STATUS
ANNUNCIATIONS
4
6
TAWS STATUS
7
TAWS MODE line1
TAWS MODE line2 8
9
TAWS
MODE/STATUS 10
ANNUNCIATION
11
12
13
TAWS MODES 14
ANNUNCIATIONS
ICN-89-A-157000-A-00001-02399-A-001-01
Figure 7-163 HTAWS - Controls And Displays (Sheet 2 of 2)
GENERAL
The SVS P/N 8G9300F00111, use a dedicated partition of Software that runs
in each PFD, and on the MFDs runs for monitoring. This function is provided
through the use of precise navigation sensor inputs and an high resolution ter-
rain, obstacle and runway/heliport database.
The SVS also gives a display of airport runways and helipads as well as of
towered and non-towered obstacles higher than 50ft.
The SVS gives a Flight Path Vector (FPV) a direct perception of the aircraft
trajectory.
The SVS information comes in on the attitude and navigation area of the PFD
through the PFD MENU or with the selection on the Display Control Panel
(DCP).
The FPV and obstacles display can also be disabled through the PFD MENU.
It uses information from navigation and flight sensors (e.g. AHRS, Air Data,
Rad Alt, GPS) along with dedicated Data Bases (DB) (Obstacles DB, Com-
plete Terrain DB, NAV DB) to compute surrounding position and generate a
visual representation of the external environment.
The complete terrain data base is stored in the Data Transfer Device (DTD)
Non Volatile Memory (NVM). The Navigation data base is stored in each
AMMC NVM. The obstacle DB is stored in each display unit. The data path
between CDS and the DTD and AMMC is through the AFDX bus.
When SVS is enabled in CDS Option file, the Synthetic Vision over PFDs is
displayed on the PFDs by default at power on.
the PFD.
ICN-89-A-157000-A-00001-02400-A-001-01
ICN-89-A-157000-A-00001-04001-A-001-01
GENERAL
The radio equipment V/UHF Flexcomm II system is an AM/FM analog/digital
radio communication system.
The V/UHF Flexcomm II system, includes (Figure 7-165):
— V/UHF transceiver
The installation position of the RT-5000 V/UHF transceiver is on the rear
left side of the avionics bay. The transceiver sends the serial input control
data to the logic converter unit. The logic converter unit then changes the
frequency content of this data into the tuning data for the V/UHF antenna.
— V/UHF antenna
The V/UHF antenna is installed on the bottom of the fuselage. The V/
UHF antenna is a frequency tuned antenna, the electrical length of which
is adjusted by the logic converter unit. This operation becomes essential
due to the wide range of frequencies which require wavelength matching
to enable an optimum power transfer. The antenna is connected to the V/
UHF transceiver through two coaxial cables, a type “N” and a type “TNC”.
V/UHF LOGIC
CONVERTER UNIT
V/UHF
TRANSCEIVER
MOUNTING TRAY
V/UHF
CONTROL PANEL
V/UHF ANTENNA
ICN-89-A-157000-A-00001-04012-A-001-01
9
1
8
1 2 3 4
D/R MENU DISP MUTE
VOL
2
5 6 1 8 SEL
RT PLAY TEST SCAN
PUSH PUSH
9 0 #
ON ENTER
CLR PVT SF NUM
7 6 5 4 3
ICN-89-A-157000-A-00001-04011-A-001-01
CHANNEL NUMBER
TRANSCEIVER DIRECT
INDICATOR TRANSMIT TRANSMIT MODE
INDICATOR INDICATOR
CHANNEL
MAIN RECEIVER ALPHANUMERIC
AVAILABILITY IDENTIFIER
INDICATOR
RECEIVE
MANUAL MODE CHANNEL MANUALLY TUNED
INDICATOR INDICATOR RECEIVE FREQUENCY
ICN-89-A-157000-A-00001-04013-A-001-01
GENERAL
The Crash Position Indicator (CPI) system is a primary radio location aid to
alert search and rescue and assist location in the event of an aircraft distress
condition.
The Emergency Locator Transmitter (ELT), mounted on the left hand side of
the tail cone, 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 emer-
gency frequency operation at 121.5 MHz and 406.025 MHz.
The ELT automatically activates during a crash or aircraft ditching and trans-
mits the standard swept tone on 121.5 MHz until the battery power is
exhausted, which will typically be 48 hours.
The 406.025 MHz transmitter sends an encoded digital message of aircraft
position, as received from the GPS/FMS aircraft system via ARINC, and will
operate for 24hrs.
The CPI system also includes, (Refer to Figure 7-167):
— Configuration unit
The configuration unit is installed in the baggage compartment adjacent to
the SIU.
— Beacon
The beacon is installed in the rear left side of the fuselage. The beacon is
attached to the beacon release unit by a spigot and retained by a single
bolt into a fitting retained by a sear latch system. The sear is withdrawn by
an electro-explosive actuator to allow the latch to release.
The beacon has a transmitter, the battery pack and an antenna system.
The beacon has positive buoyancy and the outer surfaces are normally
colored “international orange” for high visibility.
The beacon can be manually or automatically activated and deployed
from the aircraft in the event of a crash. It provides full emergency fre-
quency operation at 121.5 MHz/243.0 MHz and 406.025 MHz (the same
frequencies as the ELT system). There is also an additional integrated
GPS antenna/receiver to enable updated GPS position data to be trans-
mitted in the 406.025 MHz message.
The beacon casing is designed to withstand impact on land or water and
to provide positive buoyancy.
A reset switch is incorporated by means of which the beacon can be shut
down on recovery after an incident.
Automatic operation
The automatic operation starts when the ARM / OFF switch on the SIU is set
to the ARM position and the system first boots up, two beeps will be heard
from the ADELT control panel, signifying the system is ready for operation. In
the ARM position, the system is ready and can be activated by any single or
multiple combinations of the following commands:
— The first signal from the SIU operates a switch in the beacon, connecting
the internal battery pack to the 121.5 MHz/243.0 MHz and 406.025 MHz
transmitter, which begins to transmit simultaneously on all three frequen-
cies.
— 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
actuator assisted by a compressed coil spring.
The ADELT transmits the standard swept tone on 121.5 MHz/243.0 MHz until
the battery power is exhausted, which will typically be 48 hours. The 406.025
MHz transmitter sends an encoded digital message of aircraft position, as
received from the GPS/Flight Management System (FMS) and will operate for
24 hours.
Manual operation
The manual operation can be performed via the ADELT CCP at the pilot’s dis-
cretion. The manual functions available are:
— Beacon transmission - open the green transmit guard and operate the
TRANSMIT switch. Confirm TX/TEST light illuminates and audio tone is
heard.
— Beacon transmission and release - open the red deploy guard and oper-
ate the DEPLOY switch. Confirm TX/TEST and BEACON GONE lights
illuminate.
E D
A
A
C
ADELT
B CONTROL PANEL
ICN-89-A-157000-A-00001-04014-A-001-01
BEACON
RELEASE
UNIT
BEACON
CONFIGURATION
UNIT
SYSTEM INTERFACE
UNIT ARM / OFF
SWITCH
ICN-89-A-157000-A-00001-04017-A-001-01
1 2
TRANSMIT
D E P L OY
5
3
4
ICN-89-A-157000-A-00001-04018-A-001-01
Figure 7-168 Crash position indicator with deployable ELT - Controls and
Displays
GENERAL
The satellite communication system kit allows the transmitting or receiving of
world wide phone calls and the transfer of data using the IRIDIUM LOW
EARTH ORBIT satellite network. The systems also contain the options of data
transfer, to any point worldwide having internet access, for text messaging and
position monitoring using an inbuilt GPS receiver.
The satellite communication systems include:
SATCOM SKYTRAC
The Skytrac includes, (Figure 7-169):
— Transceiver
The ISAT-200R transceiver is installed in the rear avionic bay. The trans-
ceiver unit is installed on a mounting tray (ITRAY-200) which also sup-
ports the interface connector. The screwed hook holds the transceiver in
its position on the mounting tray. In front of the transceiver there is a han-
dle to make its installation and removal easier.
The transceiver provides communication with the Iridium® network and
provide controls, indications and audio communication with the crew.
The transceiver works at 1616 MHz–1626.5 MHz with a GPS integrated
module receiving GPS positioning information which is sent to the Irid-
ium® network in order to use the tracking feature.
It offers automatic position reporting, sending and receiving emails,
generic data transfers and full duplex voice communication.
Data and voice communication can be established from any point in the
world via Iridium® Low Earth Orbit (LEO) satellites. The mounting tray
has a configuration module placed at the back of the tray under the con-
nectors. The module stores the aircraft configuration data (tail number,
serial number, reporting interval information).
the cockpit display unit. The dispatch voice interface provides a keyboard
to dial numbers, answer phone calls, manage functions and write text.
— Antenna
The Satcom/GPS antenna is installed on the top tail. It contains two inde-
pendent antennas (combined antenna) one for GPS and one for commu-
nication with Iridium® satellite network. The radome is low profile
moulded for low drag and ice resistant. The GPS section is an active
antenna receive only. The Iridium® section is a passive antenna receive/
transmit.
A
C A
TRANSCEIVER
COCKPIT DISPLAY
PANEL
ANTENNA
B
DISPATCH
VOICE
INTERFACE
ICN-89-A-157000-A-00001-04119-A-001-01
Figure 7-169 SATCOM SkyTrac - Components location
1 2 3
6 5
2
7
9 7
10
11
15
14 12
13
ICN-89-A-157000-A-00001-04122-A-001-01
Figure 7-170 SATCOM SkyTrac - Controls and Displays
SATCOM SKYCONNECT
GENERAL
The SATCOM SkyConnect system is a satellite kit that allows the pilot, co-pilot
and passengers to dial and to receive worldwide phone calls and to transfer
data (i.e. connecting to internet) by the IRIDIUM network.
This system also provides a functionality that permits GPS tracking of the heli-
copter at ground personnel by web.
The SATCOM audio is managed via the ICS interface, which provides input
and outputs of microphone, PTT and headsets.
The SATCOM SKYCONNECT system is provided with DC electrical power
supplied from the DC emergency bus bar.
The Skyconnect includes, (Figure 7-171):
— Transceiver
The Iridium® based transceiver (XCVR) is installed in the rear avionic
bay. A mounting tray holds the transceiver in the correct position installa-
tion. The transceiver works at 1.616-1.625 GHz and is equipped with a
GPS integrated module receiving GPS position to send to IRIDIUM net-
work in order to tracking feature.
The transceiver functions as a “phone” in the satellite phone system and
the modem in the data system, as a connection is used to gain access to
the iridium network. The transceiver allows the two way transfer of voice
and data.
The 28 V dc from essential bus 1 via REPU3 energizes the transceiver.
— Control panel
The Mission Management Unit (MMU-II) control panel is installed in the
interseat console in the cockpit. It is a two-inch high, panel-mounted unit
with a 2-line text display, a single rotary pushbutton knob and a 12-button
keypad. It is used to exchange short text messages with an operator on
the ground via the IRIDIUM satellite system and can also be used to con-
trol an Iridium-based phone call.
— Configuration/SIM module
The configuration/SIM module is installed in the rear avionics bay. The
configuration module stores settings external to the transceiver and also
provides a female connector for easy connection to a PC.
— Antenna
The combo IRIDIUM/GPS antenna is installed on the tail. It is an L-band
antenna that receives GPS signals and connects the XCVR to the Iridium
satellite system.
— Answer to a call:
Push the SAT button of the ICS audio control panel to enable the tele-
phone audio, then push the button/rotary knob on MMU control panel.
— Take a call:
Push the SAT button of the ICS audio control panel to enable the tele-
phone audio, then push any key to access to the Dial page.
Dial the required country code, area code and number and hold the but-
ton/rotary knob pushed for two seconds.
A A
C TRANSCEIVER
CONFIGURATION / SIM
MODULE
C
CONTROL
PANEL
ANTENNA
B
ICN-89-A-157000-A-00001-04120-A-001-01
Figure 7-171 SATCOM SkyConnect - Components location
A
A
B
C B
B 1
TAC1
4 2
C
3
ICN-89-A-157000-A-00001-04121-A-001-01
Figure 7-172 SATCOM SkyConnect - Controls and Displays
GENERAL
Digital map system P/N 8G3460F00111 is located in each AMMC which
includes a Digital Map Generator (DMG) card. The system is based on dedi-
cated software that runs within AMMC/DMG.
The digital map data base is stored in each AMMC non volatile memory. Each
AMMC has the capacity to store 2 separate digital map databases thus provid-
ing the system with 2 digital maps to select
— Overlay
Selecting the OVERLAY key (Figure 7-173) and then the submenu
DMAP provides the operator to overlay the flight plan display with a
selection of DMAP1 or DMAP2.
— Main source
Selecting the DMAP key (Figure 7-173) provides the operator with a
selection of DMAP1 or DMAP2 as main source. When the DMAP is
selected the lower MFD DMAP menu bar appears with a number of selec-
tions.
MCDU
MENU MAP1
5 1
< AMMS PROG > < SETTINGS FUNCTIONS >
< TUNE
ACTIVE
< LEGS EQUIP TEST > < DATABASE MISSION1 >
MSC 4
2
DMAP
Control Pop-Up Menu
13 12 11 10 9 8 7 6
ICN-89-A-157000-A-00001-02197-A-001-01
Figure 7-173 Digital Map System - Controls and Displays (Sheet 1 of 3)
TERRAIN PRESENTATION
ICN-89-A-157000-A-00001-02198-A-001-01
Figure 7-173 Digital Map System - Controls and Displays (Sheet 2 of 3)
INTERVISIBILITY PRESENTATION
ICN-89-A-157000-A-00001-02199-A-001-01
Figure 7-173 Digital Map - Controls and Displays (Sheet 3 of 3)
GENERAL
The Night Vision Imaging System (NVIS) make the aircraft compatible for the
use with the Night Vision Goggle (NVG).
It is possible to select the NVG setting (for cockpit and cabin) with the MODE
switch on the MISC control panel installed in the interseat console or (only for
cabin) with cabin lights control panel installed in the cabin. Refer to Figure 7-
174.
When NVG mode is selected, the brightness scale is automatically reduced.
The FSB indicators, the sky-lights, the STORM lights, and the external
STROBE lights are automatically inhibited or switched OFF. The navigation
light are NVIS friendly.
C
A B
4 3 2 1
B
5
6
C
ICN-89-A-157000-A-00001-04067-A-001-01
ICN-89-A-157000-A-00001-04068-A-001-01
GENERAL
The weather radar RDR-1600 P/N 8G3441F0011, aids the flight crew by giv-
ing weather information, beacon detection and terrain mapping.
The weather radar RDR-1600 includes, (Figure 7-176):
OPERATION
The weather radar can operate with five operation mode:
AFDX AFDX
CPLT PFD CPLT MFD PLT MFD PLT PFD
(DU1) (DU2) (DU3) (DU4)
CCD CCD
ARINC 429
ARINC 453 ARINC 453
(Range, Control)
AHRS #1
AHRS #2
Phased
Antenna Array On/Off On/Off
+23/-20.5Vdc RT-1601
Static 115Vdc Antenna Receiver / Transmitter
Inverter Drive Unit waveguide
+23/-20.5Vdc Radar
Interface Unit
Tilt Adjust/Control
Roll Trim
Video
Discrete
Data
Power ICN-89-A-157000-A-00001-04083-A-001-01
B WEATHER RADAR
ANTENNA
DRIVE UNIT
WEATHER RADAR
ANTENNA
B
WEATHER RADAR
ANTENNA
DRIVE UNIT
WEATHER RADAR
WAVEGUIDE
WITH FILTER
A
WEATHER RADAR
INVERTER
WEATHER RADAR
INTERFACE UNIT
WEATHER RADAR
TRANSCEIVER
ICN-89-A-157000-A-00001-04084-A-001-01
1 6
2
21 22
19 20
7
3 17 18
16 8
4 15
14 9
13 10
12 11
24 23 5
26 4
2
3
25
ICN-89-A-157000-A-00001-04085-A-001-01
Figure 7-177 Weather radar RDR-1600T- Controls and Displays
GENERAL
The Goodrich Double External Hoist P/N 8G2591F00311 consists of two iden-
tical hoist units installed side-by-side on a common boom on the right side of
the cabin. The hoist units are assigned HOIST 1 for the inboard hoist and
HOIST 2 for the outboard hoist. Refer to Figure 7-178.
The double external hoist installation includes:
— Electrical cable cutters, one for each hoist (Primary Quick Release Sys-
tem (PQRS))
— Manual cable cutter for emergency use (Backup Quick Release System
(BQRS))
In the event of a failure of the electrical cable cutter system, the cable may be
cut with the manual cutter installed under the HO seat or in a position easily
accessible to the HO.
Two hoist lights are installed under the helicopter, one on the right side and
one on the left side. Each light is independant of the other and two control
panels are mounted in the cabin, one for each lamp.
The pendant also includes a Winchman Trim Mode caption and a five position
switch to give the HO limited lateral and longitudinal ground speed control
when in HOV Mode and selected by the pilot.
F
C
E
HOIST 1
CONTROL
F A
PENDANT
B D
C
HOIST 2
HOIST 1 CONTROL
PENDANT
HOIST 2
HOIST OPERATOR
CONTROL PANEL
ICN-89-A-157000-G-00001-08206-A-001-01
D CABLE CUTTER
F HOIST LIGHTS
CONTROL PANELS
RESCUE HOIST
LIGHT
ICN-89-A-157000-G-00001-08207-A-001-01
1
2
ICN-89-A-157000-G-00001-08224-A-001-01
3
17 9
8 4 5
LIGHT ON
ON
O
F
F
STOW
HOIST LT PNL
19 18 7 6
16
10
12 11
15
13
14
ICN-89-A-157000-G-00001-08208-A-001-01
GENERAL
The Telephonics RDR-1500B+ radar P/N 8G9370F00111 (referred as the
radar system) is a digital colour radar system.
The primary function of the radar system are search and rescue radar, surveil-
lance at sea and precision terraing mapping. Weather avoidance, transponder
beacon location and the display of waypoint navigation data are also functions
of the radar system.
The radar system installation includes (Figure 7-180):
— Radar antenna
The radar antenna is a 18 x 12 in flat plate phased-array antenna installed
on the radar antenna drive in the nose of the helicopter. The width of its
beam is 5.5° in azimuth and 8.1° in elevation beam. The antenna trans-
mits and receives the radar signals and its coverage is 180° maximum,
both in elevation and azimuth.
— Waveguide
The radar waveguide is installed on the right side of the nose bay com-
partment. The waveguide connects the radar antenna drive to the radar
transceiver.
— Radar transceiver
The radar transceiver is installed on the right side of the nose avionic bay.
The waveguide connects the radar transceiver to the antenna drive. The
radar transceiver provide the pulsed X-band output signal for the radar
antenna, receive the reflected RF signal from the antenna, amplify and fil-
ter the reflected RF signal. Within the radar transceiver there is one
receiver for weather signals and one for beacon signals. The radar trans-
ceiver send to the MFDs (and PFDs via AFDX) the elaborated data. The
radar transceiver receive control and setting from the radar control panel,
the MFDs, WOW signal and aircraft heading with a attitude information
from AHRS system.
— Video splitter
The video splitter in installed in the cockpit lower fuselage area (left side).
It is connected to the radar interface unit and to the displays.
OPERATION
The weather radar system has the modes of operation that follow:
— NAV Mode
The sea search/terrain mapping mode of the radar system does the search
and rescue at sea and low altitude terrain-mapping. In the sea search mode,
the radar system can find and show targets down to a minimum range of 500
feet. The radar system can find small targets, for example a small boat, also
when the weather is bad. In the terrain mapping mode, the radar system does
the mapping of the land features, for example lakes, islands, cities. It can also
do the mapping of oil slicks at sea.
In these modes the radar system gives continuous data about weather. It
shows the areas of rain and its intensity, the position of thunderstorms, hail
and snow areas, etc.
In the beacon mode, the radar system can send to and receive pulses from
either airborne and ground-based X-band two-pulse reply (SST-181E and sim-
ilar types). The maximum distance of the transponders is 80 NM (maximum
distance range changes as a function of the beacon sensitivity). The coded
replies are received at the beacon frequency. The radar indicator shows the
beacon signals that come back from the transponders and their range and
bearing in relation to the helicopter.
NAV Mode
The radar system processes the waypoint data from the helicopter navigation
system. Then it calculate the positions of the waypoints in that moment to
show on the display.
When the flight crew does the selection of the RDR mode, the radar data only
are shown. The heading ribbon and the navigation data are erased from the
screen. The RADAR data and the HDG or NAV Overlay data can be shown at
the same time. The HDG mode is almost the same as the RDR mode. The dif-
ference is that the heading data show on top of the radar data and that the
range marks show on each second range ring. In the NAV mode, the naviga-
tion data show on top of the set radar data. The NAV mode can be used inde-
pendently or together with the search, weather or beacon mode. The NAV
LOG mode shows the flight log, which includes the data recorded in the LNAV
system. The latitude and longitude of the waypoints are shown together with
the waypoints to which the helicopter goes and those it comes from. The radar
data (search, weather and beacon) are not shown.
A
E
A
C B
D
VIDEO SPLITTER
ICN-89-A-157000-G-00001-08214-A-001-01
F RADAR ANTENNA
RADAR ANTENNA
DRIVE
E
RADAR INTERFACE
UNIT
WAVEGUIDE
RADAR TRANSCEIVER
ICN-89-A-157000-G-00001-08215-A-001-01
4 3 2 1
15 1 STBY NO OVLY 7 5
2 WX HDG 8 6
14 3 SRCH NAV 9 7
13 4 BCN LOG 10 8
5
SEC SCAN
[120] 60 30 11 9
12 6 TEST
STAB
[ON] OFF 12 10
RANGE
160
13 14 15 16 17 18
11
ICN-89-A-157000-G-00001-08216-A-001-01
22 1 MAIN WOW
ORIDE
7 16
21 2 TTG
ON [OFF]
8
20 3 BIT 9
19 4 TST PAT
ON [OFF]
10
5 11
6 12
ROLL
RANGE TRIM
160 05
13 14 15 16 17 18
18 17
35 1 MAIN R/B 7 23
2 TILT RESET 8 24
34 -5
3 TILT 9
33 4
HOLD
ON [OFF] TRKR 10 25
32 5
BCN
ON [OFF]
FTC
ON [OFF]
11 26
31 6 GAIN SEL
PW 12 27
AUTO
BCN or SRCH
GAIN RANGE STC
5 160 5
13 14 15 16 17 18
30 29 28
ICN-89-A-157000-G-00001-08217-A-001-01
43 1 MAIN 7
2 TILT RESET 8 36
42 -5
3 TILT 9
HOLD
41 4 ON [OFF] 10
BCN
40 5 ON [OFF] ALERT 11 37
ON [OFF]
6 12
BCN
GAIN RANGE
5 160
13 14 15 16 17 18
39 38
49 1 MAIN CODE 7 44
2 TILT RESET 8 45
48 -5
3 TILT 9
4 10
5 11
6 12
BCN
GAIN RANGE
5 160
13 14 15 16 17 18
47 46
ICN-89-A-157000-G-00001-08218-A-001-01
52 1 SRCH 7
51 2 INIT RESET 8 50
3 9
4 10 TARGET MARKER
5 11
6 12
13 14 15 16 17 18
54 1 SRCH 7
2 RESET 8
3 9
53 4 TGT MKR 10
5 11
6 12
13 14 15 16 17 18
ICN-89-A-157000-G-00001-08219-A-001-01
55 1 SRCH 7
2 8
56 3 SEL 9
INITIATE
57 4 TGT MKR 10 TRACK
5 11
6 12
13 14 15 16 17 18
62 1 SRCH 7
61 2 INIT 8
3 9
SELECT TRACK
60 4 TGT MKR 10
5 11
6 DROP 12 58
NEXT
13 14 15 16 17 18
59
ICN-89-A-157000-G-00001-08220-A-001-01
GENERAL
The Star Safire 380 HD FLIR P/N 8G9350F00211 is an all-digital, gyro-stabi-
lised imaging system configured to operate simultaneously in multiple spectral
bands including the visible, near-Infrared (IR), short wave IR and mid-wave IR
bands.
The Star Safire 380 HD FLIR installation includes (Figure 7-182):
— Turret unit
The turret unit is installed on the bottom side of the nose. A Quick-Discon-
nect mount (QD) composed of two parts (the upper dovetail bracket and
the lower dovetail bracket) attaches the turret unit to the nose structure.
The turret unit includes the imaging systems that follow:
– The Mid-Wave Infrared Imager (HDIR)
– The Long Range Colour Spotter Camera (HDTV)
– The Day/Low Light/Near-IR Colour Camera (HDLL)
– The Short Wave Infrared Camera (SWIR)
– The Eye-Safe Laser Rangefinder (LRF)
– The Inertial Measurement Unit (IMU).
The turret unit includes the various drive components to steer and stabi-
lize the payload line-of-sight (LoS). The TFU field of regard provides con-
tinuous 360 ° azimuth pointing, elevation travel from +30 to -120 degrees,
and full stabilization performance at all pointing angles.
The turret unit also includes a humidity indicator with a desiccant car-
tridge.
— Video converter
The video converter is installed in the bay under the interseat console.
— Light dimmer
The light dimmer is installed in on the in the bay under the nose.
— Stowage bracket
The stowage bracket is installed in the bay under the nose.
The stowage bracket must be installed when the turret unit is removed, to
hold the related electrical connectors. When the turret unit must be
installed, the stowage bracket must be removed.
— Two covers
The left cover and the right cover are installed on the bottom fuselage
around the turret unit.
The Star Safire 380 HD FLIR interfaces with these equipments:
- The GPS antenna
- The searchlight (A800)
- The weather radar
- The Aircraft Mission Management System (AMMS).
Refer to Figure 7-183.
B
LIGHT
DIMMER
A
C
D B
E
F MOVING
E TARGET
INDICATOR
UNIT
HAND
CONTROL
UNIT
C
LASER
D PANEL MOUNTED
INTERLOCK
UNIT
CONTROL
UNIT
VIDEO CONVERTER
ICN-89-A-157000-G-00001-08209-A-001-01
LEFT
COVER
UPPER
RIGHT COVER
DOVETAIL
BRACKET
LOWER STOWAGE
DOVETAIL BREAKET
BRACKET
TURRET
UNIT
ICN-89-A-157000-G-00001-08210-A-001-01
Moving Target
Digital Video Mission Display Mission Display Indicator Unit
CPLT MFD PLT MFD
Recorder 1 2
28Vdc
HD Video B
Video
Converter 28Vdc HD Video C
HD Video D
5Vdc Lighting
HD Video A Ethernet
Panel - mounted
Control RS422
AMMC#1
Unit
Turret
Unit
Turret On/Off
AFDX
Hand Laser Interlock
RS422 (Serial Type 'A' Interface)
Control RS485
Unit ARINC 429
12 Vdc
AMMC#2
Laser
28Vdc
Interlock
Unit
Search Light
(A800)
5Vdc Lighting
GPS WoW
Antenna
Weather
Radar
Video
Data
Power
Discrete
ICN-89-A-157000-G-00001-08211-A-001-01
— Platform data
— Target data
— LRF status
B 1
A 1
D C
B
2
17 18 3 4
16
5
15
6
14
7
13 10
11 9 8
12
ICN-89-A-157000-G-00001-08212-A-001-01
Figure 7-184 FLIR Star Safire 380 HD - Controls and Displays (Sheet 1 of
2)
21 20 19
22
D 28 23
27
24
26
25
ICN-89-A-157000-G-00001-08213-A-001-01
Figure 7-184 FLIR Star Safire 380 HD - Controls and Displays (Sheet 2 of
2)
GENERAL
The Trakkabeam A800 searchlight P/N 8G3340F00811 (referred as the
search light) gives a high-intensity external-light source for reconnaissance
operations during the night time. The search light is a high-intensity xenon-
lamp search light installed on a gimbal support on the left side of the aircraft.
The search light uses 800 W of power, with a peak beam intensity of 17000
lumen.
It lets the operators illuminate a target or an area of interest in dark condition
or to increase visibility using one of the given filters. The search light uses
integral motors to provide control of the light beam in azimuth and elevation
and beam-width angle adjustment (zoom function). The search light is slaved
to the Star Safire 380 HD FLIR.
The search light beam contour is constant with no dark holes and hot spots
and the multi-spectral optical system includes the in-flight changeable filters
that follow:
— White light
— IR filter 820 nm
— Search light
The search light is installed on the gimbal assembly.
Its movement is software controlled in the elevation and azimuth axis to
prevent operation in not safe areas on the aircraft. If the system has a
fault, mechanical hard stops give the safety backup to stop the search
light movement.
The search light has an 800 W lamp and a maximum of six optional filters
(with Infra Red) with the zoom function. The light source is a short arc
xenon type that operates with a 16 thru 22 Vdc regulated power supplied
from the PCIU.
The beam-quartz optical elements focus a high energy light beam with the
energy concentrated to the center. This is to have the best possible
search function. An integrated optical filter system gives a maximum of six
different light beams (coloured), Infra Red included.
The gimbal assembly has a cooling fan very important for a satisfactory
— Gimbal assembly
The gimbal assembly is installed on the search light mount. On the gimbal
assembly is installed the search light.
The two axis gimbal lets to control the search light in the azimuth and ele-
vation axis. Gimbal assembly control is via the hand controller or through
the pilot and copilot collective grip. The movement of the gimbal assembly
is software controlled in the elevation and azimuth axis with limits that pre-
vent the light to illuminate part of the fuselage structure. If there is a failure
to the control system, the mechanical hard stops prevent the search light
to go into the not permitted area. If the control system drives the gimbal to
a hard mechanical stop, overcurrent protection isolates the gimbal drives.
The gimbal uses a worm gear and the brush DC motors, with a position
encoder, to control each axis. All the electronic controls are in the PCIU.
When energized, the search light does the diagnostic and alignment
check in the azimuth and elevation to find the limits of the mechanical
hard stops. When completed, the system goes back to the preset position.
— Control panel
The control panel is installed in the interseat console in the cockpit.
It gives a user interface between the search light and the flight crew
through switches and a display that shows the filter selection and the cur-
rent system status. It lets the control of the search light from the hand con-
troller or the panel (through the pilot/co-pilot handgrip).
The control panel is configured for two collective handgrips and discrete
inputs. It also gives the outputs to show the system status. The panel is
connected to the PCIU and it is used to set the system power on/off and to
select control source (Pilot/Co-Pilot/Hand Controller).
— Hand controller
The hand controller is installed on a support on the forward right side of
the cabin. The hand controller lets the operator control the search light
from the cabin thru the control switches installed on the handgrip.
A C
SEARCH LIGHT
MOUNT
GIMBAL
ASSEMBLY
POWER CONDITIONING
INTERFACE UNIT (PCIU)
SEARCH LIGHT
ICN-89-A-157000-G-00001-08226A-001-01
CONTROL HAND
PANEL CONTROLLER
REMOTE CONTROLLED
CIRCUIT BREAKER (RCCB)
ICN-89-A-157000-G-00001-08227A-001-01
B
A A
1 2 3
13
4
12
11 10 9 8 7 6 5
B
14
26
15
25
24 16
27
17
23
18
22 19
21
28
20
ICN-89-A-157000-G-00001-08225A-001-01
Figure 7-186 Searchlight Trakkabeam A800 - Controls and Displays
GENERAL
The Radio Equipment Rockwell Collins HF-9000 P/N 8G2310F00311 and P/
N 8G2310F00611 (referred as the HF radio) provides radio communication
features in the HF (High Frequency) band.
The HF radio includes (Figure 7-187):
— Receiver/transmitter
The receiver/transmitter is installed on its mounting tray in the tail boom.
The receiver/transmitter provides the signal processing to translate sig-
nals between RF and audio.
— Antenna coupler
The antenna coupler is installed on its mounting tray in the tail boom.
The antenna coupler is used to interface the antenna with the transceiver
and tune output frequencies.
— HF antenna
The HF antenna is installed on the left side of the tail boom fuselage. The
HF antenna is composed by the HF antenna tube and four supports.
— HF antenna cable
The HF antenna cable is attached between the rear side of the antenna
coupler and the HF antenna.
OPERATION
The HF radio operates with discrete operation frequencies and includes the
2.0 thru 30 MHz frequency range in 100 Hz increments.
The HF radio provides a set of user programmable 20 preset channels. In
addition, six emergency channels plus all 249 International Telecommunica-
tion Union (ITU) maritime radiotelephone network channels are stored in per-
manent non-volatile memory.
For the transmission operations, the following operational modes can be
selected by the flight crew via the Multifunction Control Display Unit (MCDU):
— Simplex Mode
The HF radio uses the same frequency for both transmitting and receiving
operations.
— Half-Duplex Mode
The HF radio is used in duplex mode. Two different frequencies are
tuned, one for the transmission and one for the reception. When selected,
the pilots can transmit and receive simultaneously.
— ITU Mode
When the ITU mode is selected, the HF radio is set to use one of the 249
International Telecommunications Union maritime radio telephone net-
work channel (public correspondence network). Each channel is identified
with 4 digits and corresponds to a couple of frequencies: one for the trans-
mission and one for the reception in half-duplex mode.
— Emergency Mode
When the Emergency mode is selected, the pilot can select one of the 6
memorized emergency channels.
HF ANTENNA
ICN-89-A-157000-G-00001-08229-A-001-01
ANTENNA COUPLER
HF ANTENNA CABLE
ANTENNA COUPLER
MOUNTING TRAY
RECEIVER / TRANSMITTER
RECEIVER / TRANSMITTER
MOUNTING TRAY
ICN-89-A-157000-G-00001-08230-A-001-01
TUNE 2/3
HF TX
1 [R22.2222/T25.0000]
2210/MAR
<[R22.2222/T25.0000]
0011/MPXL
<RTN DESEL NAVAID>
[ ]
HF EMISSION MODE
4 LS
US
3
AM
2
[ ]
HF
FREQ TX
[R02.1820/T02.1820]
[0001/EMER] 5
EMER SETUP>
6
TEST
9 SQUELCH EMERGENCY
<3 OFF/ON
7
SETTINGS>
[ ] 8
ICN-89-A-157000-G-00001-08231-A-001-01
HF SQUELCH
13
OFF
12 1
11 2
3
10
[ ]
HF PRESENTS 1/4
1 ABC8/LS
<[R02.0000/T04.0000] ACT>
2 LOL7/US
<[R02.5000/T02.5000] ACT>
3 WOW3/US 14
15 <[R12.0000/T12.0000]
4 ABCD/AM
ACT>
[ ]
HF
21
FREQ TX
20 [R02.0000/T02.0000] 16
EMISSION
19 [0020/FFGH] LS>
18 [R05.0000/T05.0000] 6
[2210/MAR ] TEST
9 SQUELCH EMERGENCY 7
<3 OFF/ON
17 <PRESET SETTINGS>
[ ]
8
ICN-89-A-157000-G-00001-08232-A-001-01
PRESET SETUP
24 FREQ
[R02.0000/T02.0000]
23 ID
[CVGB]
22 EMISSION
<US
<RTN
[ ]
HF SETTING
28 POWER MODE 25
<LOW OPER/STBY
STATUS
ON
26
EMER SETUP
4.1250/2>
27
<RTN
[ ]
HF POWER
32
INHB
31
LOW *
MEDIUM
30
HIGH
29
[ ]
ICN-89-A-157000-G-00001-08233-A-001-01
EMERGENCY CHANNEL
33
2.1820/1 * 45.4200/6
4.1250/2
33 6.2150/3
8.2910/4
12.2900/5
<RTN
[ ]
ICN-89-A-157000-G-00001-08234-A-001-01
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
TABLE OF CONTENTS
Page
HANDLING ..............................................................................................................................8-1
TOWING ..................................................................................................................................8-1
PARKING.................................................................................................................................8-3
TIE DOWN MAIN ROTOR ................................................................................................8-5
TIE DOWN TAIL ROTOR .................................................................................................8-5
ENGINE AIR INTAKE COVERS .......................................................................................8-5
MOORING ...............................................................................................................................8-8
SERVICING .............................................................................................................................8-9
FUEL......................................................................................................................................8-11
OILS.......................................................................................................................................8-11
ENGINE OILS .................................................................................................................8-11
TRANSMISSION, INTERMEDIATE AND TAIL ROTOR GEARBOX OILS.....................8-11
LIST OF FIGURES
Figure Page
Figure 8-1 Towing ......................................................................................................... 8-2
Figure 8-2 Parking in normal conditions ....................................................................... 8-4
Figure 8-3 Tie down main rotor..................................................................................... 8-6
Figure 8-4 Cover engine air intake ............................................................................... 8-7
Figure 8-5 Servicing.................................................................................................... 8-10
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
HANDLING
Ground handling of the helicopter consist of towing, parking, securing and
mooring. Refer to Maintenance Manual for more detailed ground handling
information.
TOWING
The helicopter can be manoeuvred on the ground by a suitable vehicle and it
may be towed at walking speeds using a tow bar. The towing operation must
be done by a locally approved person and one person must be in the cockpit
to operate the wheel brakes.
To tow the helicopter refer to AgustaWestland Aircraft Maintenance Publica-
tion (section 09-10) included in AW189 IETP. Refer to Figure 8-1 for reference
only.
SAFETY LEVER
QUICK-RELEASE
PIN
QUICK-RELEASE
PIN LEVER
PIN
TOW BAR
ICN-89-A-158000-A-00001-02310-A-001-01
Figure 8-1 Towing
PARKING
CAUTION
Wait at least 5 minutes after pitot heat has been switched off
before installing pitot-static tube covers. Wait at least 30 minutes
after engine shut-down before installing engine exhaust duct cov-
ers. Refer the Maintenance Manual for additional information.
BLADES
A
WHEEL CHOCKS
PITOT
COVERS
SAFETY
LEVER
A
L/G CONTROL
HANDLE
L/G HANDLE
LOCKING PIN
L/G CONTROL
PANEL
MOORING
RING
L/G WHEEL
WHEEL
CHOCKS
TOP VIEW
(x) (x)
CORRECT INSTALLATION OF
TIE-DOWN ON THE MAIN
ROTOR BLADES
ICN-89-A-158000-A-00001-02312-A-001-01
Figure 8-3 Tie down main rotor
RIGHT ENGINE
EXHAUST DUCT
COVER
APU EXHAUST
COVER
LEFT ENGINE
APU AIR INTAKE EXHAUST DUCT
COVER COVER
RIGHT ENGINE
AIR INTAKE
COVER
MAINTENANCE
STEPS
ICN-89-A-158000-A-00001-02313-A-001-01
Figure 8-4 Cover engine air intake
MOORING
Mooring is securing the helicopter to prevent damage during periods of high
winds or turbulent weather.
CAUTION
Use this procedure for winds up to 45 Kts. If wind is forecasted
above this, the helicopter should be moved to a sheltered area or
into a hangar.
The helicopter should be moored if parked in the open and it should be posi-
tioned on a paved ramp between suitably spaced tie down rings and should
be headed in the direction from which the highest forecast winds are
expected. If suitable paved ramp and tie-down rings are not available, park
helicopter on an appropriate parking area, headed into wind and use appropri-
ate mooring anchors or make “dead man” anchors.
Before starting the Mooring operation check the following steps:
1. Engage rotor brake (if fitted).
2. Lock main landing gear wheels.
3. Center and lock nose wheel.
4. Close all access doors and panels.
5. Remove from parking area all loose equipment that could be blown by the
wind.
To moor the helicopter proceed as follows:
1. Install the L/G handle locking pin.
2. Pull and turn the PARK BRAKE lever.
3. Put the wheel chocks.
4. Turn the safety lever of the nose-gear center lock in to the engaged
position.
5. Place protective covers on the pitot tubes, both engine APU intakes and
exhausts.
6. Install the MR blade tie-downs on each of the five blades.
7. Attach the belts to the mooring rings of the main landing gear to complete
the installation.
SERVICING
Refer to Figure 8-5.
This paragraph includes the informations necessary to service and lubricate
the helicopter systems and components. For more detailed servicing informa-
tion refer to Maintenance Manual.
8 Main battery
9 Auxiliary battery
11 1
2
3
10
7 5
8
6
ICN-89-A-158000-A-00001-02314-A-001-01
Figure 8-5 Servicing
FUEL
Refer to Section 1 for ambient temperature limits. It shall be the responsibility
of the operator and his fuel supplier to ensure that the fuel conforms to one of
the approved specifications above.
The fuel system is gravity feed through a single filler port on the right side of
the aft fuselage. A grounding jack is provided below the fueling port.
OILS
An appropriate entry shall be made in the helicopter logbook when oil has
been added to the engine, transmission intermediate gear box or tail rotor
gearbox.
Refer to Section 1 for the authorized oils.
ENGINE OILS
Engine oils shall meet the engine manufacturer’s approval in all cases. Con-
sult the engine manufacturer for use of oil brands not listed herein.
CAUTION
Mixing of oils by type is acceptable but not recommednded.
SECTION 9
SUPPLEMENTAL PERFORMANCE
INFORMATION
TABLE OF CONTENTS
Page
GENERAL INFORMATION .....................................................................................................9-1
HELICOPTER CONFIGURATION ..........................................................................................9-1
CRUISE CHARTS ...................................................................................................................9-2
CRUISE CHART TERMINOLOGY ...................................................................................9-2
EXAMPLE FOR INTERPOLATION AMONG CHARTS ....................................................9-3
RANGE AND ENDURANCE ...................................................................................................9-4
EXAMPLE .........................................................................................................................9-4
EFFECTS OF INSTALLED OPTIONAL KITS................................................................ 9-4A
OPTIONAL EQUIPMENT CORRECTION FACTORS ................................................... 9-4D
TURN RADIUS INFORMATION ...................................................................................9-123
HELIDECK OPERATIONS..................................................................................................9-125
GENERAL.....................................................................................................................9-125
CREW ...........................................................................................................................9-125
ALTITUDE AND TEMPERATURE ENVELOPE ...........................................................9-125
WEIGHT........................................................................................................................9-125
WIND CONDITIONS.....................................................................................................9-125
TAKE-OFF DECISION POINT (TDP) AND VTOSS .....................................................9-125
ALL ENGINES OPERATING TAKE-OFF PROFILE .....................................................9-127
ENGINE FAILURE RECOGNITION BEFORE TDP......................................................9-128
ENGINE FAILURE AT OR AFTER TDP .......................................................................9-128
DECK EDGE CLEARANCE..........................................................................................9-129
DROP DOWN (BELOW DECK SURFACE) CHARTS..................................................9-129
HELICOPTER LANDING PROCEDURE ......................................................................9-129
LIST OF FIGURES
Figure Page
Figure 9-83 Cruise OEI (PA 6000 ft, OAT +40° C), Anti Ice OFF ................................. 9-88
Figure 9-84 Cruise OEI (PA 8000 ft, OAT -40° C), Anti Ice OFF .................................. 9-89
Figure 9-85 Cruise OEI (PA 8000 ft, OAT -20° C), Anti Ice OFF .................................. 9-90
Figure 9-86 Cruise OEI (PA 8000 ft, OAT 0° C), Anti Ice OFF ..................................... 9-91
Figure 9-87 Cruise OEI (PA 8000 ft, OAT +20° C), Anti Ice OFF ................................. 9-92
Figure 9-88 Cruise OEI (PA 8000 ft, OAT +40° C), Anti Ice OFF ................................. 9-93
Figure 9-89 Cruise OEI (PA 10000 ft, OAT -40° C), Anti Ice OFF ................................ 9-94
Figure 9-90 Cruise OEI (PA 10000 ft, OAT -20° C), Anti Ice OFF ................................ 9-95
Figure 9-91 Cruise OEI (PA 10000 ft, OAT 0° C), Anti Ice OFF ................................... 9-96
Figure 9-92 Cruise OEI (PA 10000 ft, OAT +20° C), Anti Ice OFF ............................... 9-97
Figure 9-93 Cruise OEI (PA 10000 ft, OAT +40° C), Anti Ice OFF ............................... 9-98
Figure 9-94 Cruise OEI (PA 0 ft, OAT -40° C), Anti Ice ON.......................................... 9-99
Figure 9-95 Cruise OEI (PA 0 ft, OAT -20° C), Anti Ice ON........................................ 9-100
Figure 9-96 Cruise OEI (PA 0 ft, OAT 0° C), Anti Ice ON ........................................... 9-101
Figure 9-97 Cruise OEI (PA 0 ft, OAT +10° C), Anti Ice ON ....................................... 9-102
Figure 9-98 Cruise OEI (PA 1000 ft, OAT -40° C), Anti Ice ON.................................. 9-103
Figure 9-99 Cruise OEI (PA 1000 ft, OAT -20° C), Anti Ice ON.................................. 9-104
Figure 9-100 Cruise OEI (PA 1000 ft, OAT 0° C), Anti Ice ON ..................................... 9-105
Figure 9-101 Cruise OEI (PA 1000 ft, OAT +10° C), Anti Ice ON ................................. 9-106
Figure 9-102 Cruise OEI (PA 4000 ft, OAT -40° C), Anti Ice ON.................................. 9-107
Figure 9-103 Cruise OEI (PA 4000 ft, OAT -20° C), Anti Ice ON.................................. 9-108
Figure 9-104 Cruise OEI (PA 4000 ft, OAT 0° C), Anti Ice ON ..................................... 9-109
Figure 9-105 Cruise OEI (PA 4000 ft, OAT +10° C), Anti Ice ON ..................................9-110
Figure 9-106 Cruise OEI (PA 6000 ft, OAT -40° C), Anti Ice ON................................... 9-111
Figure 9-107 Cruise OEI (PA 6000 ft, OAT -20° C), Anti Ice ON...................................9-112
Figure 9-108 Cruise OEI (PA 6000 ft, OAT 0° C), Anti Ice ON ......................................9-113
Figure 9-109 Cruise OEI (PA 6000 ft, OAT +10° C), Anti Ice ON ..................................9-114
Figure 9-110 Cruise OEI (PA 8000 ft, OAT -40° C), Anti Ice ON...................................9-115
Figure 9-111 Cruise OEI (PA 8000 ft, OAT -20° C), Anti Ice ON...................................9-116
Figure 9-112 Cruise OEI (PA 8000 ft, OAT 0° C), Anti Ice ON ......................................9-117
Figure 9-113 Cruise OEI (PA 8000 ft, OAT +10° C), Anti Ice ON ..................................9-118
Figure 9-114 Cruise OEI (PA 10000 ft, OAT -40° C), Anti Ice ON.................................9-119
Figure 9-115 Cruise OEI (PA 10000 ft, OAT -20° C), Anti Ice ON................................ 9-120
Figure 9-116 Cruise OEI (PA 10000 ft, OAT 0° C), Anti Ice ON ................................... 9-121
Figure 9-117 Cruise OEI (PA 10000 ft, OAT +10° C), Anti Ice ON ............................... 9-122
Figure 9-118 Aircraft Turn Radius................................................................................. 9-124
Figure 9-119 VCOSS Calculation Chart ....................................................................... 9-126
Figure 9-120 Helideck Operation Envelope.................................................................. 9-130
Figure 9-121 Helideck Operation WAT Envelope, Anti Ice OFF .................................. 9-131
Figure 9-122 Helideck Operation Envelope Table, Anti Ice OFF .................................. 9-132
Figure 9-123 Helideck Operation Envelope, Anti Ice ON ............................................. 9-133
Figure 9-124 Helideck Operation Envelope Table Anti Ice ON.................................... 9-134
Figure 9-125 Weight Factor Chart ................................................................................ 9-135
Figure 9-126 Height Loss Below Take Off Surface, Anti Ice OFF..................................9-137
Figure 9-127 Height Loss Below Take Off Surface, Anti Ice ON ...................................9-139
Figure 9-128 Height Loss Below Take Off Surface, Anti Ice OFF
5500 kg and 5900 kg................................................................................9-141
Figure 9-129 Height Loss Below Take Off Surface, Anti Ice OFF
6300 kg and 6700 kg................................................................................9-142
Figure 9-130 Height Loss Below Take Off Surface, Anti Ice OFF
7100 kg and 7500 kg................................................................................9-143
Figure 9-131 Height Loss Below Take Off Surface, Anti Ice OFF
7900 kg and 8300 kg................................................................................9-144
Figure 9-132 Height Loss Below Take Off Surface, Anti Ice ON
5500 kg and 5900 kg................................................................................9-145
Figure 9-133 Height Loss Below Take Off Surface, Anti Ice ON
6300 kg and 6700 kg................................................................................9-146
Figure 9-134 Height Loss Below Take Off Surface, Anti Ice ON
7100 kg and 7500 kg................................................................................9-147
Figure 9-135 Height Loss Below Take Off Surface, Anti Ice ON
7900 kg and 8300 k..................................................................................9-148
SECTION 9
SUPPLEMENTAL PERFORMANCE
INFORMATION
GENERAL INFORMATION
This section contains useful CRUISE CHARTS that allows the determination
of the fuel flow, the maximum endurance cruise and reccommended cruise.
HELICOPTER CONFIGURATION
Clean configuration
CRUISE CHARTS
The cruise charts are based on estimates and flight test data.
These data do not include the effect of heater on fuel consumption. The fuel
flow data is applicable to the basic helicopter without the addition of any
optional equipment which would appreciably affect lift, drag or power avail-
able. The reference line (dotted line on the left side of chart, equivalent to the
drag of a 1 square meter plate) is used in combination with the Correction
Factor for the optional equipment to calculate the additional Torque/Fuel con-
sumption with the equipment installed.
Maximum Range Cruise: This line defines the TAS/IAS, for a given
Gross Weight, for the maximum distance
achievable
OAT [° C] 0 20 0 20 10 10 10
Torque 69 69 68 69 69 68.5 69
(%)
Note
To obtain data for pressure altitude 5000 ft and 10° C interpolate
linearly first for OAT (constant pressure altitude) and obtain data
for OAT 10° C at pressure altitude 4000 and 6000 ft. Then inter-
polate linearly for pressure altitude and obtain the final results at
pressure altitude 5000 ft and 10° C.
Note
The range evaluated with the diagram correspond to effective
range on ground (wind velocity equals zero). To take into
account the wind effect in the range calculation, use TAS
reduced by the headwind component (ground speed) before
entering in the chart.
EXAMPLE
Refer to Figure 9-59.
Example 1
Wanted True airspeed, Indicated airspeed, torque, fuel consumption for
Maximum Range, Recommended Cruise with Optional Equip-
ment Trakka Searchlight and Double External Hoist Goodrich.
Known Pressure altitude: 0 ft OAT: 20° C
Gross weight: 8300 kg.
Method Select the suitable chart (Figure 9-4), intersect the gross weight
8300 kg line with the Maximum Range line to read:
left scale TAS = 127 kts,
right scale IAS = 127 kts,
bottom scale TQ = 70 %,
top scale Fuel Consumption = 452 kg/hr.
Using the same technique with the Recommended Cruise line:
TAS = 142 kt,
IAS = 143 kt,
TQ = 84%,
fuel consumption = 515 kg/hr.
These define the conditions for Maximum Range and Recom-
mended Cruise values for a clean aircraft configuration.
To correct for the effect of Optional Equipment Kits installed the
conservative correction values in the table can be applied for
the Searchlight (VMR & VRC = -3) and Double Hoist (VMR & VRC
= -5) to the clean aircraft values. This would give:
VMR = 127 - 3 -5 = 119 KTAS
VRC = 142 - 3- 5 = 134 KTAS
If a more accurate calculation is required using the Drag Factor
values then first determine the intersect of the DTQ reference
line at the Max Range TAS = 127 kts and move vertically to
read DTQ = 7%. This value is then factored by the total of the
Drag Factors (DF) for the equipment installed i.e. from
Figure 9-A :
Searchlight DF = 0.15,
Double External Hoist DF = 0.3
Torque penalty for optional equipment becomes :
7 x (0.15 + 0.3) = 3.2 %.
To correct the Maximum Cruise speed subtract the Torque Pen-
alty from the clean aircraft Maximum Cruise torque value ie:
70 - 3.1 = 66.9% TQ,
Enter the bottom scale at 66.9% TQ, and move vertically to
intercept the 8300 kg then move horizontally to read TAS = 122
kt and IAS = 122 kt which are the Recommended Cruise speed
with the Optional Equipment kits fitted, for the TQ = 70% and
fuel consumption = 452 kg/hr.
Applying the same analysis to Recommended Cruise speed
subtract the Torque Penalty from the clean aircraft Recom-
mended Cruise torque value ie:
13 x (0.15 + 0.3) = 5.8
84 - 5.8 = 78.2% TQ,
Enter the bottom scale at 78.2% TQ, and move vertically to
intercept the 8300 kg then move horizontally to read TAS = 137
kt and IAS = 138 kt which is the Recommended Cruise speed
with the Optional Equipment kits fitted for the TQ = 88% and
fuel consumption = 515 kg/hr.
Example 2
Wanted The change in Range and Endurance with Optional Equipment
Trakka Searchlight and Double External Hoist Goodrich
installed.
Known Fuel Consumption: 393 kg/h
Available Fuel: 1000 kg
TAS: 150 kt
Method From the example on Page 9-4 for the basic aircraft is calcu-
lated as Range 382 nm and Endurance is 2.54 h (2h:32’:24”).
To correct for the effect of the Optional Equipment Kits installed
table Figure 9-A gives the Range correction for the Searchlight
as -3% and Double Hoist -5% and the Endurance AEO correc-
tionf for the Searchlight as 0% and the Double Hoist -1%. This
gives a total correction of :
Range -3 + -5 = -8%
Endurance 0 + -1 = -1%
Applying these corrections gives the new Range and Endur-
ance as :
Range 382 x (1 - .08) = 351 nm
Endurance 2.54 x (1 - 0.01) = 2.51 h (2:30’:36”).
Drag factor
Endurance
Endurance
Fue
Effect of optional
Range
Level Flight
AEO
l
OEI
Equipments on cruise
con
performance
s
F VH VMR VRC VME
Kit Sup. - kTAS kTAS kTAS kTAS % % % %
Heating ON
Air Cond./Forced 1
Vent. System NA - - - - 5 -4 -4 -4
8G2150F00111 2
8G2120F00111
Single Hoist
5 0.25 -4 -4 -4 - 0 -4 -1 -2
8G2591F00111
Double Hoist
16 0.30 -5 -5 -5 - 0 -5 -1 -3
4G2591F00311
Flir Safire 380 HD
18 0.25 -4 -4 -4 - 0 -4 -1 -2
8G9350F00211
Trakka Searchlight
19 0.15 -3 -3 -3 - 0 -3 0 -2
8G3340F00811
Bubble Windows
23 0.10 -1 -1 -1 - 0 -2 0 0
8G5620F00111
NOTE:
- Range variation is calculated at the Maximum Range speed
- Endurance variation is calculated at Maximum Endurance speed
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102%
OAT = -40°C
ELECTRICAL LOAD: 100% EACH
ENGINE ANTI-ICE OFF
HEATER OFF FUEL CONSUMPTION [kg/h]
280 320 360 400 440 480 520 560 600
180 DTQ [%] 200
DF = 1.0 m2
0 10 20 30 40
170 190
160 180
110
120
100 110
90 100
80 90
TRANSMISSION LIMIT
MAX ENDURANCE
70 80
MCP AEO
70
60
60
50
50
GR
40
40
OS
55WEIG
5900 HT
6300
6700
7100
75 0
7900
8300
8600
S
30
30
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00001-A-03-1
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
120
110
100 110
100
90
90
TRANSMISSION LIMIT
80 MAX ENDURANCE
80
70
MCP AEO
70
60
60
50
50
GR
40
40
OS
55WEIG
5900 HT
6300
6700
71
7500
7900
8300
8600
S
30 30
0
00
0
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00002-A-03-1
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
180
DF = 1.0 m2
0 10 20 30
170
VNE 170
160
160
150
RECOMMENDED 150
140 CRUISE
140
130
MAX RANGE 130
CRUISE
120
120
110
110
100
100
90
90
TRANSMISSION LIMIT
MAX ENDURANCE
80
80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55WEIG
5900 HT
6300
67 0
71 0
7500
7900
8300
86 0
S
30 30
0
0
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00003-A-03-1
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 160
150 150
RECOMMENDED
140 CRUISE 140
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55WEIG
5900 HT
63 0
67 0
71 0
75 0
79 0
S
83 0
86 0
30
0
0
0
0
0
0
0
30
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00004-A-03-1
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
MCP AEO
70
70
60 60
50 50
GR
40
OS
40
86
55WEIG
59 0 HT [
63 0
6700
7100
75 0
S
79
83
00
30
0
0
0
00
00
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00005-A-03-1
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 50°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
70
MCP AEO
70
60
60
50
50
GR
40
OS
40
86
55WEIG
59 0 HT [
63 0
6700
71
75 0
S
79
83 0
00 30
0
0
00
0
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00006-A-03-1
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 55°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90 MAX ENDURANCE
80
80
5 min AEO
MCP AEO
70
70
60
60
50
50
GR
40
OS
40
55WEIG
59 0 HT [
86
63 0
67 00
71
S
75
79
83 0
00 30
0
0
00
00
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00007-A-03-1
CRUISE
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110 120
100 110
100
90
90
TRANSMISSION LIMIT
80 MAX ENDURANCE
80
70
MCP AEO
70
60
60
50
50
GR
40
40
OS
71 0
7500
7900
83 00
55WEIG
5900 HT
6300
6700
S
30 30
00
0
86
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00008-A-03-1
CRUISE
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
180
DF = 1.0 m2
0 10 20 30
170
VNE 170
160
160
150
RECOMMENDED 150
140 CRUISE
140
130
MAX RANGE 130
120 CRUISE
120
110
110
100
100
90
MAX ENDURANCE
90
TRANSMISSION LIMIT
80
80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55WEIG
5900 HT
6300
67 0
71 0
7500
7900
8300
8600
S
30 30
0
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00009-A-03-1
CRUISE
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 160
150 150
RECOMMENDED
140 CRUISE 140
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
O
SS
55WEIG
5900 HT
63 0
67 0
7100
7500
79 0
83 0
86 0
30
0
0
0
0
0
30
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00010-A-03-1
CRUISE
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
MCP AEO
70
70
60
60
50 50
GR
40
OS
40
86
55WEIG
59 0 HT [
63 0
6700
7100
75 0
S
79
83 0
00
30
0
0
0
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00011-A-03-1
CRUISE
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 150
150 140
RECOMMENDED
140 CRUISE 130
MAX RANGE
130 120
CRUISE
120 110
110
100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
70
MCP AEO
70
60
60
50
50
GR
40
OS
40
83 86
55WEIG
59 0 HT [
63 0
6700
71
75
S
79
00 00 30
0
0
00
00
00
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00012-A-03-1
CRUISE
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 50°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
0
DF = 1.0 m2
10 20 30
VNE 160
170
150
160
150 140
RECOMMENDED
140
CRUISE 130
MAX RANGE
130 CRUISE 120
120 110
110 100
100 90
90 MAX ENDURANCE
80
80
70
5 min AEO
70
MCP AEO
60
60
50
50
GR
86
40
00 90
83
OS
40 00
55 EIG
59 0 HT [k
63 0
67
71
SW
75
30
7 0
0
0
00
00
00
0
30
0
20
20
10
g]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00013-A-03-1
CRUISE
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
170
0 10 20 30 180
VNE 170
160
160
150
RECOMMENDED 150
140
CRUISE
140
130
MAX RANGE 130
120 CRUISE
120
110
110
100
100
90
MAX ENDURANCE 90
TRANSMISSION LIMIT
80
80
MCP AEO
70
70
60 60
50 50
GR
40 40
OS
55WEIG
5900 HT
6300
67 0
71 0
7500
7900
8300
8600
S
30 30
0
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00014-A-03-1
CRUISE
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 160
150 150
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
O
SS
55WEIG
5900 HT
63 0
67 0
71 0
7500
79 0
83 0
86 0
30
0
0
0
0
0
0
30
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00015-A-03-1
CRUISE
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90
TRANSMISSION LIMIT
MAX ENDURANCE
80
80
MCP AEO
70
70
60
60
50 50
GR
40
OS
40
86
55 EIG
59 0 HT [k
63 0
67 0
7100
75
SW
79
83 0
00
30
0
0
0
00
00
0
00
30
20 20
g]
10 10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00016-A-03-1
CRUISE
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 150
150 140
RECOMMENDED
140 CRUISE 130
MAX RANGE
130 CRUISE 120
120 110
110 100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
70
MCP AEO
70
60
60
50
50
GR
40
O
40
SS
83 86
55 EIG
59 0
63 0
67 0
71
75
79
00 00 30
W
0
0
0
00
00
00
00
30
20
HT
20
[kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00017-A-03-1
CRUISE
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
120 110
100
110
100 90
MAX ENDURANCE
90 80
80 70
70
5 min AEO
MCP AEO
60
60
50
50
86
40
GR
00
OS
40
83 00
55WEIG
59 0 HT [
63 0
67
30
71
S
75 0
7 9
00
0
0
00
00
0
00
30
20
20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00018-A-03-1
CRUISE
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 50°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100 90
MAX ENDURANCE
90 80
80 70
5 min AEO
MCP AEO
70 60
60
50
83
50
00 7
86
40
GR
00
40
OS
90 75
30
0 00
55 EIG
59 0
63
67
SW
71
0
00
00
00
00
30
20
HT
20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00019-A-03-1
CRUISE
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55WEIG
5900 HT
63 0
67 0
7100
7500
79 0
S
83
8600
30
0
0
0
00
30
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00020-A-03-1
CRUISE
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90
TRANSMISSION LIMIT
MAX ENDURANCE
80
80
MCP AEO
70
70
60
60
50 50
GR
40
OS
40
86
55WEIG
59 0 HT [
63 0
6700
7100
75 0
S
79
83 0
00
30
0
0
0
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00021-A-03-1
CRUISE
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 150
150 140
RECOMMENDED
140 130
CRUISE
MAX RANGE
130 120
CRUISE
120 110
110 100
100
90
90 MAX ENDURANCE
80
TRANSMISSION LIMIT
80
70
70
MCP AEO
60
60
50
50
GR
40
OS
40
83 86
55WEIG
59 0 HT [
63 0
67 0
71
S
75
79 0
00 00 30
0
0
0
00
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00022-A-03-1
CRUISE
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100 90
MAX ENDURANCE
90 80
TRANSMISSION LIMIT
80 70
70
MCP AEO
60
60
50
50
40
GR
40
OS
86
55WEIG
59 0 HT [
63 0
30
67
71 0
S
75
79 0
83 0
00
0
0
00
0
00
0
0
00
30
20
20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00023-A-03-1
CRUISE
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 140
150 130
RECOMMENDED
140 CRUISE 120
130 MAX RANGE
CRUISE 110
120
100
110
90
100
MAX ENDURANCE 80
90
80 70
5 min AEO
MCP AEO
70 60
60 50
86
00
50
40
83 79 50 0
GR
00 00 0
40
OS
30
7
55 EIG
59 0
63
67
SW
71 0
0
00
00
0
0
30
20
HT
20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00024-A-03-1
CRUISE
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90 MAX ENDURANCE
80
TRANSMISSION LIMIT
80
70
70
MCP AEO
60
60
50 50
GR
40
OS
40
55WEIG
59 0 HT [
63 0
6700
7100
75 0
S
79
83 0
30
0
0
0
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00025-A-03-1
CRUISE
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 150
150 140
110 100
100
90
90 MAX ENDURANCE
80
TRANSMISSION LIMIT
80
70
70
MCP AEO
60
60
50
50
GR
40
OS
40
83
55WEIG
59 0 HT [
63 0
67 0
71
S
75
79 0
00 30
0
0
0
00
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00026-A-03-1
CRUISE
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100 90
MAX ENDURANCE
90 80
TRANSMISSION LIMIT
80 70
70
MCP AEO
60
60
50
50
40
GR
OS
40
30
55 EIGH
59 0
63 0
67
71 0
SW
75
79 0
83 0
0
0
00
0
00
0
0
00
30
20
20
T[
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00027-A-03-1
CRUISE
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
0
DF = 1.0 m2
10 20 VNE 150
170
160 140
150 130
RECOMMENDED
140 CRUISE 120
130 MAX RANGE
CRUISE 110
120
100
110
90
100
MAX ENDURANCE 80
90
80 70
70 60
5 min AEO
MCP AEO
60 50
50
40
GR
40
O
83 9 0
SS
30
00 00
55 EIG
59 0
63
67
71 0
75 0
7
W
0
00
00
0
0
0
30
20
HT
20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00028-A-03-1
CRUISE
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
130 110
MAX RANGE
120 CRUISE 100
110 90
100
80
MAX ENDURANCE
90
70
80
5 min AEO
MCP AEO
70 60
60 83
00 50
79 50 710
00 0 0 67
7
50 40
GR
40
OS
30
55WEIG
59
63
S
00 H
00
00
00
30
20
20
T[
kg
10
10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00029-A-03-1
CRUISE
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 150
150 140
110
100
100
90
90 MAX ENDURANCE
80
80
70
70
60
5 min AEO
MCP AEO
60
50
50
GR
40
OS
40
83
55WEIG
59 0 HT [
63 0
67 0
71
S
75
79 0
00 30
0
0
0
00
00
0
00
30
20 20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00030-A-03-1
CRUISE
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100 90
MAX ENDURANCE
90 80
80 70
70
5 min AEO
MCP AEO
60
60
50
50
40
GR
OS
40
30
55WEIG
59 0 HT [
63 0
67
71 0
S
75
79 0
83
0
0
00
0
00
0
00
00
30
20
20
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00031-A-03-1
CRUISE
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
0
DF = 1.0 m2
10 20 VNE 150
170
140
160
150 130
RECOMMENDED
140 CRUISE 120
110
90
100
MAX ENDURANCE 80
90
80 70
70 60
5 min AEO
MCP AEO
60 50
50
40
GR
83 7 00
40
OS
00 90
30
55WEIG
59
63
67
S
71 0
75
00 H
00
00
0
00
30
0
20
20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00032-A-03-1
CRUISE
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
130
MAX RANGE
120 100
CRUISE
110 90
100
80
MAX ENDURANCE
90
70
80
5 min AEO
60
MCP AEO
70
60 50
50 40
83 79 750 00
GR
00 00 0
40
OS
30
55WEIG
59
63
67
71 0
S
00 H
00
00
0
30
20
20
T[
kg
10
10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00033-A-03-1
CRUISE
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
0
DF = 1.0 m2
10 20
140
170
VNE
160 130
150
RECOMMENDED
120
CRUISE
140
110
130
100
120 MAX RANGE
CRUISE
90
110
100 80
MAX ENDURANCE
90
70
80
60
70
83 00 0
50
79 50 00 00 00 00
00
60
7 71 7 63 59
50 40
6
GR
40 30
OS
55WEIG
S
30
00 H
20
5 min AEO
MCP AEO
20
T[
10
kg
10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159400-G-A0126-00034-A-03-1
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
120
100 110
90 100
80 90
TRANSMISSION LIMIT
MAX ENDURANCE
70 80
MCP AEO
70
60
60
50
50
GR
40
40
OS
55 EIG
5900 HT
6300
6700
7100
75 0
7900
8300
8600
SW
30
30
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00001-A-03-1
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
120 130
120
110
100 110
100
90
90
TRANSMISSION LIMIT
80 MAX ENDURANCE
80
70
MCP AEO
70
60
60
50
50
GR
40
40
OS
55 EIG
5900 HT
6300
6700
71 0
7500
7900
8300
8600
SW
30 30
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00002-A-03-1
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
180
DF = 1.0 m2
0 10 20 30
170
VNE 170
160
160
150 RECOMMENDED
CRUISE 150
140
MAX RANGE 140
130 CRUISE
130
120
120
110
110
100
100
90
MAX ENDURANCE
90
TRANSMISSION LIMIT
80
80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
SW
59 00
63 0
67
71 0
7500
7900
8300
55 IGH
8600
30 30
0
00
0
00
E
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00003-A-03-1
CRUISE
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIGH
5900
63 0
67
7100
7500
7900
83 0
SW
8600
30 30
0
00
00
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00004-A-03-1
CRUISE
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110 120
100 110
100
90
90
TRANSMISSION LIMIT
80 MAX ENDURANCE
80
70
MCP AEO
70
60
60
50
50
GR
40
40
OS
55 EIG
5900 HT
6300
6700
71
7500
7900
83 00
8600
SW
30 30
0
00
0
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00005-A-03-1
CRUISE
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
180
DF = 1.0 m2
0 10 20 30
170
VNE 170
160
160
150 RECOMMENDED
CRUISE 150
140
MAX RANGE 140
130 CRUISE
130
120
120
110
110
100
100
90
MAX ENDURANCE
90
TRANSMISSION LIMIT
80
80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIG
5900 HT
6300
67 0
71 0
7500
7900
8300
8600
SW
30 30
0
0
00
20 20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00006-A-03-1
CRUISE
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 160
120 120
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIGH
5900
63 0
67 0
71 0
7500
79 0
SW
83 0
86 0
30
0
0
0
0
0
0
30
00
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00007-A-03-1
CRUISE
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
120 120
110
110
100 100
90 90
TRANSMISSION LIMIT
MAX ENDURANCE
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIG
59 0 HT [k
63 0
6700
71 0
75 0
SW
79 0
83
8600
30
0
0
0
0
0
00
00
30
20 20
g]
10 10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00008-A-03-1
CRUISE
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
170
0 10 20 30 180
VNE 170
160
160
150 RECOMMENDED
CRUISE 150
140
MAX RANGE 140
130 CRUISE
130
120
120
110
110
100
100
90
90
MAX ENDURANCE
TRANSMISSION LIMIT
80
80
MCP AEO
70
70
60 60
50 50
GR
40 40
O
SS
55 EIGH
5900
6300
67
71 0
7500
7900
8300
8600
30 30
W
00
0
00
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00009-A-03-1
CRUISE
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 160
RECOMMENDED
150 150
CRUISE
140 140
MAX RANGE
130 CRUISE 130
120 120
110 110
100 100
90 90
TRANSMISSION LIMIT
MAX ENDURANCE
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIG
59 0
63 0
67
7100
7500
79 0
SW
83 0
86 0
30
0
0
00
0
0
0
30
00
20
HT
20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00010-A-03-1
CRUISE
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90 MAX ENDURANCE TRANSMISSION LIMIT
80
80
MCP AEO
70
70
60
60
50 50
GR
40
OS
40
86
55 EIG
59 0
63 0
67
7100
75 0
SW
79
83 0
00
30
0
0
00
0
00
0
00
30
20
HT
20
[kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00011-A-03-1
CRUISE
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90 MAX ENDURANCE
80
80
5 min AEO
MCP AEO
70
70
60
60
50
50
GR
40
OS
40
86
55 EIG
59 0 HT [k
63 0
67 0
71 0
75
SW
79
83 0
00 30
0
0
0
0
00
00
0
00
30
20 20
g]
10 10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00012-A-03-1
CRUISE
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110 110
100 100
90 90
MAX ENDURANCE
TRANSMISSION LIMIT
80 80
MCP AEO
70 70
60 60
50 50
GR
40 40
OS
55 EIGH
5900
63 0
67
7100
7500
79 0
SW
83
8600
30
0
00
0
00
30
00
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00013-A-03-1
CRUISE
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90
TRANSMISSION LIMIT
MAX ENDURANCE
80
80
MCP AEO
70
70
60
60
50 50
GR
40
OS
40
86
55 EIG
59 0
63 0
67
71
75 0
SW
79
83 0
00
30
0
0
0
0
0
00
0
00
30
0
0
20
HT
20
[kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00014-A-03-1
CRUISE
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 150
RECOMMENDED
150 140
CRUISE
140 130
MAX RANGE
CRUISE
130 120
120 110
110 100
100
90
90 MAX ENDURANCE
80
80
70
5 min AEO
MCP AEO
70
60
60
50
50
GR
40
OS
40
83 86
55 EIGH
59 0
63 0
67
71
SW
75
79 0
00 00 30
0
0
00
00
00
0
00
30
20 20
T[
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00015-A-03-1
CRUISE
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
120 110
110 100
100 90
90 MAX ENDURANCE
80
80
70
5 min AEO
MCP AEO
70
60
60
50
50
86 8
GR
40
00300 79 0
OS
40
55 EIGH
59 0
63 0
67
71
SW
30
75
0
0
00
00
00
0
00
30
20
20
T[
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00016-A-03-1
CRUISE
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100
100
90
90 MAX ENDURANCE
80
80
70
5 min AEO
MCP AEO
70
60
60
50 50
GR
40 40
OS
55 EIG
59 0
63 0
6700
71 0
75 0
SW
79
83 0
30
0
0
0
0
00
0
00
30
20
HT
20
[kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00017-A-03-1
CRUISE
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 150
RECOMMENDED
150 CRUISE 140
140 130
MAX RANGE
130 CRUISE 120
120 110
110 100
100
90
90 MAX ENDURANCE
TRANSMISSION LIMIT
80
80
70
MCP AEO
70
60
60
50
50
GR
40
OS
40
83
55 EIG
59 0
63 0
67
71
SW
75
79 0
00 30
0
0
00
00
00
0
00
30
20
HT
20
[kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00018-A-03-1
CRUISE
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100 90
MAX ENDURANCE
90 80
80 70
5 min AEO
MCP AEO
70
60
60
50
50
40
GR
83
00
OS
40
30
55 EIGH
59 0
63 0
67
71 0
SW
75
79 0
0
0
00
0
00
0
00
30
20
20
T[
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00019-A-03-1
CRUISE
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
160 140
RECOMMENDED
150 CRUISE 130
140
120
MAX RANGE
130 CRUISE
110
120
100
110
90
100
MAX ENDURANCE 80
90
80 70
5 min AEO
MCP AEO
70 60
60
50
83 79 75 7 00
50
00 00 00 10
40
GR
40
OS
30
55 EIGH
59 0
63
SW
67
0
00
00
30
0
20
20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00020-A-03-1
CRUISE
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
170
0 10 20 30
160
VNE
160 150
110
100
100
90
90 MAX ENDURANCE
80
80
70
5 min AEO
MCP AEO
70
60
60
50
50
40
GR
40
OS
55 EIGH
59 0
63 0
83 0
67
30
71
75
SW
79 0
00
0
0
00
00
00
0
0
30
20 20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00021-A-03-1
CRUISE
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
110
100 90
MAX ENDURANCE
90 80
80 70
5 min AEO
MCP AEO
70
60
60
50
50
40
GR
83 7 0
OS
40
00 90
30
55 EIGH
59 0
63 0
67
71 0
SW
75
0
0
00
0
00
0
30
0
20
20
T[
kg
10
]
10
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00022-A-03-1
CRUISE
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
0
DF = 1.0 m2
10 20 VNE 150
170
140
160
RECOMMENDED
150 CRUISE 130
140 120
130 110
MAX RANGE
CRUISE
120
100
110
90
100
MAX ENDURANCE 80
90
80 70
5 min AEO
MCP AEO
70 60
60 50
83 79 75
00 00 00 71
50
40
GR
40
OS
30
55 EIGH
59
63
67
SW
00
00
00
00
00
30
20
20
T[
kg
10 10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00023-A-03-1
CRUISE
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% EACH HEATER OFF
140 120
110
90
100
MAX ENDURANCE 80
90
70
80
5 min AEO
MCP AEO
70 60
60 50
83790 500 00 00 00
00 0
7
50 40
7 1
GR
40
OS
30
55 EIGH
59
SW
63
00
00
30
20
20
T[
kg
10
10
]
0
20 30 40 50 60 70 80 90 100 110 120
TORQUE [%]
189G1560A002 issue C ICN-89-A-159401-G-A0126-00024-A-03-1
DISTANCE [km]
0 200 400 600 800 1000 1200 1400 1600 1800
TR
UE
AI
18 RS
0 PE
ED
[k
t]
Figure
16
0
00
18
]
[kg
FOR 9-59
14
0
EL
FU
0
00
00
200
LE
120
14
16
800
12
400
600
100
0
AB
IL
A
TRAINING
AV
100
Document
AW189 RFM
Range and
N° 189G0290X002
ONLY
80
60
Endurance
0 100 200 300 400 500 600 700 800 900 1000
DISTANCE [nm]
8
6
AV
AIL
AB
5 LE
FU
EL
[kg
] 1
160 80
4 0 0
140
0
120
0
ENDURANCE [h]
3
1000
800
2
600
400
1
200
0
200 250 300 350 400 450 500 550 600
FUEL CONSUMPTION [kg/h]
Issue 1
Page 9-63
Section 9
Information
Section 9 AW189 RFM
Supplemental Performance Document N°
Information 189G0290X002
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
80 90
MAX ENDURANCE
TRANSMISSION LIMIT 80
70
70
60
60
50 86
83 00
0 50
79 0
40 00
75
00 40
71
30 67 00
GR 55 5 63 00
30
MCP OEI
OS 00 900 00
20 S 20
W
EI
GH
10 T
[k 10
g]
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-60 Cruise OEI (PA 0 ft, OAT -40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
110
CRUISE 120
110
100
TRUE AIR SPEED [kt]
100
70
70
60
60
86
50 83 00
79 0
0 50
00
40 75
00 40
71
G 00
30 67
RO 5 6 0 30
SS 55 900 300 0
MCP OEI
W 0 0
20 EI
G 20
HT
[k
10 g] 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-61 Cruise OEI (PA 0 ft, OAT -20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130 RECOMMENDED
CRUISE 130
120
MAX RANGE
120
CRUISE
110
110
100
100
TRUE AIR SPEED [kt]
70
70
60 60
86
0
83 0
50 00
79 50
00
75
40 G 00 40
RO 71
SS 00
30 W 5 5 63 6 30
EI 500 900 00 700
G
HT
20 [k
g] 20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-62 Cruise OEI (PA 0 ft, OAT 0° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 20°C
ELECTRICAL LOAD: 100% HEATER OFF
100 100
TRUE AIR SPEED [kt]
80 80
MCP OEI
70 70
60 86 60
83 00
00
50 79
00 50
75
00
40 71 40
G 00
RO 6
30 SS 55 590 63 700 30
0 00
W 00
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-63 Cruise OEI (PA 0 ft, OAT +20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% HEATER OFF
0
DF = 1.0 m2
10 20 30
VNE 140
140
RECOMMENDED 130
130 CRUISE
120
120 MAX RANGE
CRUISE
110
110
100
100
TRUE AIR SPEED [kt]
90
TRANSMISSION LIMIT
MAX ENDURANCE
80
80
70
70
86 60
60 83 00
0
79 0
00 50
50 75
00
71 40
40 00
G 67
RO
SS 55 59 63 00 30
30 00 00
W 00
EI
G 20
20 HT
MCP OEI
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-64 Cruise OEI (PA 0 ft, OAT +40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 50°C
ELECTRICAL LOAD: 100% HEATER OFF
70
83 60
60 0
79 0 860
00 0 50
50 75
00
71 40
40 00
G 67
RO 0
30 SS 550 590 63 0 30
00
W 0 0
EI
G 20
20 HT
[k
MCP OEI
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-65 Cruise OEI (PA 0 ft, OAT +50° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 55°C
ELECTRICAL LOAD: 100% HEATER OFF
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-66 Cruise OEI (PA 0 ft, OAT +55° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
110
100
TRUE AIR SPEED [kt]
100
86 60
83 00
0
50 79 0
00 50
75
00
40 71
00 40
6
G 6 70
30 RO 59 300 0 30
SS 55 0 0
W 00
MCP OEI
20 EI
G 20
HT
[k
10 g] 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-67 Cruise OEI (PA 2000 ft, OAT -40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130 RECOMMENDED
CRUISE 130
120 MAX RANGE
CRUISE 120
110
110
100
100
TRUE AIR SPEED [kt]
60 86 60
0
83 0
0
50 79 0 50
00
75
00
40 71 40
G 00
RO 67
SS 5 0
30
W 0
50 590 630 0 30
0 0
EI
G
MCP OEI
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-68 Cruise OEI (PA 2000 ft, OAT -20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
120 120
MAX RANGE
CRUISE 110
110
100 100
TRUE AIR SPEED [kt]
70 70
2.5 min OEI
60 86 60
83 00
00
79 50
50 00
75
00
40 71 40
G 67 00
RO 00
30 SS 55 59 6
00 300 30
W 0 0
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-69 Cruise OEI (PA 2000 ft, OAT 0 C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 20°C
ELECTRICAL LOAD: 100% HEATER OFF
TRANSMISSION LIMIT
80
80
MCP OEI
70
70
86 60
60 83 00
00
79
00 50
50 75
00
71 40
40 0
G 67 0
RO 0
SS 55 59 63 0 30
30 00 00
W 00
EI
G
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-70 Cruise OEI (PA 2000 ft, OAT +20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% HEATER OFF
110
100
100
90
TRUE AIR SPEED [kt]
60 83 0
00
79
75 0
0 50
50 00
71
00 40
40 67
G 0
RO 59 630 0
SS 55 00 0 30
30 0
W 0
EI
G 20
20 HT
[k
MCP OEI
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-71 Cruise OEI (PA 2000 ft, OAT +40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 50°C
ELECTRICAL LOAD: 100% HEATER OFF
140
0 10 20 30 VNE 130
RECOMMENDED
130 CRUISE 120
MAX RANGE
120 CRUISE 110
110 100
100 90
TRUE AIR SPEED [kt]
79
2.5 min OEI
00
60 0
75 0
00
50
67 710
50 00 0
G 40
63 00
RO
00
40 SS
59
W
55
EI 30
00
G
30 HT
[k
g] 20
20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-72 Cruise OEI (PA 2000 ft, OAT +50°C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102%
OAT = -40°C
ELECTRICAL LOAD: 100%
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130
130
120
MAX RANGE 120
110 CRUISE
110
100
100
TRUE AIR SPEED [kt]
60 83 60
00
79 00
2.5 min OEI
0
50 75 0
00 50
71
00
40 67
00 40
G 6
RO 59 300
30 SS 550 00 30
W 0
MCP OEI
EI
20 G 20
HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-73 Cruise OEI (PA 4000 ft, OAT -40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102%
OAT = -20°C
ELECTRICAL LOAD: 100%
100 100
TRUE AIR SPEED [kt]
70 70
8
83 600
2.5 min OEI
60
MCP OEI
60 0
79 0
00
50 75
0 50
71 0
00
67 40
40 00
G 63
RO 00
30 SS 55 590 30
W 00 0
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-74 Cruise OEI (PA 4000 ft, OAT -20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
60
MCP OEI
0
60 79 0
00
75
00 50
50
71
0
67 0 40
40 00
G 63
RO 0
30 SS 55 590 0 30
W 00 0
EI
G
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-75 Cruise OEI (PA 4000 ft, OAT 0° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102%
OAT = 20°C
ELECTRICAL LOAD: 100%
W 0
EI
G 20
MCP OEI
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-76 Cruise OEI (PA 4000 ft, OAT +20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% HEATER OFF
0
DF = 1.0 m2
10 20 30
130
140 VNE
RECOMMENDED 120
130 CRUISE
MAX RANGE
110
120 CRUISE
110 100
100 90
TRUE AIR SPEED [kt]
80 70
8
70 83 600
00 60
79
75
2.5 min OEI
00
60 0
7 0
67 100 50
00
50 G
R 63
O
SS 00 40
40 W
EI
G 59
H
T
00 30
30 [k 550
g] 0
20
20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-77 Cruise OEI (PA 4000 ft, OAT +40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 50°C
ELECTRICAL LOAD: 100% HEATER OFF
100
110
90
100
TRUE AIR SPEED [kt]
80 70
86
83
00
70 60
00
79
75
00
00
2.5 min OEI
60 71
MCP OEI
00
50
50 67
00
63 40
00
40 59
G
RO
00 30
30 SS 550
W 0
EI 20
20 G
HT
[k
10
g] 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-78 Cruise OEI (PA 4000 ft, OAT +50° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
130 130
120 120
110 110
100 100
TRUE AIR SPEED [kt]
80 80
70 70
86 830
00 0
60
79
60
00
75
71
00
50 0 50
67 0
00
63
40
MCP OEI
40 00
G 59
RO 00
30 SS 55 30
W 00
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-79 Cruise OEI (PA 6000 ft, OAT -40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
60
0
7
60 75
00
71 50
50 00
67
00
MCP OEI
63
00 40
40
G 59
RO 0
30 SS 55 0 30
W 00
EI
G
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-80 Cruise OEI (PA 6000 ft, OAT -20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
RECOMMENDED
130
CRUISE
120
100
90
TRUE AIR SPEED [kt]
70 8
00
79 300 60
75 00
60 00
71
00 50
50 67
00
63 40
40 00
2.5 min OEI
G 59
RO
30
MCP OEI
SS 55 00
30 W 0 0
EI
G
HT 20
20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-81 Cruise OEI (PA 6000 ft, OAT 0° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102%
OAT = 20°C
ELECTRICAL LOAD: 100%
RECOMMENDED 120
130 CRUISE
MAX RANGE 110
120
CRUISE
110 100
100 90
TRUE AIR SPEED [kt]
80 70
83
86
70 00
00
79 60
75 00
2.5 min OEI
60 00
71 50
00
50 67
00
63 40
00
40 G
RO 59
00
SS 55 30
30 W 0
EI 0
G
HT
20
MCP OEI
20 [k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-82 Cruise OEI (PA 6000 ft, OAT +20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% HEATER OFF
80
80 70
860
83
0
00
79
70 60
00
75
71
00
00
2.5 min OEI
60 67 50
00
63
50 00
40
59
40 G 00
RO
SS 55 30
30 W 00
EI
G
HT 20
20 [k
g]
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-83 Cruise OEI (PA 6000 ft, OAT +40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
70
79
0
75
00
00 60
60
71
MCP OEI
00
67
00 50
50 63
00
G 59 40
40 RO 00
SS 55
W 0 0
30 EI 30
G
HT
[k
20 g] 20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-84 Cruise OEI (PA 8000 ft, OAT -40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
130 120
110 100
100
90
TRUE AIR SPEED [kt]
70
0
79 0
60
75
0
60 71
00
67
00 50
50 63
00
G 59 40
40 RO 00
MCP OEI
SS 55
W 00 30
30 EI
G
HT
[k
g 20
20 ]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-85 Cruise OEI (PA 8000 ft, OAT -20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
100 90
TRUE AIR SPEED [kt]
80 70
83
00
70
79
60
00
75
00
71
2.5 min OEI
60 00
67
00
50
50 63
00
40
59
40 G 00
RO
MCP OEI
SS 55 30
30 W 00
EI
G
HT
[k
20
20 g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-86 Cruise OEI (PA 8000 ft, OAT 0° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 20°C
ELECTRICAL LOAD: 100% HEATER OFF
130 RECOMMENDED
CRUISE 110
120 MAX RANGE
CRUISE 100
110
90
100
TRUE AIR SPEED [kt]
80
80 70
83
79
00
70 00 60
75
00
71
00
2.5 min OEI
60 67 50
00
63
50 G 00
RO
SS
40
59
40 W 00
EI
G 30
HT 55
[k 00
30 g]
20
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-87 Cruise OEI (PA 8000 ft, OAT +20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% HEATER OFF
0
DF = 1.0 m2
10 20 30
120
140
VNE
130 RECOMMENDED 110
CRUISE
MAX RANGE
120 CRUISE 100
110 90
100
80
TRUE AIR SPEED [kt]
70
0
80
790
75
60
0
71
00
70 00
67
00
60 63 50
2.5 min OEI
00
59
50 00
G
RO 40
SS 55
40 W 00
EI 30
G
HT
30 [k
g]
20
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-88 Cruise OEI (PA 8000 ft, OAT +40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
130 120
120 110
110
100
100
90
TRUE AIR SPEED [kt]
70
75
71 60
00
00
60
67
00
63
00 50
50 G 59
RO 00
MCP OEI
SS 55 40
40 W 0 0
EI
G
HT 30
30 [k
g]
20
20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-89 Cruise OEI (PA 10000 ft, OAT -40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
100 90
TRUE AIR SPEED [kt]
80 70
79
00
70
75
60
00
71
00
60 67
00
63 50
00
50
59
G
40
RO
00
SS
55 E
MCP OEI
40
00 IG
W
30
HT
30
[k
g]
20
20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-90 Cruise OEI (PA 10000 ft, OAT -20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
80 70
79
75
00
70 60
00
71
67
00
00
60 50
63
00
50 G 59
RO 00 40
SS
55
40 W 0
EI 0
G
HT 30
30 [k
g]
20
2.5 min OEI
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-91 Cruise OEI (PA 10000 ft, OAT 0° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 20°C
ELECTRICAL LOAD: 100% HEATER OFF
0
DF = 1.0 m2
10 20
120
140
VNE 110
130 RECOMMENDED
CRUISE
120 MAX RANGE 100
CRUISE
110 90
100
80
TRUE AIR SPEED [kt]
70
80
790
750
60
0
70
71
0
00
67
00
60 63
00
50
59
00
50 G
RO 40
SS 55
40 W 00
EI 30
G
HT
30 [k
g]
20
20
2.5 min OEI
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-92 Cruise OEI (PA 10000 ft, OAT +20° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE OFF
OAT = 40°C
ELECTRICAL LOAD: 100% HEATER OFF
100 80
TRUE AIR SPEED [kt]
80
0
60
710
67
70
00
63 50
60 G
RO 59 00
00
SS
55
50 W 40
0
EI
0
G
HT
40 [k
g] 30
30
20
MCP OEI
20
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-93 Cruise OEI (PA 10000 ft, OAT +40° C), Anti Ice OFF
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
80 90
MAX ENDURANCE
70 80
70
60
MCP OEI
86 60
50 83 00
0
79 0 50
00
40 75
00
G 71 40
RO 5 0
30 SS 50 590 63 670 0
W 0 0 00 0 30
EI
G
20 HT
20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-94 Cruise OEI (PA 0 ft, OAT -40° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
100
70
MCP OEI
60
60
86
50 83 00
79 0
0 50
00
40 75
G 00 40
RO 71
SS 0 0
30 6 30
W 550 590 630 700
EI 0 0 0
G
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-95 Cruise OEI (PA 0 ft, OAT -20° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130 RECOMMENDED
CRUISE
130
120 MAX RANGE
CRUISE 120
110
110
100
100
TRUE AIR SPEED [kt]
60 60
86
0
83 0
50 00
79 50
00
75
40 00 40
71
G 00
RO
30 SS 550 590 630 670 30
W 0 0 0 0
EI
20 G 20
HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-96 Cruise OEI (PA 0 ft, OAT 0° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 0 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% HEATER OFF
100 100
TRUE AIR SPEED [kt]
70 70
MCP OEI
60 86 60
0
83 0
00
50 79 50
00
75
40 00 40
71
G 00
RO 67
30 SS 55 59 6 0 0 30
W 00 00 300
EI
20 G 20
HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-97 Cruise OEI (PA 0 ft, OAT +10° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
120 130
110 120
110
100
TRUE AIR SPEED [kt]
100
83 00 60
MCP OEI
79 00
50 0
75 0 50
00
71
40 00
67 40
00
G 63
30 RO 5 00 30
SS 55 900
W 00
20 EI
G 20
HT
[k
10 g] 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-98 Cruise OEI (PA 1000 ft, OAT -40° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130 RECOMMENDED
CRUISE 130
120
MAX RANGE 120
CRUISE
110
110
100
100
TRUE AIR SPEED [kt]
86
2.5 min OEI
60 0 60
83 0
0
79 0
50 75 0
0 50
00
71
40 00 40
67
G 00
RO 5
30 5
SS 500 900 300
6 30
W
EI
20 G
HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-99 Cruise OEI (PA 1000 ft, OAT -20° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
100 100
TRUE AIR SPEED [kt]
80 80
70 70
MCP OEI
86
2.5 min OEI
60 83 00 60
00
79
50 00 50
75
00
71
40 00 40
G 67
RO 00
30 SS 55 59 63
00 30
W 00 00
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-100 Cruise OEI (PA 1000 ft, OAT 0° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 2000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% HEATER OFF
80 80
70 70
2.5 min OEI
86
60 83 00 60
00
79
00
50 50
75
00
71
40 00 40
G 67
RO 00
30 SS 55 59 6 30
W 00 00 300
EI
G
20 HT 20
[k
MCP OEI
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-101 Cruise OEI (PA 1000 ft, OAT +10° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
0 10
DF = 1.0 m2
20 30 40
150
140
VNE 140
130
130
120
120
110
110
100
100
TRUE AIR SPEED [kt]
60 60
79
75
50 00
71
0
50
67 0
00
40 G 63 40
RO 00
SS 59
30 W 55 00
EI 0 30
G 0
HT
20 [k 20
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-102 Cruise OEI (PA 4000 ft, OAT -40° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
130
RECOMMENDED
130
CRUISE
120 MAX RANGE 120
CRUISE
110 110
100 100
TRUE AIR SPEED [kt]
70 70
86
00
83
60
MCP OEI
60
00
79
00
75
50 71
00 50
00
67
00 40
40 63
G 00
RO 59
00 30
30 SS 55
W 0 0
EI
G 20
20 HT
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-103 Cruise OEI (PA 4000 ft, OAT -20° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
79 00 60
60 00
75
00
50
50 71
0
67 0
00 40
40 63
G 00
RO
MCP OEI
30 SS 55 59
0
30
W 00 0
EI
G
20 HT 20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-104 Cruise OEI (PA 4000 ft, OAT 0° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 4000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% HEATER OFF
60 0
75 0
00
71 50
50 00
67
00 40
40 63
G 00
RO
SS 550 59 30
30 00
W 0
EI
G 20
20 HT
MCP OEI
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-105 Cruise OEI (PA 4000 ft, OAT +10° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
130 130
120 120
110 110
100 100
TRUE AIR SPEED [kt]
70
860 300
70
8
0
MCP OEI
79
60 60
00
75
0
71 0
00
50 50
67
00
63
00
40 G 59 40
RO 00
SS 55
30 W 00 30
EI
G
HT
20 [k 20
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-106 Cruise OEI (PA 6000 ft, OAT -40° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
70
86 0
70
83 00
00
0
79
75 60
60 00
71
50
00 0
50
67
0
63
00 40
40 G 59
RO 00
5
SS 50 30
30 0
W
EI
G
HT 20
20 [k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-107 Cruise OEI (PA 6000 ft, OAT -20° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
100
90
TRUE AIR SPEED [kt]
70
00
83 0
60
79
75
2.5 min OEI
0
60 00
71
00
50
50 67
00
63
00 40
40 59
G 00
MCP OEI
RO
SS 55 30
30 00
W
EI
G
HT 20
20
[k
g]
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-108 Cruise OEI (PA 6000 ft, OAT 0° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 6000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% HEATER OFF
100 90
TRUE AIR SPEED [kt]
70
00
60
79
75
00
0
71 0
2.5 min OEI
60 00
67 50
50 00
G
RO
40
63
SS
00
59
40 W 00
EI 5
G 30
HT 500
30 [k
g]
20
20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-109 Cruise OEI (PA 6000 ft, OAT +10° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
70
70
79 0
75
00
60
0
60
71 00
00
67
63 50
50 00
G 59
MCP OEI
R 00 40
40 O
SS 55
W 00
EI
30 G 30
H
T
[k
g] 20
20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-110 Cruise OEI (PA 8000 ft, OAT -40° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
130 120
120 110
110 100
100
90
TRUE AIR SPEED [kt]
70
0
79
60
75 100
00
7
60
67
00 50
63
50 00
59
MCP OEI
G 00 40
RO
40 SS 55
W 0 0
EI
G 30
30 HT
[k
g] 20
20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-111 Cruise OEI (PA 8000 ft, OAT -20° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
100 90
TRUE AIR SPEED [kt]
80 70
830
0
79
70
60
00
75
00
71
60
00
67
00 50
63
50 G 00
RO
SS 59
00 40
40 W 55
EI
G 00
HT 30
30 [k
g]
20
20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-112 Cruise OEI (PA 8000 ft, OAT 0° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 8000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% HEATER OFF
80 70
830
79
0
00
70 60
75 00
00
71
67
2.5 min OEI
60 00
63 50
00
50
59
G
RO 00 40
40 SS 55
W 00
EI 30
G
30 HT
[k
g] 20
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-113 Cruise OEI (PA 8000 ft, OAT +10° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -40°C
ELECTRICAL LOAD: 100% HEATER OFF
130 120
120 110
110
100
100
90
TRUE AIR SPEED [kt]
70
750 00
70
71
0
60
67
60
00
63
50
00
50 G
59
MCP OEI
RO
00
SS 55
W 00
40
40 EI
G
HT
[k 30
30 g]
20
20
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-114 Cruise OEI (PA 10000 ft, OAT -40° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = -20°C
ELECTRICAL LOAD: 100% HEATER OFF
100 90
TRUE AIR SPEED [kt]
80 70
790
0
75
70
60
71 670 00
00
00 0
60
50
63
G
59 500 IGH
50
RO
40
0
SS
5 E
W
40
30
T
30
[k
20
20
MCP OEI
10 10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-115 Cruise OEI (PA 10000 ft, OAT -20° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 0°C
ELECTRICAL LOAD: 100% HEATER OFF
130 110
120
100
110
90
100
80
TRUE AIR SPEED [kt]
70
790
80
0
75
60
00
70
71
00
67
00 0
60 50
63
0
59
G 00
50 RO
SS 55 40
W 00
40 EI
G
HT 30
30 [k
g]
20
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-116 Cruise OEI (PA 10000 ft, OAT 0° C), Anti Ice ON
CRUISE OEI
PRESSURE ALTITUDE = 10000 ft
CLEAN CONFIGURATION
ROTOR SPEED:102% ENGINE ANTI-ICE ON
OAT = 10°C
ELECTRICAL LOAD: 100% HEATER OFF
120 100
110
90
100
80
TRUE AIR SPEED [kt]
MAX ENDURANCE
70
750
80
0
60
71
70
00
67
00
50
2.5 min OEI
60
63
00
59
00
G
50
RO
55 40
SS
00
W
40
EI
G
30
HT
[k
30
g]
20
20
MCP OEI
10
10
0
60 70 80 90 100 110 120 130 140 150 160
TORQUE [%]
Figure 9-117 Cruise OEI (PA 10000 ft, OAT +10° C), Anti Ice ON
Example
Wanted Turn Radius.
Known TAS: 100 kt
Angle of Bank: 15°
Method Select the chart in Figure 9-118, on the bottom axis from 100 kt
move up vertically to intersect the 15° line then move horizon-
tally left to read a Turn Radius of 0.55 nm.
TURN RADIUS
3.5
3.25
g]
[de
2.75
E-
GL
2.5
AN
NK
2.25 BA
Turn Radius [nm]
2
5
1.75
1.5
1.25
1 10
0.75
15
0.5
30
0.25 45
0
20 30 40 50 60 70 80 90 100 110 120 130 140
TAS [kt]
HELIDECK OPERATIONS
GENERAL
The following information details operations in accordance with CAT.POL.H
310 & 325 PERFORMANCE CLASS 2 (Operations to/from a HELIDECK).
CREW
Take off and Landing can be carried out from the right or left hand seat.
When Take off or Landing is carried out from the left hand seat minimum flight
crew is 2 pilots
WEIGHT
Maximum weight, Anti Ice OFF ............................. Figure 9-121& Figure 9-122
Maximum weight, Anti Ice ON.............................. Figure 9-123& Figure 9-124
WIND CONDITIONS
Take Off with tail wind component is prohibited
Vcoss SELECTION
for PATH 1-2
80
78
76
74
72
e
lin
e
Vcoss [kIAS]
nc
re
70
fe
Re
68
66
64
62
60
0 4 8 12 16 20 24 28 32 36 40
Reported Headwind Component [kt]
5. Take Off Decision Point (TDP) — At TDP, rotate nose to 12° nose
down. Maintain this pitch attitude
until 20 knots groundspeed is indi-
cated using the groundspeed indi-
cator then recover pitch attitude to
0°. Maintain this attitude and accel-
erate to airspeed of VTOSS
(50 KIAS), maintaining collective
position.
AW189
HELIDECK OPERATION ENVELOPE
OAT - [°F]
-50-40-30-20-10 0 10 20 30 40 50 60 70 80 90 110 130
10000
3000
2800
9000
M inimum GW
Hd
2600
permitted
LI
MI
8000 for area A 2400
T
6000 kg
10
00
2200
0
7000
ft
2000
MINIMUM OAT LIMIT
6000 1800
1600
5000
1400
OAT LIM
4000 1200
1000
3000
IT
ISA+40°
800
Hd
2000 600
LI
M
C
IT
HELIDECK 400
30
Hd
00
1000 OPERATION
L IM
ENVELOPE 200
t
IT
-50
Ar
Hd
0 0
00
e a A ft
-74
ft
-200
00
25 7.5
20
10
5
0
15
-10
20
-20
10
2.5
5
30
Hd limit 3000 ft
0 0
40
-5
-2.5
50
-10
73 74 75 76 77 78 79 80 81 82 83 84 85
Gross Weight - [kg x 100]
ICN-89-A-159200-G-A0126-00002-A-01-1
ICN-89-A-159200-G-A0126-00004-A-01-1
25 7.5
20
5
15
-1
10
0
2.5
10
5
-20
0 0
-5
-2.5
-10
73 74 75 76 77 78 79 80 81 82 83 84 85
Gross Weight - [kg x 100]
ICN-89-A-159200-G-A0126-00003-A-01-1
ICN-89-A-159200-G-A0126-00005-A-01-1
00
00
40
59
62
30
00
65
20
10
00
68
00
00
0
74
71
00
00
77
80
-10
00
00
83
86
-20
OAT - [°C]
________
ISA+40°C GW (kg)
------- ________
HEIGHT LOSS
Below HELIDECK LEVEL
Eng. AI: OFF
Heater: OFF
60
40
20
Hd limit 3000 ft 50
0
40
80
30
20
10 0 0
10 120
14
0
-10
-20
Figure 9-126 Height Loss Below Take Off Surface, Anti Ice OFF
HEIGHT LOSS
Below HELIDECK LEVEL
Eng. AI: ON
Heater: OFF
60
80
40
20
0
120
0
10
10
1 4
0
-10
-20
Figure 9-127 Height Loss Below Take Off Surface, Anti Ice ON
1000 0 0 0 0 0 0 40 na
1500 0 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
OAT [°C] correction
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 0 0 0 0 [kt] [ft]
-500 0 0 0 0 0 0 0 0 10 na
0 0 0 0 0 0 0 0 20 na
500 0 0 0 0 0 0 30 na
5900 kg
1000 0 0 0 0 0 0 40 na
1500 0 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
ICN-89-A-159200-G-A0126-00009-A-01-1
Figure 9-128 Height Loss Below Take Off Surface, Anti Ice OFF
5500 kg and 5900 kg
1000 0 0 0 0 0 0 40 na
1500 0 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
OAT [°C] correction
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 0 0 0 0 [kt] [ft]
-500 0 0 0 0 0 0 0 0 10 na
0 0 0 0 0 0 0 0 20 na
500 0 0 0 0 0 0 30 na
6700 kg
1000 0 0 0 0 0 0 40 na
1500 0 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
ICN-89-A-159200-G-A0126-00010-A-01-1
Figure 9-129 Height Loss Below Take Off Surface, Anti Ice OFF
6300 kg and 6700 kg
1000 0 0 0 0 0 0 40 na
1500 0 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
OAT [°C] correction
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 0 41 54 65 [kt] [ft]
-500 0 0 0 0 34 49 60 72 10 -13
0 0 0 0 0 42 55 66 20 -43
500 0 0 0 35 50 61 30 -73
7500 kg
1000 0 0 0 44 56 67 40 -106
1500 0 0 40 53 64 50 -137
2000 0 38 51 62
2500 40 53 63 70
3000 55 66 74
ICN-89-A-159200-G-A0126-00011-A-01-1
Figure 9-130 Height Loss Below Take Off Surface, Anti Ice OFF
7100 kg and 7500 kg
ICN-89-A-159200-G-A0126-00012-A-01-1
Figure 9-131 Height Loss Below Take Off Surface, Anti Ice OFF
7900 kg and 8300 kg
1000 0 0 0 0 40 na
1500 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
OAT [°C] correction
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 [kt] [ft]
-500 0 0 0 0 10 na
0 0 0 0 0 20 na
500 0 0 0 0 30 na
5900 kg
1000 0 0 0 0 40 na
1500 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
ICN-89-A-159200-G-A0126-00013-A-01-1
Figure 9-132 Height Loss Below Take Off Surface, Anti Ice ON
5500 kg and 5900 kg
1000 0 0 0 0 40 na
1500 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
OAT [°C] correction
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 [kt] [ft]
-500 0 0 0 0 10 na
0 0 0 0 0 20 na
500 0 0 0 0 30 na
6700 kg
1000 0 0 0 0 40 na
1500 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
ICN-89-A-159200-G-A0126-00014-A-01-1
Figure 9-133 Height Loss Below Take Off Surface, Anti Ice ON
6300 kg and 6700 kg
1000 0 0 0 0 40 na
1500 0 0 0 0 50 na
2000 0 0 0 0
2500 0 0 0 0
3000 0 0 0
Headwind
OAT [°C] correction
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 0 0 0 0 [kt] [ft]
-500 0 0 0 0 10 -33
0 0 0 0 0 20 -62
500 0 0 0 0 30 -98
7500 kg
1000 0 0 0 0 40 -134
1500 0 0 0 40 50 -168
2000 0 0 38 51
2500 0 40 53 63
3000 48 55 66
ICN-89-A-159200-G-A0126-00015-A-01-1
Figure 9-134 Height Loss Below Take Off Surface, Anti Ice ON
7100 kg and 7500 kg
1000 32 50 65 76 40 -143
1500 59 61 74 84 50 -177
2000 64 75 83 91
2500 78 87 94 99
3000 90 98 103
Headwind
OAT [°C] correction
Hp [ft] -20 -10 0 10 20 30 40 50 55 IAS H
-1000 47 80 77 89 [kt] [ft]
-500 65 68 83 95 10 -42
0 82 77 89 99 20 -81
500 72 86 96 103 30 -121
8300 kg
ICN-89-A-159200-G-A0126-00016-A-01-1
Figure 9-135 Height Loss Below Take Off Surface, Anti Ice ON
7900 kg and 8300 k