THE AUSTRALIAN

AIR TRANSPORT PILOT LICENCE

(HELICOPTER)
S76 PERFORMANCE AND OPERATIONS
HANDBOOK

VERSION 2.3 - May 2013

S76 Performance and Operations Handbook May 2013

TABLE OF CONTENTS

PART 1

SIKORSKY S76 FLIGHT MANUAL (EXTRACT)

SECTION 1 Performance and Limitations

SECTION 2 Weight and Balance

PART 2

COMPANY OPERATIONS MANUAL (EXTRACT)

SECTION 1 Flight Planning Data

SECTION 2 Operational Standards - Performance

SECTION 3 Weight and Balance

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S76 Performance and Operations Handbook May 2013

TABLE OF CONTENTS

PART 1

SIKORSKY S76 FLIGHT MANUAL (EXTRACT)

SECTION 1

PERFORMANCE AND LIMITATIONS

ITEM FIGURE PAGE

LIMITATIONS

Fuel Flow Limits 8

Engine Torque Limits 8
N1 (Gas Producer) Speed Limits 8
N2 (Power Turbine) Speed Limits 9
T5 (Power Turbine Inlet Temperature) Limits 10
Transmission Limits 10
Rotor Limits 11
Weight Limits 12
Loading Limits 12
Category "A" Operations 12
Category "B" Operations 12
Engine or Drive System Operating Limits 1.1.1 13
Density Altitude Chart 1.1.2 14
Temperature Conversion Chart - Centigrade to Fahrenheit 1.1.3 15
Airspeed Calibration Pilot System Position Error Only 1.1.4 16
Airspeed Calibration Co-pilot System Position Error Only 1.1.5 17
Height Velocity Diagram 1.1.6 18

AIRCRAFT PERFORMANCE

Two Engines Operating

Forward Climb Performance - Maximum Continuous Power 1.1.7 19

Forward Climb Performance - Two Engines Normal Cruise 1.1.8 20
Hover Out of Ground Effect 1.1.9 21

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ITEM FIGURE PAGE

AIRCRAFT PERFORMANCE CONTINUED

One Engine Inoperative

Forward Climb Performance - 2 1/2 Minute Power 1.1.10 22

Forward Climb Performance - Maximum Continuous Power 1.1.11 23

CATEGORY "A" OPERATIONS

Category "A" Takeoff Description 24

Category "A" Takeoff Profiles 1.1.12 27
Wind Component - Angle between Wind Direction and Flight Path 1.1.13 28
Category "A" Rejected and Continued Takeoff Distance 1.1.14 29
Category "A" Maximum Takeoff and Landing Gross Weight 1.1.15 30
Category "A" Landing Description 31
Category "A" Landing Profile 1.1.16 32
Category "A" Alternate Landing Description 33
Category "A" Alternate Landing Profile 1.1.17 34
Category "A" Landing Distance from 50 ft Height to Stop 1.1.18 35

CATEGORY "B" OPERATIONS

Category "B" Takeoff Description 36

Category "B" Maximum Takeoff and Landing Gross Weight 1.1.19 37
Category "B" Takeoff Distance (Sheet 1 of 4) 1.1.20 38
Category "B" Takeoff Distance (Sheet 2 of 4) 1.1.21 39
Category "B" Takeoff Distance (Sheet 3 of 4) 1.1.22 40
Category "B" Takeoff Distance (Sheet 4 of 4) 1.1.23 41
Category "B" Landing Description 42
Category "B" Landing Distance from 50 ft Height to Stop 1.1.24 43

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PART 1

SIKORSKY S76 FLIGHT MANUAL (EXTRACT)

SECTION 2

WEIGHT AND BALANCE

ITEM FIGURE PAGE

AIRCRAFT WEIGHT AND BALANCE

General 46
Loading Instructions 47
Example 48
Weight Definitions 49
Centre of Gravity Limits at Various Gross Weights 1.2.1 50
Load Data Sheet 1.2.2 51
Empty Weight and Balance Record 1.2.3 52
Crew, Passenger and Baggage Centroids 1.2.4 53
Cargo Centroids 1.2.5 54
Cockpit and Cabin Compartment Weight and Moment Table 1.2.6 55
(Sheet 1 of 2)
Cockpit and Cabin Compartment Weight and Moment Table 1.2.7 56
(Sheet 2 of 2)
Internal Cargo Weight and Moment Table 1.2.8 57
External Cargo Weight and Moment Table 1.2.9 58
Useable Fuel Weight and Moment Table 1.2.10 59
(Gravity Fuelling)

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PART 2

COMPANY OPERATIONS MANUAL (EXTRACT)

SECTION 1

FLIGHT PLANNING DATA

ITEM FIGURE PAGE

DATA

Aircraft Fuel Capacities Useable 62

Standard TAS and Fuel Flows 62
Standard Fuel Allowances 62
Mid Zone Weights 62
Mid Zone Weight Fuel Flows 2.1.1 63
Climb 63
Descent 64
Calculation of PNR and CP/ETP 64
Aerodrome/Heliport/Helipad Definitions 64
Fuel Reserves 65
Provision of Alternates - Offshore 66
Inflight Revisions 66

SECTION 2

OPERATIONAL STANDARDS - PERFORMANCE

PERFORMANCE

Takeoff Weight Limitations 68

Day VFR Operations 68
Night VFR and IFR Operations 69
OEI Landing Area 70
Helideck Takeoff and Landing Limitations 70

SECTION 3

WEIGHT AND BALANCE

TRIM SHEET

Load and Trim Sheet (Sheet 1 of 2) 2.3.1 72

Load and Trim Sheet (Sheet 2 of 2) 2.3.2 73
Load and Trim Sheet Example 74

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PART 1

SIKORSKY S76 FLIGHT MANUAL (EXTRACT)

SECTION 1

PERFORMANCE AND LIMITATIONS

CAUTION

This extract is compiled from data relating

to several S76 variants.

The information is for use in examinations only, and is not to be

used for any operational purpose.

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SIKORSKY 76
OPERATING LIMITATIONS
FUEL FLOW LIMITS (IF FUEL FLOWMETERS ARE INSTALLED)

Normal range: 75 to 497 pounds per hour

NOTE

Fuel flow may go up beyond this range during transient operations

including start and idle.

ENGINE TORQUE LIMITS

NOTE

Refer to TRANSMISSION TORQUE LIMIT in this section for

additional torque limits.

120.0% Torque - takeoff and maximum continuous limit, dual-engine

129.9% Torque - maximum continuous limit, single-engine

146.5% Torque - 2-1/2-minute limit, single-engine

146.5% to 170.7% Torque - 16 second transient, single-engine

NOTE

Intentional operation above 100% torque, 100% N1, or 8450C T5

is reserved for actual emergency use only except for required engine
maintenance checks described in the engine maintenance manual.

N1 (GAS PRODUCER) SPEED LIMITS

OEI OPERATION:

107.7% N1 - 2-1/2-minute power

101.2% N1 - maximum continuous power
104.35% N1 - 16 second transient power

NOTE

• These OEI power rating values are as indicated on the N1

tachometer in OEI operation and may be biased as much as
1.0% N1. For actual values of N1 at 2-1/2- minute power see placard.
• Maximum continuous OEI N1 is 2-1/2-minute N1 minus 0.5%.

TWO ENGINE OPERATION:

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100% N1 - takeoff power

100% N1 - maximum continuous power

TRANSIENT OPERATION:

52% to 68% N1 - avoid continuous operation in this range

105.35% N1 - 16 second transient power

N2 (POWER TURBINE) SPEED LIMITS

114% N2 - maximum at 0% torque varying linearly to 107.1% N2 at 115% torque

Transient: 15 second limit varies linearly from 119% at flight autorotation to

109% at 115% torque

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T5 (POWER TURBINE INLET TEMPERATURE) LIMITS

Steady State Limits

885oC - 2-1/2-minute power, one engine inoperative

868oC - Maximum continuous power, one engine inoperative
845oC - Takeoff and maximum continuous, dual-engine

Transient Limit

920oC - 16 seconds, single-engine

Starting and Shutdown

785oC - No time limitation

785oC to 865oC - limited to 5 seconds

TRANSMISSION LIMITS

NOTE

Intentional operation above 100% torque, 100% N1, or 8450C T5

is reserved for actual emergency use only except for required engine
maintenance checks described in the engine maintenance manual.

TORQUE LIMITS

Dual-Engine Operation

100% Torque per engine - Takeoff and maximum continuous

NOTE

Takeoff torque may exceed 100% on one engine to a maximum

of 104% provided that the torque on the other engine is less than
96% and the sum of the individual torque values does not exceed 200%.

Single-Engine Operation

111.2% Torque - Maximum continuous power

115.0% Torque - 2-1/2-minute limit
115.0% to 155% Torque - 16 second transient power

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TRANSMISSION OIL

MIL-L21260 Type I, Grade 30 - Low temperature limit -9oC (15oF)

Dextron II ATF - Low temperature limit -34oC (-30oF)

TRANSMISSION OIL TEMPERATURE LIMITS

Maximum: 120oC (09500 series main gearbox)

Minimum: -20oC

TRANSMISSION OIL PRESSURE LIMITS

Maximum: 120 PSI

Minimum: 20 PSI

ROTOR LIMITS

POWER OFF

Maximum: 115% Nr

Minimum: 87% Nr

Transient: 78% Nr

POWER ON

Maximum: 107% Nr

Minimum: 100% Nr - (dual-engine operation)

Minimum: 96% Nr - (one engine inoperative)

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WEIGHT LIMITS

See Figure 1.2.1 for forward and aft centre of gravity limits at various gross weights.

Maximum takeoff and landing weight is 10800 pounds (4898 kg).

LOADING LIMITS

Maximum allowable cabin floor loading is 75 pounds per square foot

(366 kg per square metre).

Maximum baggage compartment load is 600 pounds (272 kg).

CATEGORY "A" OPERATIONS

See Figure 1.1.15 for variation of allowable takeoff and landing gross weight with altitude
and temperature.

CATEGORY "B" OPERATIONS

See Figures 1.1.19 to 23 for variation of allowable takeoff and landing gross weight with
altitude and temperature.

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ENGINE OR DRIVE SYSTEM OPERATING LIMITS

THIS TABLE IS A SUMMARY OF LIMITATIONS
OBSERVE THE FIRST LIMIT ENCOUNTERED FOR ANY GIVEN
OPERATING CONDITIONS

OPERATING TRANSMISSION ENGINE TORQUE

CONDITION TIME LIMIT (%) LIMIT (%) T5°C %N1 %N2
TAKEOFF  100 120.0 845 100 (1)
MAXIMUM  100 120.0 845 100 (1)
CONTINUOUS (4)
2-1/2 MIN OEI 2-1/2 min 115 146.5 885 101.7 (6) (1)
MAXIMUM  111.2 126.9 868 101.2 (6) (1)
CONTINUOUS
OEI
STARTING 5 sec   865 (5)  
TRANSIENT OEI 16 sec 155(2) 170.7 (2) 920 104.35 (7) 
TRANSIENT 16 sec    105.35 
TRANSIENT 15 sec     (3)
TRANSIENT 5 sec 115(8) 170.7 (2)   

NOTES:

(1) 114 % N2 - maximum at 0% torque varying linearly to 107% N2 at 115% torque.

(2) Cockpit torque indicator does not read above 120% torque. It has been determined
that using the specified usual and emergency procedure, 155% torque will not be
exceeded under atmospheric conditions for which operation is approved.
(3) 119% N2 at 0% torque varying linearly to 109% N2 at 115.0% torque.
(4) See paragraph titled Engine Ratings and Recommended Usage.
(5) Time between 785 and 865°C is limited to 5 seconds.
(6) N1 values indicated on tachometer in OEI mode.
(7) Under twin-engine conditions the indicated N1 is the actual N1 value. If an N1
excursion above 104% is observed while in single-engine flight, note the prevailing
OAT and pressure altitude and refer to maintenance manual for action, if any.
(8) Dual-engine transient limit - 230% total torque (No.1 torque plus No. 2 torque).

Figure 1.1.1 Engine or Drive System Operating Limits

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Figure 1.1.2 Density Altitude Chart

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Figure 1.1.3 Temperature Conversion Chart

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Figure 1.1.4 Airspeed Calibration – Pilot

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Figure 1.1.5 Airspeed Calibration - Co-pilot

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Figure 1.1.6 Height Velocity Diagram

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Figure 1.1.7 Forward Climb Performance

Two Engines - Maximum Continuous Power

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Figure 1.1.8 Forward Climb Performance

Two Engines - Normal Cruise Power

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Figure 1.1.9 Hover Out of Ground Effect

Two Engines Operating

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Figure 1.1.10 Forward Climb Performance OEI - 2½ Minute Power

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Figure 1.1.11 Forward Climb Performance

OEI - Maximum Continuous Power

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CATEGORY "A" OPERATIONS

CATEGORY "A" TAKEOFF

DESCRIPTION

The Category "A" takeoff procedure shown diagrammatically in Figure 1.1.12 features
variable Critical Decision Point (CDP) and Takeoff Safety Speed (V2). The CDP, expressed
only in terms of airspeed, is selectable in 1 knot increments between 30 and 45 knots while
V2, defined as CDP + 10 knots, varies in 1 knot increments between 40 and 55 knots. This
permits payload to be traded off against available field length in such a manner that Category
"A" One Engine Inoperative (OEI) climb performance minima can be maintained over a wide
range of environmental conditions.

Figure 1.1.14 shows the Rejected Takeoff (RTO) and Continued Takeoff (CTO) distances as
a function of pressure altitude, temperature, headwind component, CDP speed and V2 speed.
RTO and CTO distances are directly proportional to CDP and V2 speeds respectively,
therefore lower CDP and V2 speeds equate to shorter field lengths. Figure 1.1.15 shows the
maximum takeoff and landing gross weight as a function of pressure altitude, temperature,
and CDP/V2 speeds. Maximum takeoff and landing gross weight is also directly proportional
to CDP/V2 speeds, therefore higher CDP/V2 speeds can equate to higher maximum takeoff
gross weights.

The Category "A" takeoff procedure provides the flexibility to address specific payload
and/or field length requirements appropriate to either of the following operational scenarios:

1. Determine the maximum takeoff gross weight, given the available field length.

2. Determine the required field length, given the desired mission takeoff gross weight.

Specific numerical examples follow which illustrate the use of the charts for each of the
above stated scenarios.

Example 1

Determine the maximum takeoff gross weight, given the RTO field length, pressure altitude,
temperature, and headwind component.

1. Enter Figure 1.1.14 with the RTO space available, and using the headwind
component, pressure altitude, and temperature, read the resultant CDP speed.
Note: If resultant CDP is greater than 45 knots, use 45 knots as CDP.

2. Enter Figure 1.1.15 with pressure altitude, temperature, and CDP speed from Step 1,
and determine the maximum takeoff gross weight.

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3. Notes: (1) If the horizontal line defined by pressure altitude and temperature
intersects 10800 pounds at a CDP speed lower than the CDP from Step 1, use the
lower CDP speed, or (2) if the desired takeoff gross weight is less than the maximum
permitted takeoff gross weight, use the lower CDP speed corresponding to the desired
takeoff gross weight.

4. Using Figure 1.1.14, verify that the CTO distance for V2 (CDP + 10 knots) is suitable
for the takeoff area.

Given:

Available RTO Field Length: 850 ft

Pressure Altitude: 3000 ft
Temperature: +10 deg C
Headwind Component: 20 kt
EAPS: Off

Determine:

CDP Speed: 31 kt
Maximum Takeoff Gross Weight: 9400 lb
V2 Speed: 41 kt
CTO Distance: 1010 ft

Example 2

Determine the required field length, given the desired mission takeoff gross weight, pressure
altitude, temperature, and headwind component.

1. Enter Figure 1.1.15 for the appropriate EAPS configuration with the desired takeoff
gross weight, and using the pressure altitude and temperature, read the resultant CDP
and V2 (CDP + 10 kt) speeds.

2. Enter Figure 1.1.14 with pressure altitude and temperature, and using the CDP from
Step 1, determine the RTO distance required.

3. For the same values of pressure altitude and temperature as used in Step 2, use V2
(CDP + 10 kt) to determine CTO distance required.

Given:

Mission Takeoff Gross weight: 10000 lb

Pressure Altitude: 3000 ft
Temperature: +10 deg C
Headwind Component: 20 kt
EAPS: OFF

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Determine:

CDP speed: 37 kt
V2 speed: 47 kt
RTO Distance: 1100 ft
CTO Distance: 1200 ft

TECHNIQUE

Refer to Figure 1.1.12

After determining and setting bugs for CDP and V2 on airspeed indicator, hover at 5-foot
wheel height. Increase collective pitch to achieve a 6% torque above hover torque and
accelerate forward maintaining 5 to 10 foot wheel height until reaching CDP. After passing
CDP rotate nose-up to initiate climb at V2. When clear of obstacles, gradually accelerate to
best rate of climb speed (Vy) and retract landing gear.

ASSOCIATED CONDITIONS

Bleed Air: OFF

EAPS/Anti-Ice: OFF or ON

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Figure 1.1.12 Category "A" - Takeoff Profiles

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CONDITION:

WIND VELOCITY - 40 KT
O
WIND DIRECTION - 130
O
FLIGHT PATH - 090

EXAMPLE:
O
ENTER CHART AT WIND DIRECTION FROM FLIGHT PATH = 40
MOVE DOWN TO WIND VELOCITY ARC = 40 KT
MOVE LEFT TO HEADWIND COMPONENT = 30.6 KT
MOVE DOWN TO CROSSWIND COMPONENT = 25.7 KT

Figure 1.1.13 Wind Components

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Figure 1.1.14 Category "A" - Rejected and Continued Takeoff Distance

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Figure 1.1.15 Category "A" - Maximum Takeoff and Landing Gross Weight

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CATEGORY "A" LANDING

TECHNIQUE

Refer to Figure 1.1.16

Establish an approach to arrive at the LDP, a point 200 feet above the touchdown elevation,
with 45 KIAS, 107% Nr, and a rate of descent of no more than 600 FPM. Initiate
deceleration passing 50 feet at 45 KIAS. Continue approach and deceleration to a running
touchdown or hover. Refer to emergency procedures for single-engine landing.

ASSOCIATED CONDITIONS

Bleed Air: OFF

EAPS/Anti-ice: OFF or ON

LANDING DISTANCE

The landing distances shown in Figure 1.1.18 reflect the one-engine inoperative landings to a
hard surfaced runway.

Example

Determine landing distance required, given pressure altitude, temperature, and headwind
component.

1. Enter Figure 1.1.18 at 4000 feet pressure altitude, and using the temperature and
headwind component (Figure 1.1.13), read the resultant landing distance required.

Given:

Pressure Altitude: 4000 ft

Temperature: +10 deg C
Headwind Component: 10 kt
EAPS: OFF

Determine:

Landing Distance Required: 750 ft

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Figure 1.1.16 Category "A" - Landing Profile

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ALTERNATE CATEGORY "A" LANDING

TECHNIQUE

Refer to Figure 1.1.17

Establish an approach to arrive at the LDP, a point 75 feet above the touchdown elevation,
with 60 KIAS, 107% Nr, and a rate of descent of no more than 300 FPM. Upon passing the
LDP, initiate a smooth deceleration with collective to continue descent through 50 feet with
up to 20 to 25 degree flare attitude. Apply collective to reduce descent rate and decrease flare
attitude to pass 20 feet at approximately 30 KIAS. Continue approach and deceleration to a
running touchdown or hover. Refer to emergency procedures for single engine landing.

ASSOCIATED CONDITIONS

Bleed Air: OFF

EAPS/Anti-ice: OFF or ON

LANDING DISTANCE

The landing distance reflects the one engine inoperative landings to a hard surfaced runway.
The landing distance is 1000 feet for all weight, altitude, and temperature combinations.

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Figure 1.1.17 Category "A" - Alternate Landing Profile

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Figure 1.1.18 Category "A" - Landing Distance from 50 ft Height to Stop

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CATEGORY "B" OPERATIONS

CATEGORY "B" TAKEOFF

TECHNIQUE

Rise vertically to 5 foot wheel height. Increase collective pitch to achieve up to 10% torque
above hover torque (not to exceed takeoff power limits) and accelerate forward maintaining 5
to 10 foot wheel height. Rotate nose-up at 50 KIAS, and climb at 55 KIAS until obstructions
are cleared.

ASSOCIATED CONDITIONS

Bleed Air: OFF

EAPS/Anti-ice: OFF or ON

TAKEOFF DISTANCE

The takeoff distances from 5 foot hover to 50 foot hover height are shown in Figures 1.1.20
to 1.1.23.

Example

Determine the take off distance required, given temperature, pressure altitude, and mission
takeoff gross weight.

1. Enter table for appropriate EAPS configuration with the desired takeoff gross weight,
and using temperature and pressure altitude, read takeoff distance required.

Given:

Mission Takeoff Gross Weight: 9000 lb

Temperature: +20 deg C
Pressure Altitude: 5000 ft
EAPS: OFF

Determine:

Takeoff Distance: 1100 ft

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Figure 1.1.19 Category "B" - Maximum Takeoff and Landing Gross Weight

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Figure 1.1.20 Category "B" - Takeoff Distance

(Sheet 1 of 4)

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Figure 1.1.21 Category "B" - Takeoff Distance

(Sheet 2 of 4)

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Figure 1.1.22 Category "B" - Takeoff Distance

(Sheet 3 of 4)

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Figure 1.1.23 Category "B" - Takeoff Distance

(Sheet 4 of 4)

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CATEGORY "B" LANDING

TECHNIQUE

Establish approach to pass through a point 200 feet above the touchdown elevation at 45
KIAS and 600 FPM rate of descent. Initiate deceleration passing through 50 feet at 45 KIAS.
Continue approach and deceleration to a running touchdown or hover. Refer to emergency
procedures for single engine landing.

ASSOCIATED CONDITIONS

Bleed Air: OFF

EAPS/Anti-ice: OFF or ON

LANDING DISTANCE

The landing distances shown in Figure 1.1.24 reflect one engine inoperative landings to a
hard surfaced runway.

Example

Determine landing distance required, given temperature and pressure altitude.

1. Enter Figure 1.1.24 and using temperature and pressure altitude, read landing distance
required.

Given:

Temperature: +30 deg C

Pressure Altitude: 3000 ft

Determine:

Landing Distance: 890 ft

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S76 Performance and Operations Handbook May 2013

Figure 1.1.24 Category "B" - Landing Distance from 50 ft Height to Stop

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S76 Performance and Operations Handbook May 2013

PART 1

SIKORSKY S76 FLIGHT MANUAL (EXTRACT)

SECTION 2

WEIGHT AND BALANCE

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S76 Performance and Operations Handbook May 2013

WEIGHT AND BALANCE

GENERAL

EMPTY WEIGHT AND HORIZONTAL CENTRE OF GRAVITY LOCATION

The current weight, moment and centre of gravity location of this aircraft are as shown in the
Load Data Sheet, Figure 1.2.2, herein.

1. The current weight includes all items listed in the Empty Weight Record, Figure
1.2.3, herein.

2. Figure 1.2.3 must be kept up to date. If any items of equipment are added to or
removed from the aircraft, Figure 1.2.3 must be updated as follows:

a. When items are added, make the appropriate entry in the 'Added' column of
the Empty Weight Record, Figure 1.2.3, dating the columns where indicated.
Add the new entry or entries to the previous totals of empty weight and
moment and calculate the new empty weight, moment and centre of gravity
location.

b. When items are removed from the aircraft, follow a similar procedure to a.
above, using the 'Removed' column and subtract the new entry or entries from
the previous totals of empty weight and moment.

c. New items to be added to the aircraft and not previously listed, may be 'written
in' on the next available line in the appropriate column of Figure 1.2.3. Do not
erase or obliterate any chart entries when items are removed from the aircraft.

d. The aircraft empty weight centre of gravity location (CG) is initially obtained
by actual weighing (Figure 1.2.2). The updated CG is obtained by dividing the
updated moment by the updated empty weight.

e. The Empty Weight Record (Figure 1.2.3) may be used for periodic checking
of the aircraft inventory.

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LOADING INSTRUCTIONS

1. Obtain the current Aircraft Empty Weight and Aircraft Empty Weight moment/1000
from Figure 1.2.2 or Figure 1.2.3, were items have been added to or removed from
aircraft and enter each in the appropriate columns of the manifest.

2. Obtain the aircraft takeoff gross weight and moment by adding to the current aircraft
empty weight and moment/1000, the weight and moment/1000 of each useful load
item to be carried. The weight and moment/1000 of useful load items is shown in
Figure 1.2.6/7, Figure 1.2.8, Figure 1.2.9 and Figure 1.2.10. Useful load items
include fuel, crew, passengers, baggage and/or cargo. Do not exceed limitations for
the specified compartments at any time.

3. Determine by reference to the Centre of Gravity chart (Figure 1.2.1) that the takeoff
gross weight and moment thus obtained is within the recommended weight and CG
limits. The aft CG has been adjusted to account for the landing gear retraction
moment of plus (+) 838. Therefore, loading based on wheels down conditions which
fall within the limiting moments of Figure 1.2.1 will be within CG limits for flight
with the landing gear retracted.

4. Check that the aircraft will remain within CG limits throughout the flight:

a. compute the landing gross weight and moment/1000, and

b. determine by reference to the CG chart, Figure 1.2.1, if landing gross weight
and moment is within the recommended weight and CG limits. Bring the
aircraft weight and/or balance within limits if either the weight or the moment
is outside the recommended limits by off loading and/or redistribution of
useful load.

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EXAMPLE

ITEM WEIGHT (kg) ARM (mm) MOMENT / 1000

AIRCRAFT PREPARED 3100 5435 16848.5

FOR SERVICE
PILOT 80 2604 208.3

COPILOT PAX 80 2604 208.3

PASSENGERS / C1 300 3442 1032.6

PASSENGERS / C2 200 4229 845.8

PASSENGERS / C3 120 5017 602.0

BAGGAGE / CARGO 100 5969 596.9

ZERO FUEL WEIGHT 3980 5111 20342.4

FUEL @ (T/O) 725.7 Refer Figure 1.2.10 3992.6

TAKEOFF WEIGHT 4705.7 5171 24335.0

C of G @ TAKEOFF = (24335.0 X 1000) / 4705.7 = 5171

FUEL BURN 490.5

FUEL REMAINING 235.2 Refer Figure 1.2.10 1286.5

LANDING WEIGHT 4215.2 5131 21628.9

C of G @ LANDING = (21628.9 X 1000) / 4215.2 = 5131

WEIGHT AND CENTRE OF GRAVITY LIMITS

See Figure 1.2.1 for forward and aft centre of gravity limits at various gross weights.

Lateral CG limits: Left or right 3-1/2 inches (89 mm) up to 10500 pounds (4764 kg)
gross weight.
Left or right 2-1/2 inches (63.5 mm) above 10500 pounds (4764 kg)
gross weight.

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WEIGHT DEFINITIONS

AIRCRAFT EMPTY WEIGHT (AEW):

As weighed empty weight as described in Figure 1.2.2.

AIRCRAFT PREPARED FOR SERVICE (APS):

Aircraft Empty Weight plus weight of all additional equipment, fixed or temporary, as
described in Figure 1.2.3.

OPERATING EMPTY WEIGHT (OEW):

Aircraft Prepared for Service weight plus weight of crew.

ZERO FUEL WEIGHT (ZFW):

Operating Empty Weight plus weight of all useful load items, excluding fuel.

RAMP WEIGHT (RW):

Zero Fuel Weight plus fuel at engine start.

TAKEOFF WEIGHT (TOW):

Ramp Weight less fuel burned during start and taxi.

LANDING WEIGHT (LW):

Takeoff Weight less fuel burn from takeoff to landing.

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Figure 1.2.1 Centre of Gravity Limits

LOAD DATA SHEET

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AIRCRAFT TYPE: SIKORSKY S76

AIRCRAFT TYPE MAXIMUM TAKEOFF WEIGHT: 4898 kg

THIS AIRCRAFT

As weighed empty weight 2850 kg

As weighed empty longitudinal arm 5420 mm

As weighed empty longitudinal moment / 1000 15447.0 kg/mm

As weighed empty lateral arm -0.40 mm

As weighed empty lateral moment -1140 kg/mm

MANUFACTURER’S LONGITUDINAL LIMITS

Refer to Figure 1.2.1, Section 2, Approved Rotorcraft Flight Manual for longitudinal limits.

MANUFACTURER’S LATERAL LIMITS

Lateral limit is 89 mm left or right of centreline for gross weight up to 4764 kg, reducing to 63.5
mm left or right of centreline for gross weights above 4764 kg.

CONFIGURATION AT TIME OF WEIGHING

Empty weight includes 2 pilot seats, emergency floats, hoist provisions, right hand sliding door,
cargo hook, 2 x portable fire extinguishers, 2 x first aid kits.

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Figure 1.2.2 Load Data Sheet

EMPTY WEIGHT AND BALANCE RECORD
Refer to Figure 1.2.2 for Aircraft Empty Weight and Centre of Gravity details.

ARM ALTERATION TOTAL

mm aft
ITEM of
Datum ADDED REMOVED APS Moment/1000
Weight
Weight Moment/1000 Weight Moment/1000
Empty Weight 5420 2850 15447.0
Row 1 seats 3430 30 102.9 2880 15549.9
Row 2 seats 4230 25 105.8 2905 15655.7
Row 3 seats 5010 20 100.2 2925 15755.9
Life Rafts 4038 52 210.0 2977 15965.9
Marine EPIRB 2623.5 8 21.0 2985 15986.6
Deck Protection 4229 10 42.3 2995 16029.2

NOTE: All items of equipment added to or removed from this aircraft must be entered on
this table. No other entries made on this table may be obliterated or erased.

Figure 1.2.3 Empty Weight and Balance Record

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Figure 1.2.4 Crew, Passenger and Baggage Centroids

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Figure 1.2.5 Cargo Centroids

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Figure 1.2.6 Cockpit and Cabin Compartment Weight and Moment Table
(Sheet 1 of 2 )

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Figure 1.2.7 Cockpit and Cabin Compartment Weight and Moment Table
(Sheet 2 of 2)

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Figure 1.2.8 Internal Cargo Weight and Moment Table

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Figure 1.2.9 External Cargo Weight and Moment Table

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Figure 1.2.10 Useable Fuel Weight and Moment Table (Gravity Fuelling)

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THIS PAGE IS INTENTIONALLY BLANK

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S76 Performance and Operations Handbook May 2013

PART 2

COMPANY OPERATIONS MANUAL (EXTRACT)

SECTION 1

FLIGHT PLANNING DATA

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FLIGHT PLANNING DATA

AIRCRAFT FUEL CAPACITIES USEABLE

US GAL LITRES LB KG

Basic Aircraft 276 1052 1850 840

STANDARD TAS and FUEL FLOWS

Speed (TAS) Fuel Flow

Cruise All Weights - 2 engines operating 140 kt 600 lb/hr

Holding All Weights - 2 engines operating 100 kt 480 lb/hr

Cruise and Holding All Weights - OEI ISA 100 kt 420 lb/hr
ISA+20 100 kt 440 lb/hr

STANDARD FUEL ALLOWANCES

Instrument Approach Fuel 50 lb

Start/Wheel-Taxi Fuel 40 lb

Rotors Running Turnaround 80 lb

MID ZONE FUEL WEIGHTS

Unless otherwise advised by a responsible company officer, the Mid Zone Weight vs Fuel
Flow table (Figure 2.1.1) must be used to derive fuel flows for all sectors flown with 2
engines operating.

To determine the Mid Zone Weight, calculate fuel burn to the mid zone (half-way) position
of the entire flight at the standard rate and subtract this weight from the aircraft takeoff
weight. The Mid Zone Weight derived will be used for all sectors. Enter the table at the
appropriate Density Altitude for each sector and read the fuel flow for the sector from the
corresponding weight column.

Mid Zone Weights are not required for OEI operations. Use standard fuel flows when
calculating fuel requirements for sectors flown in the OEI configuration.

These figures are for planning purposes only. The pilot in command must carefully monitor
actual fuel flows to ensure that all statutory requirements are met.

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10800 lbs 10500 lbs 10000 lbs 9500 lbs 9000 lbs 8500 lbs 8000 lbs
DA (4898 kgs) (4764 kgs) (4537 kgs) (4310 kgs) (4083 kgs) (3856 kgs) (3629 kgs)
X 1000 F/F SA F/F SAR F/F SA F/F SAR F/F SAR F/F SAR F/ SAR
1 596 .235 594 .236 590 R
.237 585 .239 581 .241 577 .242 F
574 .243
2 576 .243 574 .244 570 .246 567 .247 563 .249 560 .250 555 .252
3 561 .249 560 .250 557 .251 555 .252 552 .254 550 .254 546 .256
4 541 .259 540 .259 538 .260 536 .261 534 .262 533 .263 530 .264
5 527 .266 526 .266 524 .267 522 .268 519 .270 517 .271 514 .272
6 515 .272 514 .272 512 .273 509 .275 507 .276 505 .277 502 .279
7 506 .277 505 .277 502 .279 499 .280 496 .282 494 .283 490 .286
8 494 .283 492 .284 488 .287 484 .289 480 .292 476 .294 470 .298

Figure 2.1.1 Mid Zone Weight vs Fuel Flow (pounds per hour)
and Specific Air Range (nm/ lb fuel)
TAS 140 kt

NOTE: Fuel Flow figures for fractional altitudes (to the nearest 100 ft) must be
derived by interpolation.

Example: Fuel Flow at 7800 feet DA at 10800 lb. = 506 - ([506 - 494] x.8)
= 506 - 9.6
= 496.4
= 496

NOTE: Fuel Flows for fractional weights (to the nearest higher 250 lb) must be
derived by interpolation.

Example: Fuel Flow at 10100 lb at 8000 ft DA. = 492 - ([492 - 488] x .5)
(round up to 10250 lb) = 492 - 2
= 490

CLIMB

Initial climb to cruise level with 2 engines operating shall be conducted at 80 KIAS. Flight
plan estimates shall be increased by 1 minute per two thousand feet of climb or part thereof.
When a destination requires an ALTN, no allowance for climb shall be made when planning
sectors from the destination to the ALTN.

Following an engine failure on take-off, initial climb in the OEI configuration shall be
conducted at VBROC. Where the flight continues to the destination, flight plan estimates
shall be increased by 1 minute per one thousand feet of climb or part thereof.

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DESCENT

Descent should be conducted at cruise speed unless dictated by performance category for
instrument approach, or other limitations, e.g. undercarriage restrictions.

CALCULATION OF PNR AND CP (ETP)

When planning fights over long distances (greater than 180 nm) where no suitable enroute
alternates exist, and for all operations offshore, pilots must assess the options available to
them in the event of an in-flight emergency.

To this end, pilots shall, for the operations above and other times at their own discretion,
calculate a PNR and CP/ETP during pre-flight planning. In particular, the pilot in command
should ensure there is sufficient fuel on board at takeoff to allow for flight with two engines
operating to the CP/ETP OEI, and for OEI flight from the CP/ETP OEI to a location suitable
for an OEI landing, and be able to land with the appropriate fuel reserves intact.

Where actual conditions vary significantly from anticipated conditions, both PNR and
CP/ETP shall be re-calculated using actual conditions.

AERODROME/HELIPORT/HELIPAD DEFINITIONS

Acceptable Aerodrome/Heliport/Helipad is an landing area approved for S76 operations

which is forecast to be above landing minima for the period of intended use.

Suitable Aerodrome/Heliport/Helipad is a landing area approved for S76 operations which

is forecast to be above alternate minima for the period of intended use.

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FUEL RESERVES

DAY VFR

Variable Reserve 10% of the sum of cruise fuel required

to reach destination plus cruise fuel required to
reach alternate
(CRZ + ALTN) x 10%

Fixed Reserve - 2 engines operating 20 minutes

OEI 10 minutes

IFR AND NIGHT VFR

Variable Reserve 10% of the sum of cruise fuel required

to reach destination plus cruise fuel required to
reach alternate, or 10 minutes, whichever is the
greater

Fixed Reserve - 2 engines operating 30 minutes

OEI 10 minutes

IFR OVER WATER IN VMC BY DAY

Variable Reserve 10% of the sum of cruise fuel required

to reach destination plus cruise fuel required to
reach alternate
(CRZ + ALTN) x 10%

Fixed Reserve - 2 engines operating 20 minutes

OEI 10 minutes

CALCULATION OF FIXED RESERVE

2 engines operating Fixed Reserve shall be calculated at the cruise

fuel flow used for the flight. Where the flight
consists of multiple sectors, the Fixed Reserve
shall be calculated using the cruise fuel flow for
the final sector flown before landing. Where an
ALTN is planned the Fixed Reserve shall be
calculated using the cruise fuel flow for the final
sector flown to the ALTN

OEI Fixed Reserve for all OEI operations shall be

calculated at the OEI fuel flow used from the
point of engine failure to a landing

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PROVISION OF ALTERNATES - OFFSHORE

The pilot in command must make provision for flight to a suitable alternate for any flight
planned to an offshore platform, production facility, drilling ship, support vessel or other
marine landing platform. In the case of an aircraft which is conducting Category "A"
operations, another such suitable offshore facility may be nominated as an alternate. See
Company Operations Manual page 70.

This requirement is based on the possibility of there arising, in the course of the flight, some
situation which will preclude a safe landing on the destination oil rig or platform. Such
situations might include:

i) Gas or oil blowout, uncontained fire or other similar emergency

ii) Excessive pitch, roll, or heave in the case of a floating facility

iii) Weather conditions at destination

iv) An in-flight emergency that would render the aircraft incapable of carrying out a safe
landing on the offshore rig or platform

INFLIGHT REVISIONS

For any inflight fuel planning, or re-planning, the same data as per “Flight Planning” is to be
used. For the calculation of 2 engines operating cruise fuel flow, use the original flight plan
Mid Zone Weight. Inflight re-calculation of Mid Zone Weight is not required.

For any inflight fuel planning, or re-planning, the same fuel reserve, fuel allowance and
ALTN requirements as per “Flight Planning” are applicable, with the following exception:

IFR AND NIGHT VFR

VARIABLE RESERVE 10% of the sum of cruise fuel required

to reach destination plus cruise fuel required to
reach alternate
(CRZ + ALTN) x 10%

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PART 2

COMPANY OPERATIONS MANUAL (EXTRACT)

SECTION 2

OPERATIONAL STANDARDS - PERFORMANCE

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OPERATIONAL STANDARDS - PERFORMANCE

TAKEOFF WEIGHT LIMITATIONS

The maximum weight for takeoff shall not exceed the lesser of the following:

a. The maximum certified weight for take off

b. For Category "A" operations, the maximum weight for takeoff as determined by
Flight Manual, Figure 1.1.15 Category "A" Maximum Takeoff and Landing Gross
Weight
c. For Category "B" operations, the maximum weight for takeoff as determined by
Flight Manual, Figure 1.1.19 Category "B" Maximum Takeoff and Landing Gross
Weight, and Figures 1.1.20 to 1.1.23 Category "B" Takeoff distance
d. The following Obstacle Clearance and Performance Requirements

DAY VFR OPERATIONS

TAKEOFF

The maximum gross weight for takeoff is limited to that at which, in the ambient conditions,
with One Engine Inoperative (OEI), the helicopter is capable of a net ZERO PER CENT
gradient of climb, in accordance with Flight Manual, Figure 1.1.11 Forward Climb
Performance, at 500 feet above the takeoff level.

ENROUTE

The helicopter, in the OEI configuration, shall be able to maintain 500 feet terrain clearance
to a location suitable for an OEI landing. Drift-down techniques may be applied to meet this
requirement.

APPROACH AND LANDING

At the destination or the OEI alternate, the helicopter, in the OEI configuration, shall be
capable of a net ZERO PER CENT gradient of climb, in accordance with Flight Manual,
Figure 1.1.11 Forward Climb Performance, at 500 feet above the landing surface.

Note: The OEI CONFIGURATION means that the helicopter is flown at the Best Rate Of
Climb Speed (Vyse or BROC) with the remaining engine operating at the Maximum
Continuous OEI power limit (Flight Manual, Figure 1.1.1 Engine or Drive System Operating
Limits).

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IFR AND NIGHT VFR OPERATIONS

TAKEOFF/CLIMB

The maximum gross weight for takeoff is limited to that at which, in the ambient conditions,
the helicopter, in the OEI configuration, is capable of a net ONE PER CENT gradient of
climb in accordance with Flight Manual, Figure 1.1.11, at the initial route segment Lowest
Safe Altitude (LSALT) or Minimum Safe Altitude (MSA), whichever is the higher.

NOTE: No OEI accountability is required below Single Engine Best Rate of Climb
Speed (Vyse or VBROC). The responsibility for obstacle clearance during
climb to LSALT/MSA rests with the Pilot in Command.

EN-ROUTE

The helicopter, in the OEI configuration, shall be capable of a net ONE PER CENT gradient
of climb in accordance with Flight Manual, Figure 1.1.11, at the highest route segment
LSALT en-route to the destination or a suitable OEI landing area.

APPROACH AND LANDING

At the destination or the OEI alternate the helicopter, in the OEI configuration, shall be
capable of a net ONE PER CENT gradient of climb at the last route segment LSALT or
MSA, whichever is the higher.

OEI CONFIGURATION

The OEI CONFIGURATION means that the helicopter is flown at the Best Rate Of Climb
Speed (VBROC) with the remaining engine operating a the Maximum Continuous OEI
power limit (Flight Manual, Figure 1.1.1 Engine or Drive System Operating Limits).

OEI ACCOUNTABILITY

No OEI accountability is required below Single Engine Best Rate of Climb Speed
(Vyse or VBROC).

MISSED APPROACH - OBSTACLE CLEARANCE GRADIENT

For IFR operations, the Pilot in Command must ensure that, with the helicopter in the OEI
configuration, the requirement for a 2.5 per cent missed approach gradient can be met, or
otherwise raise the approach minima accordingly (refer to AIP).

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RATE OF CLIMB - STANDARD

For the purposes of this section, a net ONE PER CENT gradient of climb shall equal an
indicated Rate Of Climb of 80 feet per minute.

OEI LANDING AREA

A Suitable OEI landing area may be the departure point, the destination or a selected
alternate. In all cases it shall provide:

a. a smooth, level, firm surface

b. an obstacle free approach gradient of 5 degrees from 500 feet AGL to touchdown
c. two directions of approach not less than 150 degrees apart
d. a minimum length equal to that derived from Flight Manual, Figure 1.1.24 Category
"B" Landing Distance
e. a minimum width of 30 metres

HELIDECK TAKEOFF AND LANDING LIMITATIONS

Takeoff or landing weight for helideck operations shall be the lesser of that derived from
Flight Manual, Figure 1.1.9 Hover Out of Ground Effect, or that weight required for
compliance with the Takeoff, En-route and Landing operational performance standards
above.

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PART 2

COMPANY OPERATIONS MANUAL (EXTRACT)

SECTION 3

WEIGHT AND BALANCE

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S76 - Load and Trim VH - Date: *Start Index:

Crew: Capt. Signature:
*Start Index = [Weight x (C of G - 508)] + 30 NOTE: Weight in KG
10000 C of G in CM

Figure 2.3.1 Load and Trim Sheet (Sheet 1 of 2)

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WEIGHT

ITEM Sector 1 Sector 2 Sector 3

APS
PILOTS
SUB TOTAL
ROW 1
ROW 2
ROW 3
BAGS
SUB TOTAL
FUEL
TOW

BALANCE

ITEM Sector 1 Sector 2 Sector 3

- + - + - +
START
PILOTS
ROW 1
ROW 2
ROW 3
BAGS
SUB TOTAL
ZFW I/U ⇒ ⇒ ⇒
FUEL
TOTAL I/U

Figure 2.3.2 Load and Trim Sheet (Sheet 2 of 2)

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SIKORSKY S76 LOAD AND TRIM SHEET

EXAMPLE:

Given the following data:

APS Weight = 2900 kg APS Moment = 15529.5 / 1000

ITEM Sector 1 Sector 2 Sector 3

APS 2900
PILOTS 200
SUB TOTAL 3100
ROW 1 300
ROW 2 400
ROW 3 NIL
BAGS 200
SUB TOTAL 4000
FUEL 700
TOW 4700

APS C of G = [(15529.5 x 1000) / 2900 kg] = 5355 mm

Start Index (NOTE: C of G in CM) = {[2900 x (535.5 - 508)] / 10000} + 30 = 38.0 IU

From Index Chart, derive the following Index Units:

ITEM Sector 1 Sector 2 Sector 3

- + - + - +
START 38.0
PILOTS 4.7
ROW 1 4.7
ROW 2 3.4
ROW 3 NIL
BAGS 1.7
SUB TOTAL -12.8 39.7
ZFW I/U ⇒ 26.9 ⇒ ⇒
FUEL 3.0
TOTAL I/U 29.9

Check Total I/U against Takeoff Weight on Centre of Gravity envelope graph.
The aircraft is within limits of weight and balance for this flight.

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