AGUSTA AB 139 TRAINING MANUAL

AB 139
TYPE RATING GROUND COURSE

TM AB139-TRGC
AGUSTA AB 139 TRAINING MANUAL

TM AB139-TRGC

NOTICE

THIS PUBLICATION AND/OR DRAWINGS IS ISSUED

TO TRAINEES OF AGUSTA TRAINING CENTER
FOR INFORMATION ONLY. IT DOES NOT
REPLACE THE OFFICIAL TECHNICAL ORDERS
OF OTHER CURRENT PUBLICATIONS ISSUED
BY COMPETENT AUTHORITY. THIS INFORMATION IS
CURRENT ONLY AT THE DATE OF ISSUE.
AGUSTA TRAINING CENTER CANNOT ASSUME
THE RESPONSIBILITY FOR PROVIDING TRAINEES
WITH ADDITIONAL INFORMATION AND/OR REVISIONS.
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AGUSTA Training Center

ISSUED: January 2006
 AGUSTA AB 139 TRAINING MANUAL

TABLE OF CONTENTS

SUBJECT CHAPTER SECTION

AIR VEHICLE GENERAL .................................................................................................................................................. 00

AIR VEHICLE ...................................................................................................................................................................................................... 00
ACRONYMS LIST ............................................................................................................................................................................................... 11
CONVERSION TABLES ...................................................................................................................................................................................... 12
TECHNICAL PUBLICATIONS ............................................................................................................................................................................. 40

DIMENSIONS AND AREAS .............................................................................................................................................. 06

PRINCIPAL DIMENSIONS .................................................................................................................................................................................. 10

LEVELING AND WEIGHING ............................................................................................................................................. 08

MASS AND CG DATA ........................................................................................................................................................................................ 40

HANDLING AND TAXIING ................................................................................................................................................ 09

HANDLING .......................................................................................................................................................................................................... 10

PARKING AND MOORING ................................................................................................................................................ 10

PARKING ............................................................................................................................................................................................................. 10

AIRCREW INFORMATION ................................................................................................................................................ 15

GENERAL ........................................................................................................................................................................................................... 00

ENVIRONMENTAL CONTROL .......................................................................................................................................... 21

VENTILATION SYSTEM ..................................................................................................................................................................................... 20
HEATING SYSTEM ............................................................................................................................................................................................. 40
INTEGRATED ENVIRONMENTAL CONTROL SYSTEM ................................................................................................................................... 90

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SUBJECT CHAPTER SECTION

ELECTRICAL POWER ...................................................................................................................................................... 24

DC GENERATION ............................................................................................................................................................................................... 30
EXTERNAL POWER ........................................................................................................................................................................................... 40
DC ELECTRICAL LOAD DISTRIBUTION ........................................................................................................................................................... 60

EQUIPMENT/FURNISHINGS ............................................................................................................................................ 25
EMERGENCY (ELT) ............................................................................................................................................................................................ 60

FIRE PROTECTION ........................................................................................................................................................... 26

DETECTION ........................................................................................................................................................................................................ 10
EXTINGUISHING ................................................................................................................................................................................................ 20

FUEL SYSTEM .................................................................................................................................................................. 28

STORAGE ........................................................................................................................................................................................................... 10
DISTRIBUTION ................................................................................................................................................................................................... 20
INDICATING ........................................................................................................................................................................................................ 40

HYDRAULIC POWER ........................................................................................................................................................ 29

MAIN .................................................................................................................................................................................................................... 10
POWER CONTROL MODULE ............................................................................................................................................................................ 11
HYDRAULIC POWER SUPPLY .......................................................................................................................................................................... 12
TAIL ROTOR SHUT-OFF VALVE ........................................................................................................................................................................ 13
AUXILIARY .......................................................................................................................................................................................................... 20
INDICATING ........................................................................................................................................................................................................ 30

ICE AND RAIN PROTECTION .......................................................................................................................................... 30

PITOT AND STATIC ............................................................................................................................................................................................ 30
WINDSHIELDS .................................................................................................................................................................................................... 40

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SUBJECT CHAPTER SECTION

INDICATING / RECORDING SYSTEMS ............................................................................................................................ 31

INDEPENDENT INSTRUMENTS......................................................................................................................................................................... 20
RECORDERS ...................................................................................................................................................................................................... 30
CENTRAL WARNING SYSTEMS ....................................................................................................................................................................... 50

LANDING GEAR ................................................................................................................................................................ 32

MAIN GEAR AND DOORS .................................................................................................................................................................................. 10
NOSE GEAR AND DOORS ................................................................................................................................................................................ 20
EXTENSION AND RETRACTION ....................................................................................................................................................................... 30
WHEELS AND BRAKES ..................................................................................................................................................................................... 40
STEERING .......................................................................................................................................................................................................... 50

LIGHTS .............................................................................................................................................................................. 33
FLIGHT COMPARTMENT ................................................................................................................................................................................... 10
PASSENGER COMPARTMENT .......................................................................................................................................................................... 20
CARGO AND SERVICE COMPARTMENTS ....................................................................................................................................................... 30
EXTERIOR LIGHTS ............................................................................................................................................................................................ 40
EMERGENCY LIGHTING ................................................................................................................................................................................... 50

NAVIGATION ..................................................................................................................................................................... 34
ATTITUDE AND DIRECTION .............................................................................................................................................................................. 20
INDEPENDENT POSITION DETERMINING ....................................................................................................................................................... 40

DOORS .............................................................................................................................................................................. 52
DOORS WARNING ............................................................................................................................................................................................. 70

FUSELAGE ........................................................................................................................................................................ 53
FORWARD FUSELAGE ...................................................................................................................................................................................... 20
CENTRE FUSELAGE .......................................................................................................................................................................................... 30
REAR FUSELAGE .............................................................................................................................................................................................. 40
TAIL UNIT ............................................................................................................................................................................................................ 50

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SUBJECT CHAPTER SECTION

MAIN ROTOR .................................................................................................................................................................... 62

MAIN ROTOR BLADES ...................................................................................................................................................................................... 10
MAIN ROTOR HEAD ........................................................................................................................................................................................... 20
ROTATING CONTROLS AND SWASHPLATE ASSEMBLY ................................................................................................................................ 30
INDICATING ........................................................................................................................................................................................................ 40

MAIN ROTOR DRIVE ......................................................................................................................................................... 63

ENGINE/GEARBOX COUPLINGS ...................................................................................................................................................................... 10
MAIN GEARBOX ................................................................................................................................................................................................. 20
MAIN GEARBOX MOUNTS, ATTACHMENTS .................................................................................................................................................... 30
MAIN GEARBOX INDICATING ........................................................................................................................................................................... 40
ROTOR BRAKE SYSTEM.................................................................................................................................................................................... 50

TAIL ROTOR ...................................................................................................................................................................... 64

TAIL ROTOR BLADES ........................................................................................................................................................................................ 10
TAIL ROTOR HEAD ............................................................................................................................................................................................ 20
ROTATING CONTROLS ..................................................................................................................................................................................... 30

TAIL ROTOR DRIVE .......................................................................................................................................................... 65

SHAFTS .............................................................................................................................................................................................................. 10
INTERMEDIATE GEARBOX ............................................................................................................................................................................... 21
TAIL GEARBOX .................................................................................................................................................................................................. 22
INDICATING ........................................................................................................................................................................................................ 40

ROTORS FLIGHT CONTROLS ......................................................................................................................................... 67

COLLECTIVE PITCH CONTROL ........................................................................................................................................................................ 11
CYCLIC PITCH CONTROL ................................................................................................................................................................................. 12
MIXING CONTROL ............................................................................................................................................................................................. 13
TAIL ROTOR PITCH CONTROL ......................................................................................................................................................................... 21
SERVO CONTROL SYSTEM .............................................................................................................................................................................. 30

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SUBJECT CHAPTER SECTION

POWER PLANT ................................................................................................................................................................. 71

GENERAL ........................................................................................................................................................................................................... 00
MOUNTS ............................................................................................................................................................................................................. 20
FIRESEALS ......................................................................................................................................................................................................... 30

ENGINE .............................................................................................................................................................................. 72
GENERAL ........................................................................................................................................................................................................... 00

ENGINE FUEL AND CONTROL ........................................................................................................................................ 73

ENGINE FUEL AND CONTROL ......................................................................................................................................................................... 00

IGNITION ........................................................................................................................................................................... 74
ELECTRICAL POWER SUPPLY ......................................................................................................................................................................... 10

AIR ..................................................................................................................................................................................... 75
COMPRESSOR CONTROL ................................................................................................................................................................................ 00

ENGINE CONTROLS ........................................................................................................................................................ 76

POWER CONTROL ............................................................................................................................................................................................ 10

ENGINE INDICATING ........................................................................................................................................................ 77

INTEGRATED ENGINE INSTRUMENT SYSTEMS ............................................................................................................................................ 40

EXHAUST .......................................................................................................................................................................... 78
COLLECTOR / NOZZLE ..................................................................................................................................................................................... 10

ENGINE OIL ....................................................................................................................................................................... 79

GENERAL ........................................................................................................................................................................................................... 00
INDICATING ........................................................................................................................................................................................................ 30

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SUBJECT CHAPTER SECTION

STARTING ......................................................................................................................................................................... 80
CRANKING .......................................................................................................................................................................................................... 10

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CHAPTER 00 - AIR VEHICLE GENERAL

SECTION 00-00 - AIR VEHICLE

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SECTION 00-00 The AB139 will also be type certificated under:

– the Instrument Flight Rules (IFR) defined in:
AIR VEHICLE Appendix B to JAR 29 equal to FAR 29 CAT A
– the icing conditions defined in:
Appendix C to JAR/FAR 29.
Both certifications will require installation of appropriate
GENERAL DESCRIPTION packages kit to the basic aircraft configuration.
The AB139 is a twin engine, rotary wing aircraft designed Certification shall cover also:
for the following primary roles:
– transport of passengers (including VIP and Corporate) – Taxiing from prepared surfaces
– transport of material – Cat. 1 or 2 ILS approaches
– ambulance (EMS) – Overwater operations (no amphibian operations)
– Carriage of external loads
and be adaptable to the following secondary roles: – Cold weather operations
– air taxi – Hot and high operations.
– transport of underslung loads
– search and rescue (land, sea, mountain) STRUCTURE
– off-shore
The cockpit, the front part of the fuselage, includes the
– fire-fighting pilot (RH) and co-pilot or passenger (LH) side-by-side
– ecologic, radiologic, surveillance seating positions (with co-pilot controls to be installed as
– civil protection an option), adjustable crashworthy seats, the instrument
– law enforcement panel and a forward opening hinged door on each side.
and to paramilitary roles. The middle part of the fuselage is composed by cabin and
rear fuselage.
The various roles will be performed by the basic aircraft The cabin includes the passenger seating area, a sliding
by adding to it the equipment required for each role. door on each side, the fuel tanks housing, the main gear-
The AB139 type will be certificated under Category A and box and engine attachments, main landing gear attach-
B of JAR/FAR 29 Airworthiness Standards. ments and housing.
The rear part of the fuselage includes the baggage bay.
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Cabin size is adequate for the following internal arrange- The main landing gear is a single wheel type with hydrau-
ments: lic wheel brakes.
– Normal density civil transport 2 +11 passengers The nose landing gear is a dual wheel, free swiveling type
(all looking forward) in crashworthy seats. and is fitted with a centering device to ensure the gear is
centered before retraction; the capability for pilot to lock/
– Normal density civil transport 2 + 12 passengers unlock the nose gear in centered position is provided.
– High density civil transport 2 +15 passengers.
– Civil EMS 6 litter patients, 2 non-litter patients and 2 Wheel Brake Hydraulic System
medical attendants. The wheel brake system is a separated hydraulic system,
The tail boom, the final part of the fuselage, includes the operated and controlled by the pilot or copilot.
stabilizer, the fin, the intermediate and tail gearbox attach- A wheel parking brake manually controlled, is used to
ments. keep the helicopter parked for at least 8 hours in a 12%
This part can be removable. slope with a change of temperature of 45°C (perfor-
The parts mentioned above are considered primary struc- mances to be confirmed).
ture.
The remaining parts of the fuselage, which are considered
secondary structure, includes: POWERPLANT
– cockpit doors The powerplant comprises the engines and related instal-
– cabin doors lation, fire detection and extinguishing system.
– inspection doors
– transparents Engines
– main gearbox cowlings The helicopter is powered by two PT6C-67C turboshaft
– fairings engines. The engines are installed in separated fireproof
– nose door. areas above the cabin roof and supply power to the input
gears of the drive system by means of a rotating shaft.
LANDING GEAR The engines are connected to the helicopter airframe by
means of two attachment points on the engine body and
The landing gears are composed of a nose tricycle, tele-
to the main gearbox by means of a tube and gimbaled
scopic arm, fully retractable type with separated retracting
joint.
actuator.
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Air is supplied to the engine via individual, side facing air MGB
inlets.
The main gearbox is mounted on the main cabin by
The engines are started by a DC starter-generator.
means of four struts and an anti-torque device, and driven
Engine control is achieved via a control panel located in
by two PT6C-67C engines.
the cockpit and manual back-up of the engine control via
The main gearbox has three stages of reduction.
push-pull cables.
The main gearbox includes a duplicated oil lubrication
The engines are provided with torque sensing and match-
system. It also provides the attachment points for a
ing and with automatic power increase of one engine in
hydraulically actuated rotor brake, coaxial with the tail
case of failure of the other engine.
rotor drive output.
The main gearbox drives three hydraulic pumps, a spare
Fire Detection / Extinguishing
for two AC generators (optional for de-anti-icing system),
The fire detection system consists of a continuous wire a fan for main gearbox oil cooling and a spare for the
detector installed in the powerplant fire zones, routed in a compressor of the air conditioning (optional).
way that allows coverage of all critical areas such as ven-
tilation outlets, combustor/tailpipe sections, fuel supply, T.R Drive
controls, etc.
The tail rotor drive system consists of three drive shaft
The fire suppression system, required for the two main
driven by the main gearbox, an intermediate gearbox and
engine bays, consists of directional flow valves which
a tail gearbox.
allows discharge of the contents of one bottle while seal-
Both gearboxes have four attachment points and are oil
ing the connection to the other bottle and allows subse-
splash lubricated.
quent discharge of the other bottle in the same bay on
pilot's command.
Rotors
The rotor system consists a main rotor (MR) and tail rotor
DRIVE SYSTEM (TR).

The drive system consists of a main gearbox (MGB) and a MR

tail rotor drive system.
The main rotor is a five blades, completely articulated
rotor composed by the following major components:
– main rotor head
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– rotating controls When de-icing is requested, an electrical heather mat is

– blades. provided under the antierosion shield.
The rotating controls consist of a control rod connected on
The main rotor head consists of hub, elastomeric bear-
one side to the yaw servoactuator and on the other to a
ings, tension links, hydraulic type dampers, droop stops,
four arm crosshead, which in turn is connected to the
pitch change levers and blade connection bolts.
blades by four pitch links.
The rotating controls are obtained by a means of a rotat-
ing and stationary swashplate separated by a grease
lubricated duplex ball bearing. FIXED FLYING CONTROL SYSTEM
The stationary swashplate is connected to the main rotor The fixed flying control system includes four channels to
servoactuators, while the rotating swashplate is con- control the flight: longitudinal cyclic, lateral cyclic, yaw,
nected to each blade by means of an adjustable pitch link, collective.
and to the rotor head by means of two scissor links. The fixed flying control system includes all the elements
The blade is a complete composite structure with a fiber- (levers, rods, supports, etc.) from the pilot input (i.e. cyclic
glass epoxy spar. A parabolic tip is provided. and collective sticks and pedals) up to the main servoac-
The leading edge is protected by stainless steel erosion tuators and up to the tail rotor servo actuator.
shield. The fixed flight control system includes:
The blade is protected against lightning damage by an – The series actuators of the autopilot for the three chan-
appropriate connection from the tip to the root of the nels (longitudinal and lateral cyclic, yaw).
blade. – The parallel actuators for the four channels (longitudi-
When de-icing is requested, an electrical heater mat is nal and lateral cycle, yaw, collective) used to guarantee
provided under the erosion shield. the artificial sensibility and full operation of the autopi-
lot. The collective paraller actuator is not interfaced
TR with AFCS in case of 3-axis configuration.
The tail rotor is a four blades articulated rotor.
The blades are of composite material construction, with FUEL SYSTEM
leading edge protected by a metallic strip.
The hub is metallic with elastomeric bearings providing The fuel system is composed by fuel tanks, a single filler
the capability of pitch, flap and drag blade motions; an cap, a fuel selector manifold, booster pumps, a fuel quan-
elastomeric damper for each blade is provided. tity gauging system, drain valves, pressure switches, non-
return valves, a fuel venting system and fuel lines.

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The crashworthy fuel tanks are located in the rear area of On each circuit it is installed a PCM (Power Control Mod-
the cabin and each contains booster pump, engine feed ule) which receives the oil flow from the Hydraulic Power
line, fuel and water drain valve to supply one engine. Supply and distributes it to the Flight Controls actuators
Filling is achieved by gravity. and to the Landing Gear circuit.
The fuel selector manifold allows fuel supply to each On the Circuit 2, on the pressure line going to the Tail
engine, or fuel cross-feed. Rotor Actuator, an isolation valve TRSOV (Tail Rotor
The fuel quantity gauging system is composed of four Shut-off Valve) is also provided.
capacity probes, a fuel computer unit and a fuel low level This valve will be automatically closed when the fluid in
sensor for each tank. the circuit (PCM2) reservoir has reached the minimum
The fuel venting system consists of pipes of appropriate level.
diameter for each tank and are designed to prevent leak- For ground test and malfunction condition, a Flight Con-
age in case of roll-over after crash landing. trols circuit shut-off valve is integrated in each PCM to
allow to shut-off the flight controls circuit.
HYDRAULIC SYSTEM For safety reason, another shut-off valve is installed in
each PCM to allow to shut-off the landing gear circuits,
The hydraulic system is divided in Flight Control and increasing the survivability of the Flight Control functions.
Landing Gear Hydraulic Systems. Hydraulic power to the Landing Gear actuators is fur-
The hydraulic system comprises two separated indepen- nished by the PCMs to extend and retract the main and
dent and redundant circuits (Circuit 1 and Circuit 2) each nose landing gears.
supplied by hydraulic pumps. The normal function (extension and retraction) is supplied
Each of the two circuits is able to provide the power to by PCM 2, while the emergency function (down emer-
flight controls servoactuators. gency) is supplied by PCM 1.
The hydraulic power for Circuit 1 is provided by the HPS1 The Main and Nose Landing Gear are maintained in UP
(Hydraulic Power Supply) and by the EP (Electrical position by the hydraulic pressure (no mechanical uplocks
Pump). are provided).
The electrical pump is only able to satisfy the flow require- The extended DOWN position is maintained with the use
ments of the F/C during the pre-flight check. of mechanical locks in the Main and Nose gear actuators.
The hydraulic power for circuit 2 is provided by the HPS2
and by the HPS4.

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ELECTRICAL SYSTEM COCKPIT AND CABIN VENTILATION SYSTEM

The ventilation system consists of two separate sub-
D.C. Generating systems for cockpit and cabin ventilation.Heating and
The DC power is provided by two 30 V 300 A DC air cooling systems are provided as optional kits.
cooled generator.
The power supply is then distributed through two lower Cockpit
distribution panels to the MAIN-ESS-NON ESS buses. The system draws outside air from two intakes in the nose
The two batteries (40 Ah and 13 Ah) provides a back-up section and provides separate (pilot and co-pilot) ventila-
source of emergency DC power in the event that both
tion and windshield defogging.
generators fail. Each individual system is fitted with a blower and provides
The two batteries are also use for starting the engine
control of ventilation and defogging airflow. It shall be pos-
when the external power supply is not available: the main sible to interface the system with the optional heating and
battery (40 Ah) provides power to starter generator while cooling systems.
the auxiliary (13 Ah) supports the essential bus loads dur-
ing the start sequence.
Cabin
The external power can supply power to the A/C buses.
The system uses ram air drawn from an inlet duct located
A.C. Generating (N.A.) on the cabin roof. Air is then routed to the high side of the
cabin and cockpit by appropriate ducts.
LIGHTING
AVIONICS
The lighting system includes interior and exterior lighting
subsystems. The Primus Epic is an integrated avionics system that
The interior lighting subsystem consists of instruments hosts the subsystems and functions necessary to operate
lighting, panels lighting, overhead panels lighting and an aircraft.
cockpit utility lighting. The subsystems are:
The exterior lighting subsystem consists of anti collision – Autopilot
lights, position lights and landing lights. – Flight Management System
NVG compatibility can be provided at customer option. – Indicating and Recording Systems
– Aural Warning Generator

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– Navigation (GPS-AHRS-XPDR-WXR-LSS) Display System

– Crew Alerting System
The Primus Epic provides the flight crew with all the nec-
– Central Maintenance Systems essary displays for aircraft control and navigation on up to
The Primus Epic system has Modular Avionics Units four identical and interchangeable 8"x10" Active Matrix
(MAUs) that contain the hardware units called modules. Liquid Crystal Displays (AMLCD).
The Primus Epic uses flat panel display units (3 or 4) to The display system includes the following components:
show data in the cockpit. – 1) Flat panel display units
The Primus Epic includes dual Modular Radio Cabinets
• One (VFR) or two (IFR) primary flight and navigation
(MRC) with the repleceable modules that supplies aircraft
displays (PFD) with integrated engine instruments
radio functions.
and crew alerting information
The MRC also includes related antennas and supply the
• One multi-function display (MFD) for enhanced dis-
system that follows:
play of navigation and weather radar and secondary
– VHF
engine instruments
– VOR/ILS
• An additional MFD/video display for the SAR config-
– ADF uration (optional).
– DME – 2) Display controllers
– XPDR • One (VFR) or two (IFR) PFD controllers
The MAUs, the display units and the MRC are directly • One (VFR) or two (IFR) Cursor Control Devices
connected to the Avionic Standard Comunication Bus-D. (CCD)
The ASCB-D network lets these units send and receive
• Up to two Remote Instrument Controllers, depend-
data at the highest speed possible based an reliability and
ing on aircraft and video configuration
availability. The bus moves data at 10 Mb/s.
• Menu selections from the MFD
The AB139 Primus Epic system is available in two main
configurations: • One Reconfiguration Control Panel (RCP)
– Single pilot VFR • One Dimming Control Panel
– Dual pilot IFR • Inertial Measurement Unit control switches.
Various options are also available within these configura- – 3) Standby instruments
tions. Both configurations use the some display formats, • One self-contained attitude indicator
controllers and sensors. • One airspeed indicator
• One altimeter with encoder.
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– 4) Master Caution and Master Warning lights – Night-Sun search light SX-16
are provided at each crew station. – RH & LH electrically operated passenger steps
– Closed circuit refueling system
OPTIONAL EQUIPMENT – Auxiliary fuel tank kit (500 liters / 132 Us gal)
– Snow skis kit
The following systems shall be treated as Special Kits:
– Slump protection kit (soft terrain pads)
– Air conditioning system
– Main cabin bubble window
– Engine air particle separator (EAPS)
– Cockpit/cabin separation panel
– Windshield washing system
– Fast roping kit
– Anti / De-icing system
– Litter kit (up to 4 places)
– Heated windshield
– Cockpit voice & flight data recorder
– Cargo hook kit (2720 kg / 6000 lb)
– Weather radar
– External mirror
– Autopilot 4 axis (additional to standard 3 axis AFCS)
– Emergency float kit
– Autopilot 4 axis plus IRS (SAR automatic approach)
– Twin life raft installation (17 places)
– HUMS
– External electrical hoist kit (272 kg / 600 lb) with utility
hoist light – NVG compatibility (cockpit & external light)
– External loudspeaker – PA system (on std. ICS)
– Wire strike protection – TCAS II Honeywell
– FLIR (Ultra 7500)

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DIMENSION AND GENERAL DATA • height ............................................................... 1.02 m (3.35 ft)

• volume ...............................................................3.4 m3 (106 ft3)
External dimensions • doors ............................................. 0,93 m x 1.00 m (37” x 39”)

- Width:
Weight
• rotors turning ............................................... 13.80 m (45.27 ft)
- Basic empty (variable with custom configuration)4100 kg (9039 lb)
• without rotors (stabilizer span) ........................3.50 m (11.48 ft)
- Length: - Minimum flyable .................................................4400 kg (9700 lb)
• rotors turning ................................................ 16.62 m (54.53 ft) - Take off .............................................................6400 kg (14109 lb)
• without rotors ................................................ 13.53 m (44.39 ft)
- Height: Performance (ISA) (up to)
• overall, rotors turning ..................................... 4.98 m (16.34 ft) - VNE ....................................................................................167 Kts
- Clearances: - Hovering IGE at MTOW/MCP ............................ 4267 m (14000 ft)
• MR to ground, rotors turning ............................. 3.02 m (9.92 ft)
- Hovering OGE at MTOW/MCP............................. 1829 m (6000 ft)
• TR to ground, rotors turning ............................. 2.30 m (7.50 ft)
- Rate of climb at MTOW/TOP ..........................10.9 m/s (2150 ft/1’)
Internal dimensions - Service ceiling (AEO at MCP) ........................... 6096 m (20000 ft)
- Cabin: - Operating temperature .................-40°C to +50°C (-40°F to 122°F)
• length ............................................................... 2.70 m (8.85 ft)
• width ................................................................. 2.00 m (6.56 ft) Noise (ICAO Annex 16 / FAR part 36)
• height ............................................................... 1.42 m (4.66 ft)
• volume ............................................................. 8.05 m³ (283 ft³) - Flyover.........................................................................89.8/89.3 db
• doors ............................................. 1.68 m x 1.35 m (66” x 53”) - Approach ....................................................................93.6/92.4 db
• floor resistance (uniform load)................ 1000 kg/m2 (1.42 PSI) - Take-off ......................................................................90.5/90.1 db
• floor resistance (concentrated load) .................200 kg/100 mm2
(44.9 lb/0.15in2)
• normal density seats .............................................................12 Landing gear
• high density seats ..................................................................15 - Tread of main wheels ............................................. 3.04 m (9.97 ft)
- Baggage: - Wheel base .......................................................... 4.34 m (14.24 ft)
• length ..................................................................... 3 m (9.84 ft) - Fuselage ground angle at BDGW (Nose up)..........................0° 23'
• width (max) ......................................................... 1.2 m (3.94 ft)

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Main rotor - Tail drive reduction ratio ....................................................14.63 : 1

- Type .......................................................................Fully articulated

Transmission ratings
- Diameter .............................................................. 13.8 m (45.27 ft)
- AEO take off power (5 min/102%) .................. 2244 HP (1674 kW)
- Number of blades .........................................................................5
- AEO take off power (5 min/100%) .................. 2200 HP (1641 kW)
- Tip speed ....................................................214.16 m/s (702.6 ft/s)
- AEO continuous power ................................... 2000 HP (1492 kW)
- Rpm (100%) ..........................................................................296.4
- OEI 2,5 min power .......................................... 1600 HP (1194 kW)
- Shaft tilt (forward) ....................................................................... 5°
- OEI continuous power .................................... 1400 HP (1044 kW)
- Direction of rotation ............................... CCW, viewed from above
Engine
Tail rotor - Manufacturer .................................................. PRATT & WHITNEY
- Type .......................................................................Fully articulated
- Model..............................................................................PT6C-67C
- Diameter ................................................................ 2.70 m (8.86 ft)
- Type............................................................ Free turbine turboshaft
- Number of blades .........................................................................4
- Combustor chamber type ....................................................annular
- Tip speed ....................................................202.97 m/s (665.9 ft/s)
- Turbine speed (output shaft) 100% ................................21000 rpm
- Rpm (100%) ........................................................................1435.7
- Rotation (view from AGB)..........................................................CW
- Direction of rotation .......................................CW, viewed from left
- Gas generator speed 100% ...........................................38200 rpm

Fuel - Compressor pressure ratio.....................................................12 : 1

- Standard tanks ................... 1250 kg/1562 l (2756 lb/412.6 US gal) - Maximum oil consumption ........................0.9 kg/10 h (2.0 lb/10 h)
(measured over a 10h period) ........... 0.9 l/10h (1.1 US quart/10 h)
- Auxiliary tank ............................ 400 kg/500 l (882 lb/132.1 US gal)
- Average fuel consumption.................... 286 gr/HP/h (0.63 lb/HP/h)
Hydraulic system - Length .................................................................. 1634 mm (64.3”)
- Operating pressure........................................... 207 bar (3000 PSI) - Diameter................................................................. 642 mm (25.3”)
- Weight (dry).......................................................190.3 kg (419.5 lb)
Drive system
- Total weight .......................................................212.2 kg (467.8 lb)
- Main gearbox reduction ratio.............................................70.85 : 1

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Engine power ratings (ISA, sea level) - Main battery:

• Capacity ........................................................................... 40 Ah
- AEO take off power (5 min/102%) ................... 1680 HP (1253 kW)
• Nominal terminal voltage............................................ 25.2 VDC
- AEO continuous power.................................... 1531 HP (1142 kW) • Functions......................... supplies main power for engine start;
provides stored energy for the
- OEI 2.5 min power........................................... 1872 HP (1396 kW) essential buses in the event of
- OEI continuous power ..................................... 1680 HP (1253 kW) loss of generator power.
- Auxiliary battery:
Servicing • Capacity ........................................................................... 13 Ah
- Lubrication oil ..................................... DOD-L-85734, MIL-L-23699 • Nominal terminal voltage............................................ 25.2 VDC
• Functions.................................... provides stored energy for the
- Fluid .......................................................................MIL PRF 83282 essential buses during engine
– Alternative: .................... MIL H 5606 (NOTE), DEF STAN81-48, start and in the event of loss
AIR 3520/B GRADE 515, AIR 3520/A GRADE H520, of generator power
AMG-10, H515 (Equivalent H520) - Modular avionics unit:
• Nominal supply voltage
NOTE MIL 5606 is used for enhanced performance of hydraulic for MAU No. 1 ................... 28 VDC (MAIN No. 1) (MAIN No. 2)
system in low temperature environments below -40°C. for MAU No. 2 .......................28 VDC (ESS No. 1) (ESS No. 2)
This fluid is not considered a Fire Resistant fluid.
NOTE During the starter phase, the MAU No. 1 primary power
- Fuel ........................................................ JET A, JET A-1, JET A-2, comes from the ESS. No. 2 through a K19 relay.
JP-8, JP-5, JET-B, JP-4
- Modular radio cabinet:
Electrical system • Nominal supply voltage
for MRC No. 1 ......................................... 28 VDC (MAIN No. 1)
- Starter-generator: for MRC No. 2 ........................................... 28 VDC (ESS No. 2)
• Capacity: ................300 A, 30 VDC, Air cooled with integral fan
• Rated speed range......................................... 6800/11078 RPM
• Maximum allowable starter
current and voltage ....................... 1600 A MAX, 30 VDC MAX

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AB139 HELICOPTER
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12 PASSENGERS CONFIGURATION
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AB139 SYSTEMS (SHEET 1 OF 6)

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AB139 SYSTEMS (SHEET 2 OF 6)

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AB139 SYSTEMS (SHEET 3 OF 6)

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AB139 SYSTEMS (SHEET 4 OF 6)

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AB139 SYSTEMS (SHEET 5 OF 6)

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AB139 SYSTEMS (SHEET 6 OF 6)

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CHAPTER 00 - AIR VEHICLE GENERAL

SECTION 00-11 - ACRONYMS LIST

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SECTION 00-11 AMLCD Active Matrix Liquid Crystal Display

AMM Air Management Module
ACRONYMS LIST AOA Angle of attack
AP Autopilot
APM Aircraft Personality Module
AC Alternating Current; Advisory Circular; ARINC Aeronautical Radio Inc.
Autopilot Controller ASCB Avionics Standard Communication Bus
ACCB Air Conditioning Control Box ASEL Altitude Preselect
ACP Audio Control Panel ATC Air Traffic Control
ADA Air Data Application ATT Attitude Retention Mode
ADI Attitude Director Indicator AWG Aural Warning Generator
ADF Automatic Direction Finder
ADM Air Data Module BC Back Course
ADS Air Data System BDGW Basic Design Gross Weight
AEO All Engine Operative BIT Built in Test
AFCS Automatic Flight Control System BL Buttock Line
AGB Accessory GearBox BOV Bleed Valve
AGL Above Ground Level BRG Bearing
Ah Ampere Hour
AHRS Attitude And Heading Reference System CAA Civil Aviation Authority
AHRU Attitude Heading Reference Unit CAN Control Area Network
AIOP Actuator Input/Output Processor (Module) CAS Crew Alerting System
ALT Barometric Altitude CCD Cursor Control Device
ALTA Altitude Acquire CCU Cockpit Control Unit
ALTSEL Altitude Select CCW Counter Clock-Wise

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CG Center of Gravity DGPS Differential Global Positioning System

CIO Control Input/Output (Module) DH Decision Height
CLP Collective Lever Pitch DME Distance Measuring Equipment
CMC Central Manintenance Computer DMG Digital Map Generator
CMC-RT Central Manintenance Computer Remote DITS Digital Information Transmission System
Terminal DOTS Duct Overheat Temperature Switch
CMS Central Maintenance System DPST Double Pole Single Throw
COMM Communication DTD Data Transfer Device
COV Crossover Valve DTS Duct Temperature Sensor
CSIO Custom Input/Output (Module) DU Display Unit
CT Current Transformer; Compressor Turbine DVS Doppler Velocity System
CVR Cockpit Voice Recorder DWS Debris Warning System
CW Clock-Wise
CWS Central Warning System EAPS Engine Air Particle Separator
ECL Engine Control Lever
DAU Digital Acquisition Unit ECP Engine Control Panel
DBM Data Base Module ECS Environmental Control System
DC Display Controller; Direct Current EDS Electronic Display System
DCL Deceleration EEC Electronic Engine Control
DCM Detachable Configuration Module EGPWS Enhanced Ground Proximity Warning
DCU Data Collection Unit System
DEOS Digital Engine Operating System EICAS Engine Instrument and Crew Alerting System
DF Directional Finder ELT Emergency Locator System
DFDAU Digital Flight Data Acquisition Unit EMC Electromagnetic Compatibility
DG Directional Gyro EMF Electro-Motive Force

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EMI Electromagnetic Interference GFE Government Furnished Equipment

EP Electric Pump GLS GPS Landing System
EPGDS Electrical Power Generation and Distribution GOV Governor (Engine)
System GPS Global Positioning System
ESIS Electronic Stand-by Instrument System GPWS Ground Proximity Warning System
ET Elapsed Time GS Glide Slope
GSE Ground Support Equipment
F/C SOV Flight Control Shut-Off Valve
FAA Federal Aviation Administration HCB Heating Control Box
FCU Fuel Control Unit HDG Heading
FD Flight Director HECTM Helicopter Engine Condition Trend
FDAU Flight Data Acquisition Unit Monitoring
FDR Flight Data Recorder HF High Frequency
FH Flying Hours HP High Pressure
FHDB Fault Hystory Database HPS Hydraulic Power Supply
FLIR Forward Looking Intra Red HPU Hydraulic Power Unit
FMCW Frequency Modulated Continuous Wave HSI Horizontal Situation Indicator
FMM Fuel Management Module HUMS Health and Usage Monitoring System
FMS Flight Management System
FOG Fiber Optic Gyro IAS Indicated Air Speed
FV Flapper Valve ICS Intercommunication System
IFR Instrument Flight Rules
GBS Ground Based Software IGB Intermediate Gearbox
GC Guidance Controller IGE In Ground Effect
GCU Generation Control Unit ILS Instrument Landing System

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ISA International Standard Atmosphere MCDU Multifunction Control Display Unit

ITT Inter Turbine Temperature MCL Master Caution Light
MCP Maximum Continuous Power
JAA Joint Aviation Authority MCP Miscellaneous Control Panel
JAR Joint Airworthiness Regulations MDA Minimum Descent Altitude
MFD Multi-Function Display
LAN Local Area Network MGB Main Gear Box
LCD Liquid Crystal Display MIL-SPEC Military Specification
LCF Low Cycle Fatigue MIL-STD Military Standard
LDI Loadable Diagnostic Information MLG Main Landing Gear
LG Landing Gear MM Maintenance Manual
LGCL Landing Gear Control Lever MMH Maintenance Man Hour
LGCP Landing Gear Control Panel MMI Man-Machine Interface
LGCV Landing Gear Control Valve MPFDR Multipurpose Flight Data Recorder
LH Left Hand MPOG Minimum Pitch On Ground
LLLTV Low Light Level Television MRA Main Rotor Actuator
LOS Line-of-Sight MRC Modular Radio Cabinet
LP Low Pressure MSL Mean Sea Level
LRM Line Replaceable Module MSU Magnetic Sensor Unit
LRU Line Replaceable Unit MTBAF Mean Time Between Attributable Fault
LSS Lightning Sensor System MTBF Mean Time Between Failures
LVDT Linear Variable Differential Transformer MTBM Mean Time Between Maintenance
MTBO Mean Time Between Overhaul
MAU Modular Avionics Unit MTBR Mean Time Between Removal
MB Marker Beacon MTTR Maintenance Time to Replace

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MWF Monitor Warning Function PLA Power Lever Angle

MWL Master Warning Light PMA Permanent Magnet Alternator
PMS Power Management Switch
NATO North Atlantic Treaty Organization P/N Part Number
N/A Not Applicable, Not Available PROM Programmable Read Only Memory
NC Normally Closed PRV Pressure Relief Valve
Nf/Npt Engine free turbine speed P/R Partial Retraction
Ng Engine Gas Generator Turbine/Compressor PSM Power Supply Module
Speed PT Power Turbine
NIC Network Interface Controller
NIM Network Interface Module R/A Retract Actuator
NLG Nose Landing Gear RADALT Radar Altitude
NM Nautical Mile RAM Random Access Memory; Reliability,
NO Normally Open Availability & Maintainability
Nr Rotor rpm RB Rotor Brake
NVM Non Volatile Memory RCB Radio Control Bus
RCP Reversion Control Panel
OAT Outer Air Temperature; Outside Ambient RH Right Hand
Temperature RHT Radar Altitude Hold
OEI One Engine Inoperative RIB Remote Image Bus
OGE Out of Ground Effect RIC Remote Instrument Controller
RNAV Area Navigation
PCM Power Control Module ROC Rate of Climb
PDP Power Distribution Panel RPM Revolution Per Minute
PFD Primary Flight Display RSB Radio System Bus

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RTD Resistence Temperature Device TR Tail Rotor

TRA Tail Rotor Actuator
SA Shortening Actuator TRSOV Tail Rotor Shut-Off valve
SAR Search and Rescue TSO Time Since Overhaul
SAS Stability Augmentation System TWD Threat Warning Display
SCMS Software Configuration Management System
SHP Shaft Horse Power UHF Ultra High Frequency
S/N Serial Number ULB Underwater Locator Beacon
SOV Shut Off Valve UTC Coordinated Universal Time
STA Station line UTILSOV Utility Shut-Off Valve
S/W Software
SSM Sign Status Matrix VDR VHF Data Radio
VFR Visual Flight Rules
TACAN Tactical Air Navigation VHF Very High Frequency
TAS True Airspeed VIDL Vor/Ils Data Link
TBD To Be Determined VIP Very Important Person
TBO Time Between Overhaul VMO Maximum Operating Velocity
TCAS Traffic Alert and Collision Avaidance System VMS Vehicle Monitoring System
TCPS Temperature Compensated Pressure Switch VNE Velocity Never Exceed
TCV Temperature Control Valve VOR VHF Omnidirectional Range
TEV Thermostatic Expansion Valve VR Takeoff Rotation Speed
TGB Tail Gear Box VREF Reference Speed
TO Take Off VROC Vertical Rate Of Climb
TOP Take Off Power VS Vertical Speed
TQ Engine Torque VSI Vertical Speed Indicator

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VTA Vertical Track Alert

XFEED Crossfeed

WL Water Line
WOW Weight-On-Wheels
WXR Weather Radar

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CHAPTER 00 - AIR VEHICLE GENERAL

SECTION 00-12 - CONVERSION TABLES

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SECTION 00-12

CONVERSION TABLES

GENERAL
The following conversion tables are included:
– Temperature
– Length
– Pressure
– Torque
– Volume (US units)
– Volume (imperial units)
– Power
– Weight/Force
– Jet B / JP4 Fuel
– Jet A1 / JP5 / JP8 Fuel

To obtain the unit conversion always multiply by the num-

ber following in the arrow.

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TORQUE AND LENGTH CONVERSION TABLES

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WEIGHT/FORCE AND POWER CONVERSION TABLES

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PRESSURE CONVERSION TABLES

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VOLUME CONVERSION TABLES

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FUEL DENSITY CONVERSION TABLES

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TEMPERATURE AND DENSITY/ALTITUDE CONVERSION TABLE

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CHAPTER 00 - AIR VEHICLE GENERAL

SECTION 00-40 - TECHNICAL PUBLICATIONS

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SECTION 00-40 – 2 Normal Procedures

– 3 Emergency And Malfunctions Procedures
TECHNICAL PUBLICATIONS – 4 Performances
– 5 Optional Equipment
– 6 Weight and Balance
– 7 Systems Description
GENERAL DESCRIPTION – 8 Handling and Servicing
– 9 Supplemental Performance Information.
The flight and maintenance operations must be carried
out according to the officially issued documents which are Flight Manual Supplements for certified kits
composed of:
– Rotorcraft Flight Manual It provides al the information required to operate the certi-
– Flight Manual Supplements for certified kits fied kits installed on the helicopter in normal and emer-
gency conditions.
– Maintenance Manual
– Integration to Maintenance Manual for additional certi-
Maintenance Manual
fied kits
– Component repair and overhaul manual It provides all the information required to perform all the
– Structural Repair Manual procedures used to preserve the airworthiness and flight
– Illustrated Parts Catalogue characteristic of the helicopter.
It contains the following information:
– Fault Isolation Manual
– inspection requirements
– Wiring Diagram Manual
– maintenance procedures
– Illustrated Tools and Equipment Manual
– removal and installation procedures
– Master Minimum Equipment List
– test and inspection.
Rotorcraft Flight Manual
Integration to Maintenance Manual for additional
It provides all the information required to operate the heli- certified kits
copter in normal and emergency conditions.
It contains the following sections: It provides all the information required to perform all the
– 1 Airworthiness Limitations procedures used to preserve the airworthiness and flight

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characteristics of the certified kits installed on the helicop- Illustrated Tools and Equipment Manual
ter.
It provides all the characteristics and the illustrations of all
the special tools and equipment, including test equipment
Component Repair and Overhaul Manual
recommended for the maintenance of the air vehicle.
It provides all the information required to the disassembly,
inspection, repair and reassembly of the major helicopter Master Minimum Equipment List
components when applicable.
It provides the list of all the airborne equipment which is
mandatory to achieve a safe flight condition.
Structural Repair Manual
It provides all the information required for the identification
of structure damages and the repair associated.

Illustrated Parts Catalogue

It provides the illustration and identification data about the
replaceable parts of the air vehicle for which the mainte-
nance procedures has been provided.

Fault Isolation Manual

It provides the information and procedures required by the
user to isolate faults not identified by built-in test equip-
ment.

Wiring Diagram Manual

It provides all the electrical/electronic wiring diagrams
required for maintenance tasks.

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THIS PAGE INTENTIONALLY LEFT BLANK

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CHAPTER 06 - DIMENSIONS AND AREAS

SECTION 06-10 - PRINCIPAL DIMENSIONS

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SECTION 06-10

PRINCIPAL DIMENSIONS

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PRINCIPAL DIMENSIONS (SHEET 1 OF 2)

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4.98 m (16.34 ft)

3.57 m (11.71 ft)

4.34 m (14.24 ft)

13.53 m (44.39 ft)

16.65 m (54.63 ft)

TM-39-06-10-002

PRINCIPAL DIMENSIONS (SHEET 2 OF 2)

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CHAPTER 08 - LEVELING AND WEIGHING

SECTION 08-40 - MASS AND CG DATA

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SECTION 08-40

MASS AND CG DATA

GENERAL
Information for the weight and balance computation are
provided with Rotorcraft Flight Manual.
It is the pilot’s responsibility to ensure that the helicopter is
properly loaded to maintain for the duration of the flight
the center of gravity within the limitations defined in
Section 1 of the Rotorcraft Flight Manual.
Figures, charts and examples are provided to assist the
pilot in computing the proper loading conditions.

LOADING SAMPLES
The empty weight and the moment of the AB139 helicop-
ter can be found in Chart B (Helicopter Weighing Record).
The values in Chart B are obtained by weighing the air-
craft and computing the empty weight, moment and CG.
Subsequently as items of equipment are added or
removed, entries shall be made in Chart C (Basic Weight
and Balance Record) and the new empty weight and bal-
ance computed.
The empty weight includes fixed ballast, hydraulic fluid,
transmission oil, unusable fuel and undrainable engine oil.

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WEIGHT AND LONGITUDINAL CG ENVELOPE

WEIGHT AND CG ENVELOPE CHARTS (1/2)

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WEIGHT AND LATERAL CG ENVELOPE

WEIGHT AND CG ENVELOPE CHARTS (2/2)

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HELICOPTER STATIONS DIAGRAM

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WEIGHTS - ARMS AND MOMENTS WEIGHTS - ARMS AND MOMENTS

LONGITUDINAL MOMENTS LATERAL MOMENTS
Pilots and Passengers Pilots and Passengers
Pilot Passengers Passengers Passengers Copilot or Passengers Passengers Passengers Passengers
Weight Copilot or first row second row third row Weight Pilot
passenger max left left right max right
passenger (4 seats) (4 seats) (4 seats) (Arm 550 mm) (Arm -550 mm) (Arm -737 mm) (Arm -254 mm) (Arm 254 mm) (Arm 737 mm)
(Arm 2820 mm) (Arm 3415 mm) (Arm 4789 mm) (Arm 5600 mm)
(Kg) Moment (Kgm) Moment (Kgm) Moment (Kgm) Moment (Kgm) Moment (Kgm) Moment (Kgm)
(Kg) Moment (Kgm) Moment (Kgm) Moment (Kgm) Moment (Kgm)

70 197 239 335 392 70 39 -39 -52 -18 18 52

80 226 273 383 448 80 44 -44 -59 -20 20 59
90 254 307 431 504 90 50 -50 -66 -23 23 66
100 282 342 479 560 100 55 -55 -74 -25 25 74
110 310 376 527 616 110 61 -61 -81 -28 28 81
120 338 410 575 672 120 66 -66 -88 -30 30 88
130 367 444 623 728 130 72 -72 -96 -33 33 96
140 395 478 670 784 140 77 -77 -103 -36 36 103
150 423 512 718 840
150 83 -83 -111 -38 38 111
160 451 546 766 896
170 479 581 814 952
160 -118 -41 41 118
180 508 615 862 1008 170 -125 -43 43 125
190 536 649 910 1064 180 -133 -46 46 133
200 564 683 958 1120 190 -140 -48 48 140
210 592 717 1006 1176 200 -147 -51 51 147
220 620 751 1054 1232 210 -155 -53 53 155
230 649 785 1101 1288 220 -162 -56 56 162
240 677 820 1149 1344 230 -170 -58 58 170
250 854 1197 1400 240 -177 -61 61 177
260 888 1245 1456 250 -184 -64 64 184
270 922 1293 1512
260 -192 -66 66 192
280 956 1341 1568
270 -199 -69 69 199
290 990 1389 1624
300 1025 1437 1680 280 -206 -71 71 206
310 1059 1485 1736 290 -214 -74 74 214
320 1093 1532 1792 300 -221 -76 76 221
330 1127 1580 1848 310 -228 -79 79 228
340 1161 1628 1904 320 -236 -81 81 236
350 1195 1676 1960 330 -243 -84 84 243
360 1229 1724 2016 340 -251 -86 86 251
370 1264 1772 2072 350 -258 -89 89 258
380 1298 1820 2128 360 -265 -91 91 265
390 1332 1868 2184
400 1366 1916 2240
410 1400 1963 2296
420 1434 2011 2352
430 1468 2059 2408
440 1503 2107 2464
450 1537 2155 2520
460 1571 2203 2576
470 1605 2251 2632
480 1639 2299 2688

CREW AND PASSENGERS WEIGHT CHARTS

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W E IG H T S - A R M S A N D M O M E N T S W E IG H T S - A R M S A N D M O M E N T S

L O N G IT U D IN A L M O M E N T S L O N G IT U D IN A L M O M E N T S

U S A B L E F U E L
W e ig h t L A rm M o m e n t
E N G IN E O IL (A rm 6 8 7 8 ) (K g ) ( 0 .8 K g /L ) (m m ) (K g m )
W e ig h t (L ) M o m e n t 2 5 3 1 6 2 0 8 1 5 5 .2
(K g ) (K g m ) 5 0 6 3 6 2 0 9 3 1 0 .5
7 5 9 4 6 2 1 0 4 6 5 .8
1 0 0 1 2 5 6 2 1 0 6 2 1 .0
1 9 .7 1 9 1 3 5 .5 1 2 5 1 5 6 6 2 1 0 7 7 6 .3
1 5 0 1 8 8 6 2 1 0 9 3 1 .5
1 7 5 2 1 9 6 2 1 0 1 0 8 6 .8
2 0 0 2 5 0 6 2 1 0 1 2 4 2 .0
M A IN T R A N S M IS S IO N O IL (A r m 5 0 9 4 ) 2 2 5 2 8 1 6 2 1 0 1 3 9 7 .3
2 5 0 3 1 3 6 2 1 0 1 5 5 2 .5
W e ig h t (L ) M o m e n t 2 7 5 3 4 4 6 2 1 0 1 7 0 7 .8
(K g ) (K g m ) 3 0 0 3 7 5 6 2 1 0 1 8 6 3 .0
3 2 5 4 0 6 6 2 1 0 2 0 1 8 .3
3 5 0 4 3 8 6 2 1 1 2 1 7 3 .9
2 0 .0 2 1 .1 1 0 1 .9 3 7 5 4 6 9 6 2 1 1 2 3 2 9 .1
4 0 0 5 0 0 6 2 1 1 2 4 8 4 .4
4 2 5 5 3 1 6 2 1 1 2 6 3 9 .7
4 5 0 5 6 3 6 2 1 1 2 7 9 5 .0
4 7 5 5 9 4 6 2 1 1 2 9 5 0 .2
IN T E R M E D IA T E G E A R B O X O IL (A rm 1 2 3 1 5 ) 5 0 0 6 2 5 6 2 1 2 3 1 0 6 .0
5 2 5 6 5 6 6 2 1 2 3 2 6 1 .3
W e ig h t (L ) M o m e n t
5 5 0 6 8 8 6 2 1 2 3 4 1 6 .6
(K g ) (K g m ) 5 7 5 7 1 9 6 2 1 2 3 5 7 1 .9
6 0 0 7 5 0 6 2 1 3 3 7 2 7 .8
6 2 5 7 8 1 6 2 1 3 3 8 8 3 .1
1 .0 1 .0 1 2 .1
6 5 0 8 1 3 6 2 1 4 4 0 3 9 .1
6 7 5 8 4 4 6 2 1 4 4 1 9 4 .5
7 0 0 8 7 5 6 2 1 4 4 3 4 9 .8
7 2 5 9 0 6 6 2 1 5 4 5 0 5 .9
T A IL G E A R B O X O IL (A rm 1 3 4 1 0 ) 7 5 0 9 3 8 6 2 1 5 4 6 6 1 .3
7 7 5 9 6 9 6 2 1 6 4 8 1 7 .4
W e ig h t (L ) M o m e n t 8 0 0 1 0 0 0 6 2 1 7 4 9 7 3 .6
(K g ) (K g m ) 8 2 5 1 0 3 1 6 2 1 9 5 1 3 0 .7
8 5 0 1 0 6 3 6 2 2 1 5 2 8 7 .9
8 7 5 1 0 9 4 6 2 2 3 5 4 4 5 .1
1 .5 1 .6 2 0 .0 9 0 0 1 1 2 5 6 2 2 5 5 6 0 2 .5
9 2 5 1 1 5 6 6 2 2 5 5 7 5 8 .1
9 5 0 1 1 8 8 6 2 2 6 5 9 1 4 .7
9 7 5 1 2 1 9 6 2 2 7 6 0 7 1 .3
1 0 0 0 1 2 5 0 6 2 2 8 6 2 2 8 .0
B A G G A G E (A rm 7 7 0 0 )
1 0 2 5 1 2 8 1 6 2 2 8 6 3 8 3 .7
W e ig h t M o m e n t 1 0 5 0 1 3 1 3 6 2 2 9 6 5 4 0 .5
1 0 7 5 1 3 4 4 6 2 2 9 6 6 9 6 .2
(K g ) (K g m )
1 1 0 0 1 3 7 5 6 2 3 0 6 8 5 3 .0
1 1 2 5 1 4 0 6 6 2 3 0 7 0 0 8 .8
2 5 1 9 3 1 1 5 0 1 4 3 8 6 2 3 1 7 1 6 5 .7
5 0 3 8 5 1 1 7 5 1 4 6 9 6 2 3 1 7 3 2 1 .4
7 5 5 7 8 1 2 0 0 1 5 0 0 6 2 3 2 7 4 7 8 .4
1 0 0 7 7 0 1 2 2 5 1 5 3 1 6 2 3 2 7 6 3 4 .2
1 2 5 0 1 5 6 3 6 2 3 3 7 7 9 1 .3
1 2 5 9 6 3
1 2 7 0 1 5 8 7 6 2 3 3 7 9 1 3 .4
1 5 0 1 1 5 5
1 7 5 1 3 4 8
2 0 0 1 5 4 0
2 2 5 1 7 3 3 U N U S A B L E F U E L
2 5 0 1 9 2 5 W e ig h t L A rm M o m e n t
(K g ) ( 0 .8 K g /L ) (m m ) (K g m )
2 7 5 2 1 1 8
3 0 0 2 3 1 0 1 6 2 0 6 2 0 6 9 9 .3

LUBRICANT, FUEL AND BAGGAGE WEIGHT CHARTS

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CHART E - WEIGHT & BALANCE COMPUTATION FORM

MODE COMPUTED
S/N REGISTRATION MARKS DATE PLACE
L BY
LONG. LAT.
WEIGHT STA BL
Ref. ITEM MOMENT MOMENT
( kg ) ( mm ) ( kg m ) ( mm ) ( kg m )
HELICOPTER EMPTY (Ref. To
1
Chart C)
2 PILOT 2820 550
3 COPILOT 2820 -550
4 PASSENGER A 3415 -737
5 PASSENGER B 3415 -254
6 PASSENGER C 3415 254
7 PASSENGER D 3415 737
8 PASSENGER E 4789 -737
9 PASSENGER F 4789 -254
10 PASSENGER G 4789 254
11 PASSENGER H 4789 737
12 PASSENGER I 5600 -737
13 PASSENGER L 5600 -254
14 PASSENGER M 5600 254
15 PASSENGER N 5600 737
16 LOOSE EQUIPMENT
17 CABIN LOAD
BAGGAGE COMPARTMENT
18 7700
LOAD
19
20
21 FUEL
22 OIL 6878 0
23
24 TOTAL WEIGHT
25 BALLAST (if required)
26 TAKE-OFF CONDITION
LIMITATIONS REMARKS

Refer to Section 1

CHART E - WEIGHT AND BALANCE COMPUTATION FORM

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CHAPTER 09 - HANDLING AND TAXIING

SECTION 09-10 - HANDLING

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SECTION 09-10
– The towbar must be engaged to the nose wheel axle
HANDLING using the lever and then locked with the plunger.
– The nose wheel center lock lever must be rotated to a
vertical position (counterclockwise) to disengage the
nose wheel center lock pin before towing the helicopter.
The lever must be locked, using the quick-release pin
DESCRIPTION stowed on the towbar, during towing.
– Make sure that no part of the helicopter touches other – Before disconnecting the towbar, make sure to align
objects while is moved. the nose wheel such that the center lock lever can be
Be very careful with the main rotor blades and the tail rotated to the horizontal position (clockwise) to engage
rotor blades. the nose wheel center lock pin.
Damage to the helicopter can occur if a part of it – Prevent sudden starts and stops during tow operation.
touches other objects. – Apply rotor brake before tow operation and parking
– Make sure that: brake after tow operation.
• A person is in the cockpit to operate the wheel
brakes SPECIAL TOOLS / TEST EQUIPMENT
• There are sufficient safety persons to check for
clearance around the helicopter during the tow oper- – Towbar
ation.
The safety persons must check the clearance from
the tips of the main and the tail rotor blades
• One person with two chocks is in a position adjacent
to each main wheel
• All the tools and the equipment are moved clear of
the helicopter.

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HELICOPTER TOWING
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SPECIAL TOOLS / TEST EQUIPMENT

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CHAPTER 10 - PARKING AND MOORING

SECTION 10-10 - PARKING

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SECTION 10-10 – The engine components will be hot after the engine
stops.
PARKING Let decrease the engine components temperature at
least thirty minutes before installing the covers.

SPECIAL TOOLS / TEST EQUIPMENT

DESCRIPTION – Pitot covers
– Helicopter parking is accomplished by the following – Engine air intake covers
conditions: – Engine exhaust nozzle covers
• Park brake ON – MR blades tie-down
• Rotor brake ON – Chocks
• Nose center lock engaged – TR blades flapping lock
• Main wheel chocks in front and behind each wheel
• Cyclic stick in center position
• Collective stick fully down
• Pitot covers installed
• Engine air intake covers installed
• Engine exhaust nozzle covers installed.

– Blades tie-downs must be installed if the wing velocity

is more than 20 kts.
The blades correct position to install the tie-downs is
such that one MR blade is perpendicular to the longitu-
dinal axis.
The tie-downs must be secured on the main landing
gears.
– The pitot tubes will be hot after the engine stops.
Let decrease the temperature of the pitot tubes at least
five minutes before installing the covers.
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HELICOPTER PARKING (SHEET 1 OF 2)

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VIEW B

MAIN
LANDING
GEAR
CORRECT INSTALLATION
OF TIE-DOWN ON THE
MAIN ROTOR BLADES

MLG WHEEL

90°

(x) (x)

CHOCKS

TM-39-10-10-003

HELICOPTER PARKING (SHEET 2 OF 2)

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SPECIAL TOOLS / TEST EQUIPMENT

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THIS PAGE INTENTIONALLY LEFT BLANK

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CHAPTER 15 - AIRCREW INFORMATION

SECTION 15-00 - GENERAL

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SECTION 15-00 The Landing distance chart indicates the distance

required for each combination of weight-altitude-tempera-
GENERAL (To be confirmed) ture to land OEI from 50ft at 30KIAS.

Example:
The Take Off distance required for the following weight
HOVER CEILING and ambient
conditions:
The Hover Ceiling charts define the maximum weights at – Aircraft Weight = 5600kg
which an IGE hover (at 5ft wheel height) or an OGE hover – Pressure Altitude = 2000ft
is possible for varying combinations of Pressure Altitude
– OAT = +5°C
and OAT with main rotor speed at 100% and zero wind
conditions.
Solution:
Information is presented for All Engines Operating (AEO)
Using weight-Altitude-Temperature graphics we see that
at Maximum Continous Power (MCP) and Take Off Power
the aircraft weight and ambient conditions and inside the
(TOP).
CAT B WAT curve so flight is permitted.
Information is presented for OEI Maximum Continuous
Using TakeOff Distance chart, starting at the OAT axes,
power (MCP) and 2.5 minute Power.
on the left side, for 5°C move up to intersect the 2000ft Hp
line, then move right to intercept the Gross Weight line of
5600kg and drop vertically to the distance of 253m.
TAKE-OFF AND LANDING CATEGORY B The same procedure is used for the landing distance
The charts are presented for Take Off and Landing Perfor- chart.
mance.
The Weight-Altitude-Temperature graphs determine the RATE OF CLIMB
maximum weight allowable for each combination of alti-
The climb performance shown is based on flight test
tude/temperature for Take Off and Landing.
results and covers a range of gross weights from 4500 kg
The Take Off distance chart indicates the distance
to the Maximum Gross Weight of 6000 kg. Rate of Climb
required for each combination of weight-altitude-tempera-
performance is given for All Engines Operating (AEO)
ture to Take Off AEO and reach 50KIAS at 50ft above the
case and for the One Engine Inoperative (OEI) case.
Take Off surface.
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For the AEO case, rate of climb is given with the engines DATA (GW=5500 kg) INTERPOLATION
operating at the Maximum Continuous Power (MCP) Rat- Pressure
ing limits and at Take Off-Power Rating limits. For the OEI 4000 4000 6000 6000 4000 6000 5000
Altitude [ft]
case, rate of climb is given with the engines operating at OAT [°C] 0 20 0 20 10 10 10
the Maximum Continuous Power (MCP) Rating limits and
Torque [%] 71 70 68 65 70.5 66.5 69
2.5 min rating limit. The datum speed for all rate of climb
IAS [kt] 143 138 137 129 140.5 133 137
graphs is 80 KIAS.
TAS [kt] 151 151 151 149 151 150 150
Fuel
CRUISE CHARTS
consumption 410 405 380 375 407.5 387.5 393
The cruise charts are based on estimates and flight test [kg/h]
data with helicopter clean configuration.
This data does not include the effect of bleed air on fuel NOTE To obtain data for pressure altitude 5000 ft and
consumption. 10°C interpolate linearly first for OAT (constant
Fuel flow data are applicable to the basic helicopter with- pressure altitude) and obtain data for OAT 10°C at
out any optional equipment which would appreciably pressure altitude 4000 and 6000 ft. Then interpo-
affect lift, drag, or power available. late linearly for pressure altitude and obtain the
final results at pressure altitude 5000 ft and 10°C.
Example for interpolation among charts
Wanted True airspeed, Indicated airspeed, torque, fuel RANGE AND ENDURANCE CHARTS
consumption for recommended cruise. The range and endurance show the abacus to obtain
Known Pressure altitude: 5000 ft OAT: 10°C Gross endurance, distance and specific range in relation to fuel
weight: 5500 kg consumption.
Method Select to suitable charts on each 4 charts inter- NOTE The range evaluated with the diagram correspond
sect the gross weight 5500 kg line with the rec- to effective range on ground (wind=0).
ommended cruise line to read TAS, IAS, TQ, To take into account the wind effect in the range
fuel consumption. calculation, use TAS reduced by the headwind
component (ground speed) before entering in the
abacus.

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Example no wind Example with wind

Wanted Endurance, distance and specific range Wanted TAS corrected with headwind and respective
range.
Known Fuel consumption: 393 kg/h
Known Wind: 25 kt from 35° respect to flight direction
Available fuel: 1000 kg TAS: 150 kt
TAS: 150 kt
Method Enter chart at fuel consumption 393 kg/h move Method Enter wind component chart at 25 kt reported
up and intersect available fuel 1000 kg line, wind speed (point A), proceed right following
move the left and read 2.54 h (2h:32':24"). shape of curved lines to wind relative angle 35°
Return to 393 kg/h, than move up to intersect (point B) than proceed right horizontally to read
True airspeed 150 kt line, move to the left to 20 on the headwind component scale (point C).
intersect available fuel 1000 kg line, move to Reduce TAS of 20 kt to obtain a ground speed
the left and read 0.38 nm/kg, or move down of 130 kt.
and read 382 nm than move up and read Enter abacus at fuel consumption of 393 kg/h,
707 km. TAS corrected of 130 kt and available fuel of
1000 kg to obtain a distance of 331 nm or
613 km with an endurance of 2.54 h.

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AIRSPEED ENVELOPE (VNE POWER ON OEI / POWER OFF)

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HOVER CEILING PERFORMANCES CHARTS (SHEET 1 OF 2)

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HOVER CEILING PERFORMANCES CHARTS (SHEET 2 OF 2)

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TAKE-OFF DISTANCE
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LANDING DISTANCE
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RATE OF CLIMB AT TAKE-OFF POWER (AEO)

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RATE OF CLIMB AT MAXIMUM CONTINOUS POWER (AEO)

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RATE OF CLIMB AT 2.5 MINUTE POWER (OEI) (SHEET 1 OF 2)

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RATE OF CLIMB AT 2.5 MINUTE POWER (OEI) (SHEET 2 OF 2)

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RATE OF CLIMB AT MAXIMUM CONTINUOS POWER (OEI) (SHEET 1 OF 2)

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RATE OF CLIMB AT MAXIMUM CONTINUOS POWER (OEI) (SHEET 2 OF 2)

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CRUISE CHART (CRUISE AEO CLEAN CONFIGURATION)

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RANGE AND ENDURANCE CHARTS

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WIND COMPONENT CHART

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CHAPTER 21 - ENVIRONMENTAL CONTROL

SECTION 21-20 - VENTILATION SYSTEM

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SECTION 21-20 Outside ram air flow is controlled by a flapper valve elec-
trically actuated, set by the crew with a 4 position rotary
VENTILATION SYSTEM switch on the control panel.
Forced air for ventilation or defogging is provided by
2 speed axial fans, one per system.
The blowers are manually controlled by the crew.
Air is then distributed to the different outlets, main wind-
DESCRIPTION shield and side windows diffusers.
The role of the ENVIRONMENTAL CONTROL SYSTEM
(ECS) is to distribute air, to provide comfortable conditions For the cabin, the outside ram air enters the system
for the crew members and the passengers. through one air intake in the forward pylon fairing of the
cabin roof.
This is achieved by four systems which are: The air is then routed by ducts on the high sides of the
– cockpit ventilation system cabin.
– cabin ventilation system The outside ram air flow is controlled by a flapper valve
– heating system electrically actuated, set by the crew with a 4 position
rotary switch on the control panel.
– air conditioning system
Forced air for ventilation is provided by 2 speed axial
fans.
For the cockpit, two separate systems provide air for
The blower is manually controlled by the crew.
pilots.
Air is then distributed via the plenum to both lateral mani-
Outside ram air enters the system through two air intakes
folds, each one being separated.
positioned in the nose section.

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COCKPIT VENTILATION GENERAL SCHEMATIC

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CABIN VENTILATION GENERAL SCHEMATIC

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OPERATION
As part of the basic ventilation and forced ventilation sys-
tem, the function of the two cockpit fans is to draw fresh
air into the cockpit ventilation intakes located under the
helicopter nose and supply it to the cockpit distribution
system.
Each fan interfaces with a cockpit flapper valve behind the
cockpit instrument panel.
The two rotary switches under the legend VENT allow the
pilot to open separately the cockpit and cabin flapper
valves and control the cockpit and cabin fans.
A switch with legend VENT CTRL allows the pilot to allo-
cate control of the cabin flapper valve and cabin fan to the
cabin control panel. In this case the passengers can con-
trol the cabin ventilation.

NOTE The axial flow fans have two-speed brushless

motors equipped with under-speed detection to
prevent damage in the event of a locked motor
and thermal protection to prevent overheat of the
electronics.
The under-speed detection level will be the half
off the low speed for both high speed and low
speed selection.
The under-speed failure is subject to a time delay
of 6 to 10 sec to prevent spurious fault indication,
after which period, power supply to the fan will be
interrupted and OFF/ON selection will have to be
made.
The re-settable thermal protection device is set to
trip at 120°C.
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MAIN
WINDSHIELD
DEMISTER

PILOT ECS
FAN COCKPIT
CONTROL
PANEL

RECIRCULATING

FRONT
FACE
OUTLETS
PILOT
FLAPPER
VALVE RAM AIR
INTAKE UPPER SIDE
WINDOW
DEMISTER

HEATING RAM AIR LOWER SIDE

COPILOT INTAKE WINDOW
FAN COPILOT
FLAPPER DEMISTER
VALVE
TM-39-21-20-003

COCKPIT VENTILATION GENERAL LAYOUT

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CABIN VENTILATION GENERAL LAYOUT

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CONTROLS AND INDICATORS • FAN LOW: the cabin flapper valve is open and the
fans are set at low speed.
The cockpit and cabin ventilation controls are housed on
the ECS COCKPIT CONTROL PANEL that is located on • FAN HIGH: the cabin flapper valve is open and the
the console. fans are set at high speed.
The operative functions and the malfunctions are dis-
played in the CAS message windows of the MFD. The ECS Cabin Control Panel, if fitted, is located on the
cabin roof compartment.
The ECS Cockpit Control Panel provides the following This panel provides the following functions:
functions: – TBD
– CREW VENT:
• OFF: the cockpit flapper valves are closed and the
fans are OFF. CAPTIONS
• ON: the cockpit flapper valves are open but the The caution provided in the CAS message window is as
fans are OFF. follows:
• FAN LOW: the cockpit flapper valves are open and – VENT FAIL:
the fans are set at low speed. • when the under speed condition is detected or the
• FAN HIGH: the cockpit flapper valves are open and thermal protection device (120°C) is operative for
the fans are set at high speed. each fan.
– CONTR:
• CREW: the crew retains authority over the cabin The advisories provided in the CAS message window are
flapper valve and fans to the cockpit control panel as follows:
only. – FWD VENT:
• PAX: the crew allows the control of the cabin flap- • when the cockpit fans are operative.
per valve and fans to the cabin control panel only. – AFT VENT:
– PAX VENT: • when the cabin fans are operative.
• OFF: the cabin flapper valve is closed and the – FWD-AFT VENT:
cabin fans are OFF.
• when the forward and aft fans are operative.
• ON: the cabin flapper valve is open but the fans are
OFF.

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VENTILATION SYSTEM CONTROLS

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TBD

CABIN VENTILATION SYSTEM CONTROLS

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VENTILATION SYSTEM INDICATING

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THIS PAGE INTENTIONALLY LEFT BLANK

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CHAPTER 21 - ENVIRONMENTAL CONTROL

SECTION 21-40 - HEATING SYSTEM

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SECTION 21-40

HEATING SYSTEM

DESCRIPTION
The role of the heating system is to maintain a comfort-
able environmental in the cabin for the crew and passen-
gers.
This system also provides defogging of the main wind-
shields and the lower windows of the cockpit.
The basic heating system uses bleed air from the com-
pressor discharge port of each engine.
The hot and high pressure air is then routed to the Tem-
perature Control Valve which controls the quantity of
bleed air to be mixed in the jet pump with the air taken
from the outside ambient.
The air so mixed enters the cabin and the cockpit via the
air distribution ducts.
The heating system also utilizes the cockpit ventilation
distribution system when the fans are operated, to drive
the air to the transparency diffusers and upper gaspers.
The mixed airflow temperature is controlled by the Heat-
ing Control Box through the selected temperature given
by the control panel.

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HEATING GENERAL SCHEMATIC

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OPERATION valve is assigned to the 2 position toggle function of the

rotary potentiometer labelled TEMP CONTR. Left posi-
The Heating Control Box (HCB) located on the LH avionic
tion (–) for closing and right position (+) for opening.
bay and the control panel provide the proper function of
This enables the pilot to manage the position of the
the heating system and monitor it to alarm the crew and to
temperature control valve and therefore control directly
ensure the overheat protection.
the air temperature.
The heating system also utilises the cockpit ventilation
Two modes are basically proposed for the system:
distribution system when the fans are operated, to drive
– In the automatic mode the temperature of the mixed
the air to the transparency diffusers and upper gaspers.
airflow is controlled by the heating control box by com-
In case of fire, when the extinguishing system is armed,
parison between the mixed air temperature at the Air
the heater control box closes automatically the two shut
Duct Temperature Sensor (ADTS) and the temperature
off valves.
demand set by the rotary potentiometer labelled TEMP
CONTR selected on the control panel, up to a tempera-
ture of 75°C.
The correct temperature is achieved by opening or
closing the Temperature Control Valve (TCV) to mini-
mize the error between the crew selection and the tem-
perature measured at the exit of the jet pump.
In case of overheat not detected and controlled by the
duct temperature sensor, the Duct Overheat Tempera-
ture Switch (DOTS) will trip, to close directly the shut-
off valves.
– The EXT. AIR TEMP. SENSOR gives the information
about air temperature that feeds the jet pump.
With this temperature value, the HCB is able to com-
pute the position that the TCV should have in order to
obtain the right temperature (required by pilot) at the
outlet of the jet pump.
– In the manual mode the heating control box is by-
passed and authority over the temperature control
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HEATING GENERAL LAYOUT

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CONTROLS AND INDICATORS CAPTIONS

The heating controls are housed on the ECS Cockpit The caution provided in the CAS message window is as
Control Panel that is located on the console and operated follows:
by pilots. – HEATER FAIL: when the temperature in the ducts is
The operative function and the malfunction are displayed ≥85°C or a temperature sensor is faulty or the potenti-
in the CAS message window of the MFD. ometer (TEMP CONTR) is faulty or the regulated tem-
perature is incorrect.
The panel provides the following functions:
– HTR: The advisory provided is as follows:
• OFF: the heating / air conditioning system is not – HEATER ON: when the heating system is engaged.
operative
• AUTO: the heating system is in automatic mode
• MAN: the heating system is in manual mode
– TEMP CONTR: it controls the temperature in the
cockpit and cabin
– – + : it opens (+) or closes (–) the temperature
control valve when MAN is set.
– 1(2) SOV:
• CLOSE: the shut off valve is forced to close
• NORMAL: the shut off valve is open or closed
– CONTR:
• CREW: the crew retains authority over the temper-
ature control in the cockpit and cabin, when AUTO/
MANUAL mode is set, through the cockpit control
panel
• PAX: this selection is not operative when heating
system is set both AUTO and MAN made

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HEATING SYSTEM CONTROLS

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TBD

HEATING SYSTEM CONTROLS

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HEATING SYSTEM INDICATING

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SEE
DETAIL
"A"
J144 CONN. HEATING CONTROL
(TEST/MAINT. BOX
HEATER BOX) DETAIL "A"

TM-39-21-40-005a

HEATING SYSTEM COMPONENT LOCATION

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CHAPTER 21 - ENVIRONMENTAL CONTROL

SECTION 21-90 - INTEGRATED ENVIRONMENTAL CONTROL SYSTEM

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SECTION 21-90 It allows the cooling of re-circulated air before being dis-
tributed in the cabin and in the cockpit.
INTEGRATED ENVIRONMENTAL The cockpit and cabin temperature is selected by the
CONTROL SYSTEM crew on the control panel.

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

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INTEGRATED ENVIRONMENTAL CONTROL GENERAL SCHEMATIC (FORWARD SYSTEM)

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INTEGRATED ENVIRONMENTAL CONTROL GENERAL SCHEMATIC (AFT SYSTEM)

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CABIN AND COCKPIT VAPOUR CYCLE - THERMODYNAMIC CYCLE

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INTEGRATED ENVIRONMENTAL CONTROL GENERAL LAYOUT

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OPERATION • Filling the loop with additional refrigerant if needed.

When the main transmission rotates, also the two pulleys • The Thermostatic Expansion Valve (TEV) expands
rotate but the compressors start only if the relative the liquid refrigerant at a regulated flow rate into a
clutches are engaged. mixed liquid/vapour phase before entering the evap-
The two clutches engage the compressors when the air orator (point A).
conditioning system is set. • The evaporator with heat exchanger induces a
The thermodynamic process of the vapour cycle has the refrigerant constant pressure phase change from liq-
following steps: uid to gas, entirely evaporating the low-pressure liq-
– One compressor is fitted for each vapour cycle to com- uid refrigerant expanded by TEV.
press the gaseous refrigerant and drive it from the The necessary heat for vaporization is transferred
evaporator to condenser (BC line). from the cockpit or cabin change air passing through
The condenser heat exchanger induces a refrigerant the air side of the matrix.
constant pressure phase change from gas to liquid. Change air to be cooled is drawn from outside ambi-
Condensation of the gaseous refrigerant is achieved by ent or recirculated from the cabin or cockpit environ-
a heat transfer from the refrigerant to the heat sink, in ment and blown through the evaporator heat
this case external ambient air, passing through the heat exchanger by the axial flow evaporator fan. In this
exchanger. A dynamic flow of ambient air is driven way, air supplied to the cockpit or cabin distribution
through the heat exchanger by ram air action and by system is cooled according to demand (point B).
the axial flow condenser fan. The liquid refrigerant is
then recovered inside the receiver (point D). There are two control boxes. Each control box drives
– The receiver filter drives has the following functions: vapour cycle. It monitors the sensors and warns the crew
when a fault occurs.
• Storing a reserve of refrigerant to counteract volu-
The control principle is based on the comparison of the
metric variation of liquid refrigerant caused by varia-
real temperature measured by the cabin temperature sen-
tions in condensing pressure around the operational
sor (or by the cockpit temperature sensor) and the desired
envelope; this ensures liquid feeding of the expan-
one fixed by the crew on the control panel.
sion valves.
From this comparison, the controller acts directly on the
• Filtering and drying of the refrigerant preventing for-
compressor to adapt by ON/OFF cycles the cooling pro-
eign body movement during normal operation and
duction to the real need.
water contamination of the refrigerant during charg-
ing.
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CONTROLS AND INDICATORS CAPTIONS

The air conditioning controls are housed on the ECS The caution provided in the CAS message window is as
Cockpit Control Panel that is located on the console and follows:
operated by pilots. – FWD COND FAIL: when the cockpit air conditioning
The operative functions and the malfunction are displayed system fails
in the CAS message window of the MFD. – AFT COND FAIL: when the cabin air conditioning sys-
tem fails
The ECS Cockpit Control Panel provides the following – FWD-AFT COND FAIL: when the cockpit-cabin air
functions: conditioning system fail
– COND:
• OFF: the heating / air conditioning system is not The advisory provided is as follows:
operative – AIR COND ON: when the air conditioning system is
• NORM: the air conditioning system is operative operative.
• RECYCLE: the air conditioning system is operative
with recirculating air activated automatically
– TEMP CONTR: it controls the cockpit and cabin tem-
perature in the air conditioning
– – + : inoperative when in the air conditioning mode
– CONTR:
• CREW: the crew retains authority and the TEMP
CONTR potentiometer controls the cockpit and the
cabin temperature either the NORM or the RECY-
CLE position set
• PAX: the TEMP CONTR potentiometer controls the
cockpit temperature while the cabin control panel
potentiometer on the cabin control panel controls
cabin temperature either the NORM or the RECY-
CLE position set.

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AIR CONDITIONING SYSTEM CONTROLS

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AIR CONDITIONING SYSTEM INDICATING

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CHAPTER 24 - ELECTRICAL POWER

SECTION 24-30 - DC GENERATION

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SECTION 24-30 Bus also is deactivated together with the battery. This to
prevent that the same malfunction transfers to the other
DC GENERATION Main Bus.
The two batteries, that provide the self-contained electri-
cal reserve, are rated at 40 Ah (MAIN BATT) and 13 Ah
(AUX BATT).
When external power is not available, the MAIN BATT
DESCRIPTION provides power to the starter-generator while the AUX
The ELECTRICAL POWER GENERATION and DISTRI- BATT supports the essential bus loads during the start
BUTION SYSTEM (EPGDS) generates and distributes sequence.
electrical power to the rotorcraft’s electrical power utiliza- If the engine N. 2 is started first, the BUS TIE switch must
tion equipment via the secondary distribution panels. be set ON: this allows the connection of the MAIN BUS
The EPGDS main items are two starter-generators, two bars together.
batteries and an external power supply. The two batteries are also used to provide the power to
The DC generators are driven directly from the turbo shaft rotorcraft flight essential electrical to maintain continued
engine; the generator is mounted on each engine. safe flight and landing in the event of a total electrical gen-
The DC power is generated by two 300 A DC starter-gen- eration failure.
erator and DC GCU sets. The batteries are automatically disconnected when exter-
The 28 VDC is distributed via the POWER DISTRIBU- nal power is applied to inhibit charging and allow unat-
TION PANEL N. 1 and N. 2 to the DC circuit breaker panel tended ground operation.
located in the overhead panels of the cockpit. Priority of
the loads is determined by the bus to which they are con-
nected.
In ascending order of importance, they are the Non-
Essential Bus, the Main Bus, the Essential Bus and the
Battery Bus.
In the event that a generator is lost, the necessary load
shedding is always accomplished through the automatic
deactivation of the Non-Essential Bus Bars. If a generator
malfunction is due to an overcurrent, the relative Main

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OPERATION condition, the bi-metallic element closes a set of con-

tacts and provides loop closure to indicate the overtem-
The DC generation system consists of the following main
perature status.
items:
The starter-generator also incorporates a speed sensor
– The DC starter-generator (2 each) is an electromag-
whose signal is routed to the GCU which interrupts the
netic rotating machine capable of converting the engine
start cycle at determined engine rpm.
input mechanical torque into output DC electrical power
– The Generator Control Unit (2 each) provides the
when operating as a generator. In starter mode, the
starter-generator mode of operating and in addition to
machine is capable of converting input electrical DC
the voltage regulator control incorporates a number of
power into a mechanical output torque.
protection features designed to protect the system from
The starter-generator incorporates a fan mounted at
damage in the event that abnormal condition occur.
the opposite end from the input spline that provides a
The GCU also incorporates special logic function that
forced air flow axially over the commutator assembly
helps to manage the EPGDS operation as well as pro-
through the rotor and starter windings prior to exhaust
vides indications to cockpit of the system states.
from the machine.
The GCU monitors the speed signal produced by the
This air flow also serves to cool the bearings support-
starter-generator and terminates the start cycle when
ing the rotor and maintain acceptable operating tem-
the speed signal indicates that the engine has reached
peratures. Air for this purpose is drawn from outside
5500 rpm at generator pad. At the termination of the
the nacelle through NCA vents.
start, the GCU opens the line contactor and de-ener-
The starter-generator incorporates a drive shaft that
gizes the starter-generator field winding.
mates with the engine accessory gear box and pro-
When operating as a generator, the machine is capable
vides the mechanical coupling to the damage due to
of self excitation by using its own residual magnetism to
overtorque, the drive shaft incorporates a shear section
build up a self sustaining output voltage.
designed to shear when excessive torque is encoun-
tered.
The full operation of the starter-generator is controlled
The generator produces the rated output of 300 A at 30
by the GCU that incorporates the following special logic
VDC.
functions:
The generator temperature is monitored by a bi-metal-
lic temperature switch embedded in the stator assem- • Start Command Input
bly. • Start Terminate Signal
In the event that the switch detects an overtemperature • External Power Inhibit

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• Power Ready Signal – The Auxiliary Battery (13 Ah) is also used on AB139.
• Power Not-Ready Signal See the above technical description as for main battery.
• OV Test – The Current Transformer (CT) (2 each) detects the dif-
ferential changes in DC current and routes the signal to
The following operation and protective functions: the GCU which de-energizes the line contactor when
• Voltage Regulator the differential feeder or the overcurrent condition is
• Overvoltage present.
• Undervoltage With generators running on ground or in normal flight, all
• Feeder Fault the DC buses are powered by the two generators while
the two batteries are charged.
• Bus Fault
When the GEN No. 1 (2) switch is set to ON, the GEN No.
• Reverse Current
1 (2) contactor are energized by the GCU No. 1 and GCU
– The Main Battery (40 Ah) is an assembly of individual No. 2 respectively.
cells (20 total) contained by steel case within which The NON ESS. No. 1, the MAIN No. 1 and the ESS. No. 1
each individual cell is connected in series to achieve a will be the lane No. 1. The NON ESS. No. 2, the MAIN No.
nominal terminal voltage of 25.2V. 2 and the ESS. No. 2 will be the lane No. 2.
The battery (NiCad) is based upon nickel and cadmium The Main battery is connected for recharging purposes to
plates with a potassium hydroxide electrolyte. the GEN No. 1 whilst the auxiliary battery to GEN No. 2.
This type of battery is common in aircraft and offers a During normal operation, the two lines are completely
high power with low maintenance. separated.
A characteristic of NiCad batteries is its relatively flat When a generator malfunction occurs, the bus tie connec-
voltage curve under discharge conditions, thus supply- tion is provided only if the Bus Tie switch is to AUTO.
ing to aircraft services a constant potential through the In case of overcurrent malfunction, the Bus Tie Contactor
majority of the discharge cycle. (K10) will be definitely inhibited from closing by the GCU
Since the batteries on the AB139 are also used as a and the relative battery will be disconnected too.
self contained power supply for engine starting, the
high current capability and superior low temperature
performance are important aspects.
Inside the battery a temperature sensor is placed.
This bi-metallic temperature switch indicates when the
battery exceeds a preset temperature limit.
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CONTROLS AND INDICATORS NOTE If only the batteries are connected, the bus tie
activation is enabled with the BUS TIE switch set
The DC generation system controls are housed on the cir-
to “ON”.
cuit breaker panel located on the Overhead.
The Multifunction Display (MFD) provides the DC opera- NOTE If the external power is connected, the bus tie
tive parameter in the Primary and Secondary Vehicle activation is normally enabled whichever position
Monitoring System windows #2 and the operative status
the BUS TIE switch is set.
of the synoptic page.
The MFD also provides the malfunction condition in the – BATTERY MASTER:
CAS message window #1. • OFF: it disconnects both batteries from the Essen-
tial Bus Bars
The overhead provides the following functions:
• ON: it connects both batteries to the Essential Bus
– GEN 1 (2) switch: Bars
• OFF: it disables or shuts down the generator N. 1 – MAIN BATTERY:
(2) and resets latched functions in the relative GCU • OFF: it disconnects the MAIN BATTERY from the
• ON: it enables the generator N. 1 (2) GCU, when at MAIN BUS N.
operating speed, power generation is activated • ON: it connects the MAIN BATTERY to the MAIN
– BUS TIE: BUS N. 1
• ON: it always ties the MAIN BUS N. 1 and N. 2 in – AUX BATTERY:
case of generator malfunction, except when an over- • OFF: it disconnects the AUX BATTERY from the
current malfunction exists. In this case the tie is generators
inhibited and the main buses are normally isolated
• ON: it allows the AUX BATTERY recharging from
• AUTO: the automatic activation of the bus tie is the generators
enabled during single generator operation, except
when an overcurrent malfunction exists
• RESET: it resets the logic involved in the cross-tie
of the main buses and isolation of the batteries from
the main buses.

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CAPTIONS – AUX BATT OFF: when the auxiliary battery off-line or

battery is not being charged
The warning provides in the CAS message windows is as
follows: – BATT OFF LINE: when one or both batteries are dis-
connected from the Essential Bus Bars
– 1-2 DC GEN: when DC GEN N. 1 and N. 2 off-line or
shut down by the GCUs due to malfunction
– MAIN BATT HOT: when main battery temperature
exceeds 65°C
– AUX BATT HOT: when auxiliary battery temperature
exceeds 65°C.

NOTE When one of the above warning is detected,

besides the MWL activation, the AWG shall pro-
vide the following:
no tone + WARNING - WARNING
(aural message) once only.
This message has priority number 5.

The caution provided in the CAS message window is as

follows:
– 1 (2) DC GEN: when DC GEN N. 1 (2) off-line or shut
down by the relative GCU due to malfunction
– 1 (2) DC GEN HOT: when DC GEN N. 1 (2) tempera-
ture exceeds 166°C ±13°C (330°F ±8°F)
– BUS TIE OPEN: when BUS TIE line is open in pres-
ence of one generator failure
– DC BUS FAIL: when a bus fault has been detected on
MAIN Buses due to an overcurrent
– MAIN BATT OFF: when the main battery off-line and
battery is not being charged

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AIR INLET
DUCT

AIR OUTLET
DUCT

TERMINAL
BOARD
NO.1
STARTER
GENERATOR

BRUSHES

CORRECT
ROTATION
DIRECTION

TM-39-24-30-001

NO. 1 STARTER-GENERATOR LOCATION

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MAIN AND AUXILIARY BATTERY LOCATION

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GENERATOR GENERATOR GENERATOR GENERATOR GENERATOR

NO.1 CONTROL NO.1 SHUNT CONTROL UNIT NO.1 CONTROL UNIT NO.2 NO.2 SHUNT
TRANSFORMER

GENERATOR
NO.2 CONTROL
TRANSFORMER

LEFT E-E BAY RIGHT E-E BAY

TM-39-24-30-006a

DC GENERATION COMPONENT LOCATION

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DC GENERATION CONTROLS
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DC GENERATION INDICATING (SHEET 1 OF 2)

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DC GENERATION INDICATING (SHEET 2 OF 2)

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DIGITAL READOUT ANALOG SCALE COLOR

REF. FUNCTION RANGE NOTE
COLOR MARKINGS MARKINGS

MAIN BUS 1 VOLTMETER Green ≥ 22 V

1 10,0 to 40,0 VDC – –
digital readout Amber <22 V

MAIN BUS 2 VOLTMETER Green ≥ 22 V

2 10,0 to 40,0 VDC – –
digital readout Amber <22 V

ESS BUS 1 VOLTMETER Green ≥ 22 V

3 10,0 to 40,0 VDC – –
digital readout Amber <22 V

ESS BUS 2 VOLTMETER Green ≥ 22 V

4 10,0 to 40,0 VDC – –
digital readout Amber <22 V

Green when 1 to 200

AUX BATTERY LOADMETER
5 –200 to 300 ADC White at 0 – –
digital readout
Amber when –200 to –1

Green when 1 to 200

MAIN BATTERY LOADMETER
6 –999 to 300 ADC White at 0 – –
digital readout
Amber when –200 to –1

Green band 0 to +200 + battery charge

AUX BATTERY LOADMETER
7 –200 to 200 ADC –
analog scale
Amber band –200 to –1 – battery discharge

Green band 0 to +200 + battery charge

MAIN BATTERY LOADMETER
8 –200 to 200 ADC –
analog scale
Amber band –200 to –1 – battery discharge

DC GENERATION OPERATING LIMITS (SHEET 1 OF 2)

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DIGITAL READOUT ANALOG SCALE COLOR

REF. FUNCTION RANGE NOTE
COLOR MARKINGS MARKINGS

Red band 151 to 200%

DC GENERATOR LOADMETER Red line 151%
9 0 to 200% – –
analog scale Amber band 101 to 150%
Green band 0 to 100%

Red when 151 to 200%

DC GENERATOR 2 LOADMETER
10 0 to 200% Amber when 101 to 150% – –
digital readout
Green when 0 to 100%

Red when 151 to 200%

DC GENERATOR 1 LOADMETER
11 0 to 200% Amber when 101 to 150% – –
digital readout
Green when 0 to 100%

DC GENERATION OPERATING LIMITS (SHEET 2 OF 2)

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DC SYSTEM SYNOPTIC PAGE (MFD)

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DC GENERATION AND DISTRIBUTION SCHEMATIC DIAGRAM

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CHAPTER 24 - ELECTRICAL POWER

SECTION 24-40 - EXTERNAL POWER

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SECTION 24-40 inhibit connection of the generators to the buses and dis-
connects batteries so they are not being charged.
EXTERNAL POWER When the external power overvoltage (29.7 VDC) is
detected, the o/v trip relay energizes removing power to
the external power contactor that opens.
The external power is so disconnected from the aircraft.
This condition causes the trip of circuit breaker CB27
DESCRIPTION (located near the AUX battery).
The external power connector is of the tripolar type and To reset, the EXT. PWR has to be lowered to its proper
the receptacle uses a large positive pin, a large ground voltage and the CB27 reset.
pin and a small positive central signal input pin.
The large positive input pin is connected to the external NOTE The 29.7 VDC is equivalent to 30.5 V nominal at
power contactor which, when energized, supplies external receptacle input pin allowing for line voltage
DC power to the aircraft bus bars. drops.
The small positive control signal input pin, connected to
the external power contactor coil, energizes the contactor CONTROLS AND INDICATORS
if the external DC source parameter is within the range The EXT PWR switch is located on the OVEHEAD
when the EXT PWR is set to ON. SWITCH panel.
The operative parameters are similar to those described
OPERATION for the DC generators.
When connected to an external 28 VDC power source, The operations and malfunction are displayed in the CAS
with the normally closed contacts of overvoltage trip relay message window #1 of the MFD.
and the EXT. PWR switch located on the OVERHEAD
SWITCH PANEL set to ON, the external power contactor The O/H SWITCH PANEL provides the following function:
closes and the MAIN BUS 1 is powered. In the same time – EXT PWR:
all the aircraft bus bars are powered. • ON: the external power is connected to the aircraft
The DC external power is available as an alternative bus bars
source of the DC power to supply power to those services • OFF: the external power is disconnected from the
usually supplied by the DC generation system. In fact, aircraft bus bars.
during the DC external power application, the GCU will
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CAPTIONS
The CAS message window #1 displays a caution as fol-
lows:
– EXT PWR DOOR:
when the external power door is open

The CAS message window #1 displays the advisories as

follows:
– EXT PWR READY:
when the external power is available and voltage
within the range for application to aircraft bus bars.
– EXT PWR ON:
when the external power is connected to aircraft bus
bars.

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DC EXTERNAL POWER RECEPTACLE LOCATION

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EXTERNAL POWER CONTROLS AND INDICATING

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CHAPTER 24 - ELECTRICAL POWER

SECTION 24-60 - DC ELECTRICAL LOAD DISTRIBUTION

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SECTION 24-60 – The overhead circuit breaker is located in the cockpit

and provides the connections of the rotorcraft loads to
DC ELECTRICAL LOAD DISTRIBUTION the power distribution system.
The feeder buses available for connection to the distri-
bution buses are the No. 1 and No. 2 28 VDC Non-
Essential Bus, the No. 1 and No. 2 28 VDC Main Bus,
the No. 1 and No. 2 28 VDC Essential Bus and the Bat-
DESCRIPTION tery Bus.
The Dc electrical load distribution consists of the following – The 28 VDC Utility Socket is used to provide the power
mains items: supply to the CHADWICK Unit or other equipment.
– The Power Distribution Panel (2 each) carries out the
electrical power supply to feeder bus configuration. The OPERATION
P.D.P. No. 1 contains heavy power switching compo-
When the Battery Master switch is set to ON, the No. 1
nents for the DC power subsystem on the generator
and No. 2 Essential buses provide power to the rotorcraft
No. 1 side.
essential loads. These loads are powered by primary con-
It includes the power contactors and the majority of
nections to the Main and Aux batteries.
passive protective devices for the subsystem, part of
This connection provides for an uninterrupted source of
the bus re-configuration logic for the system, the exter-
power in the event of a total loss of generated electrical
nal power protection relay and bus protection control
power.
logic.
With the MAIN BATT switch set to ON, the MAIN No. 1
The P.D.P. No. 2 contains heavy power switching com-
also is powered.
ponents for the DC power subsystem on the generator
With the AUX BATT switch selected to ON, the Aux Bat-
No. 2 side.
tery contactor (K4) closes but the MAIN No. 2 is not pow-
It includes the power contactors, rectifiers, diodes and
ered because of the reverse biased diode (CR6).
the majority of passive protective devices for the sub-
system, part of the bus re-configuration logic for the
system.
The panels are mounted overhead in the passenger
cabin roof.

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OVERHEAD CIRCUIT BREAKER PANEL

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CHAPTER 25 - EQUIPMENT/FURNISHINGS

SECTION 25-60 - EMERGENCY (ELT)

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SECTION 25-60 – position coordinates when coupled to an ELT/NAV

Interface Unit. The ELT/NAV is programmed by
EMERGENCY (ELT) ARTEX. The ELT is automatically reconfigured by ELT/
NAV. This allows to move the ELT from one aircraft to
another.
The ELT digital message can also contains information
which allow the search and rescue authorities to contact
DESCRIPTION the owner/operator of the aircraft through a data base.
The Emergency Locator Transmitter (ELT) system is Information contained in the database that may be useful
designed for installation in helicopters and fixed wing air- in the event of a crash is shown below:
craft. The purpose is to provide the localization of the air- – Type of Aircraft
craft after a crash or an emergency landing. – Address of Owner
The whole system consists of: – Telephone Number of Owner
– an Emergency Locator Transmitter – Aircraft Registration Number
– an ELT/NAV Interface Unit – Alternate Emergency Contact
– a Remote Switch Panel The 406.025 MHz transmitter operates for 24 hours and
– a horn (buzzer) then shuts down automatically. The 121.5/243.0 MHz
– a rod antenna transmitter continues to operate until the unit has
The system transmits automatically, in the event of crash, exhausted the battery power which typically will be at
the standard swept tone on 121.5 MHz. (Civil) and least 72 hours.
243.0MHz (Military) and every 50 seconds for 520 milli- When the ELT is coupled with the aircraft's navigation sys-
seconds (long message protocol) the aircraft position on tem, the position accuracy improves to approximately 100
the 406.025 MHz.(SAR SAT). meters. Programming the ELT with the 24 bit long mes-
During that time an encoded digital message is sent to the sage protocol allows the ELT to be automatically pro-
satellite. The information contained grammed by the ELT/NAV interface with the aircraft's 24
in that message includes: bit address. The ELT/NAV interface unit must be strapped
– serial number of the transmitter or aircraft ID. (binary "1" bits tied to ground) with the same 24 bit
– country code address as the ICAO or Mode S transponder system 24
– I.D. Code bit address.

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Once the ELT is activated and the 406.025 MHz signal is – the visual monitor is designed to be installed so that it
detected from the satellite and a position is calculated, the can be viewed from the pilot's position.
121.5/243.0 MHz transmissions are used to home in on Its intended function is to inform the pilot that the ELT is
the crash site. transmitting, avoiding a situation where an aircraft is
flying with its ELT transmitting.
OPERATION The crash force activation sensor or G-Switch is designed
to activate with a change of velocity of 4.5 fps +/-0.5 fps
The unit activates only when securely mounted in its tray both under normal conditions and while being subjected
and has pins 5 & 8 jumpered. The ELT can not be acci- to 30 G's of cross axis forces.
dentally activated by dropping, rough handling or during The battery pack of the ELT consists of 4 "D" size Lithium
shipping. Manganese Dioxide cells connected in series. To prevent
When the ELT is activated, the presence of the emer- the cells from being charged, diodes are connected
gency swept tone and a flashing front panel light indicates across each cell and fuses are connected to the output.
a normally functioning unit. The battery pack expires 5 years from the date (month) it
Under normal operation the switch configuration on the is shipped from Artex.
front panel is the down position, reading "ARM" while the The rod antenna (dual input) has two connectors: one for
switch on the ELT unit is also positioned down to read the 121.5/243.0 MHz and the other for the 406.025 MHz.
"OFF". The periodicity of operational checks is at the
operator's discretion, however, a monthly test is recom-
mended. CONTROLS AND INDICATORS
An aural and a visual monitor is provided to alert the pilot The ELT controls are housed on the Remote Switch Panel
when the ELT has been activated and is transmitting. and on the ELT Unit.
The following requirements apply to the activation moni- The Remote Switch Panel provides the following func-
tors: tions:
– the aural monitor provides a distinct signal enabling a – The red switch:
search and rescue team to locate an aircraft with a • ARM / RESET position: the ELT automatically acti-
transmitting ELT in a confined area with a large number vates on impact.
of aircraft (i.e. such as an airport). The search and res- • ON position: when selected, the pilot activates man-
cue team would listen for the aural monitor and easily ually the ELT.
locate and disable the offending ELT.

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– The red LED:

• flashes when the ELT is activated.
The ELT unit switch provides the following function:
– The switch:
• OFF position: the ELT automatically activates on
impact.
• ON position: the ELT manually activates.
– The red LED:
• flashes when the ELT is activated.

NOTE if the ELT is activated accidentally, the switch on

the panel must be set to ON
then immediately back to ARM/RESET. The ELT
may also be reset by positioning the unit switch to
ON then immediately back to OFF.
The ELT can not be RESET if either the panel
switch or the unit switch is in ON position.

The Buzzer provides:

– The aural signal:
• it is a standard swept tone that is activated in tan-
dem with the red LED

CAPTIONS
No warnings/cautions are involved with the ELT system.

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ELT SYSTEM CONTROLS AND INDICATING

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ELT SYSTEM COMPONENT LOCATION (SHEET 1 OF 2)

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ELT SYSTEM COMPONENT LOCATION (SHEET 2 OF 2)

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CHAPTER 26 - FIRE PROTECTION

SECTION 26-10 - DETECTION

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SECTION 26-10 responder housing will increase in proportion to the tem-

perature increase.
DETECTION When the pressure increases to the factory set value, the
responder alarm switch inside the responder closes.
This gives an electrical continuity circuit to the aircraft
alarm system.

DESCRIPTION The detector will measure two types of temperature-pres-

The fire detection system consists of two detectors sure conditions and give an alarm signal:
installed on each engine compartment that detects pres- – One type is a general (ambient area) temperature
ence of flame or overheating. increase above set limits in the sensor element envi-
Each detector consists of a fire overheat sensor element ronmental.
and of a responder. This is measured by expanded helium gas in the sen-
For the baggage compartment instead, a detector reveals sor tube and is referred to “as overheat”.
presence of smoke. – Another type of temperature-pressure condition is
caused by high intensity flame occurring at a short sec-
OPERATION tion of the sensor element tubing.
This “fire” condition causes the fast release of a large
The sensor element is a fire-wire containing a fixed quan- volume of gas from the special core material in the tub-
tity of inert gas (helium) with a special core material. ing.
One end of the tubing is connected to the responder. This gas released very quickly increases the internal
After the tubing is pressurized with gas it is closed and pressure.
sealed on the other end.
Closed in the sealed responder, there are two pressure A second pressure integrity switch in the responder is
sensitive switches in ceramic insulation. kept closed by the usual gas pressure in the sensor ele-
The pneumatic detector operates on gas law principles: ment tube.
pressure increase with a rise in temperature. Leakage of this gas and the subsequent pressure
If the ambient temperature around the sensor element decrease will cause the integrity switch to open, signaling
increases, or a short section of the sensor is exposed to a malfunction.
intense heat, internal pressure in the sensor tube and

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Subsequent to an alarm signal, the detector goes back to – FIRE/ARM ENG 1 indicator/push-button switch:
its usual operation. • the red light “FIRE” appears in case of fire in the
If the temperature decrease, the internal gas pressure will ENG 1 bay or during the test
also decrease and the alarm switch will open. – FIRE/ARM ENG 2 indicator/push-button switch:
The baggage compartment smoke detector is a photo- • the red light “FIRE” appears in case of fire in the
electric device that operates on the light-scattering princi- ENG 2 bay or during the test.
ple.
The device employs two light sensing and amplifying The TEST control panel provides the following functions:
channels. – BAG smoke detector push-button switch:
The reference channel senses the amount of light emitted when pressed the smoke detector test is provided:
by a internal LED source. • the red FIRE indication on the FIRE DETECT/
The smoke channel senses the amount of emitted light EXTING control panel is ON, the BAG FIRE warning
scattered by smoke particles in the analysis chamber. appears on CAS message window, the MWL flash.
The detector alarms when the output from the smoke When the push-button is released all the above
channel exceeds a predetermined smoke concentration extinguish.
level.
NOTE During this test, the WARNING, WARNING aural
CONTROLS AND INDICATORS message (one time only) is generated without any
tone by the AURAL WARNING GENERATOR.
The fire detection system controls are housed on the
FIRE DETECT/EXTING control panel and on the TEST – ENG 1 FIRE DETECTOR push-button test switch:
control panel located on the instrument panel and console when pressed, the ENG 1 fire detector test is provided:
respectively.
• the 1 ENG FIRE warning and 1 FIRE DET caution
The MFD also provides the malfunction condition in the
appear on CAS; the MWL and MCL flash; the red
CAS message window #1.
“FIRE” ENG 1 on the FIRE DETECT/EXTING con-
trol panel, the FIRE red lamp on the ENGINE CON-
The FIRE DETECTION/EXTINGUISHER control panel
TROL panel, the red lamp on the ENGINE
provides the following indications:
CONTROL LEVER are lit.
– BAG FIRE indicator light: When the switch is released all the above extin-
• the red light illuminates when smoke is detected into guish.
the baggage compartment or during the test
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NOTE During this test, the tones and ENGINE 1 FIRE, CAPTIONS
ENGINE 1 FIRE aural message is generated by The warning provided in the CAS message is as follows:
the AURAL WARNING GENERATOR.
– 1 (2) ENG FIRE: when the fire is detected in the ENG
– ENG 2 FIRE DETECTOR push-button test switch: 1 (2) bay or during the test
when pressed, the ENG 2 fire detector test is provided:
NOTE When this warning is detected, besides the MWL
• the 2 ENG FIRE warning and 2 FIRE DET caution activation the AWG shall provide the following:
appear on CAS; the MWL and MCL flash; the red
“FIRE” ENG 2 on the FIRE DETECT/EXTING con- two pairs of tones (2700/900 Hz repeated twice) +
trol panel, the FIRE red lamp on the ENGINE CON-
ENGINE 1 (2) FIRE - ENGINE 1 (2) FIRE
TROL panel, the red lamp on the ENGINE (aural message).
CONTROL LEVER are lit.
When the switch is released all the above extin-
This sequence is continuously repeated until the
guish. failure condition is corrected or the reset input
activated.
NOTE During this test, the tones and ENGINE 2 FIRE,
This message has priority number 3.
ENGINE 2 FIRE aural message is generated by
the AURAL WARNING GENERATOR. – 1-2 ENG FIRE:
when the fire is detected in the ENG 1 and ENG 2 bays
– LAMP push-button test switch: – BAG FIRE:
when pressed, the following lamps light up: when the smoke is detected into baggage compart-
• the baggage FIRE of FIRE DETECT/EXTING con- ment or during the test.
trol panel
• the eng 1 FIRE/ARM (amber of FIRE DETECT/ NOTE When this last warning is detected, besides the
EXTING control panel MWL activation the AWG shall provide the follow-
• the eng 2 FIRE/ARM (amber) of FIRE DETECT/ ing:
EXTING control panel
• the FIRE ENG 1 and FIRE ENG 2 of the ENGINE no tone + WARNING - WARNING
control panel. (aural message) once only.

This message has priority number 5.

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The caution provided in the CAS message window is as

follows:
– 1 (2) FIRE DET:
when the fire detector in the engine N. 1 (2) bay is
faulty or during the test
– 1-2 FIRE DET:
when the fire detector in the engine N. 1 and N. 2 bay
is faulty

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FIRE DETECTION COMPONENT LOCATION

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BAGGAGE SMOKE DETECTOR LOCATION

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FIRE DETECTION SYSTEM INDICATING (SHEET 1 OF 3)

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FIRE DETECTION SYSTEM INDICATING (SHEET 2 OF 3)

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FIRE DETECTION SYSTEM INDICATING (SHEET 3 OF 3)

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FIRE DETECTION SYSTEM CONTROLS

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THIS PAGE INTENTIONALLY LEFT BLANK

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CHAPTER 26 - FIRE PROTECTION

SECTION 26-20 - EXTINGUISHING

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SECTION 26-20 This overpressure relief device acts as the primary safety
relief device that is set to burst between 2311 psig and
EXTINGUISHING 2511 psig at 110°C (230°F). The charged bottle weight is
5,90 lbs max.
In case of overpressure, the extinguisher agent is fully
discharged outside the helicopter through the proper dis-
charge indicator.
DESCRIPTION Upon the discharge, the outer green disc is ejected and a
A fire extinguishing system is installed in order to protect red interior circular band is exposed providing a visual
all zones of power plant compartment. indication of agent discharge during on ground inspection.
To discharge the extinguisher agent into the engine bays,
This system consists essentially of: each bottle is provided with two outlet valves that contain
– Two 72 cubic inches extinguishing bottle an electrically actuated explosive cartridge and a frangible
– Two discharge indicators disc. One for normal operation and the other for cross-
– Two double check tee valve feed operation.
Each discharge outlet valve acts also as a secondary
– Two pipeline assemblies needed to connect each bottle
safety relief device in case of primary safety relief device
outlet to engine compartment.
failure when an overpressure condition between 3134
psig and 3434 psig at 21°C exists.
The fire extinguisher bottles are installed on either side of
The extinguishant so discharges into engine bay.
the aircraft and they are cross-connected by means of a
Each bottle incorporates a Temperature Compensated
pipe and the double check tee valve, so that the content
Pressure Switch (TCPS) that provides indication of the
of any one bottle can be discharged into any one engine
internal pressure condition over the operating tempera-
bay and/or both bottles discharged into any one engine
ture range of –62°C to +110°C.
bay.
It is designed to close a switch when a small amount of
The container is designed to be charged with 2.18 +.1/–.0
pressure loss (decreasing pressure between 480 psig to
lbs of Halon 1301 agent and pressurized to 600 +25/–0
420 psig at 21°C (70°F)) occurs at any ambient tempera-
psig at 21°C (70°F) by means of nitrogen gas.
ture.
On each bottle, a fill and overpressure relief device is pro-
This switch alerts the pilot of the extinguisher either has
vided.
been activated by a crew member or if it has pressure
relieved by yielding of the previously filler caps.
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OPERATION – FIRE/ARM ENG 2 indicator/push-button switch :

The command of the engine fire extinguisher is done via • with the protection lift and the switch pressed, the
the same indicator/push-button switch FIRE and after amber light ARM is lit to arm the corresponding car-
been depressed it indicates the amber segment ARM. tridge or during the LAMP test
Additionally the activation of the switch provides in parallel – FIRE EXTING bottle selection 3 position switch :
the closure automatically of the fuel shut-off valve and the • Central - none extinguisher bottle is selected
heater shut off valve of the interested engine. • BTL 1 - the N. 1 extinguisher bottle is selected. The
The next operation to extinguish the fire is via the three shot to extinguish fire take place
position switch from the neutral central position towards • BTL 2 - the N. 2 extinguisher bottle is selected. The
one of the two bottles BTL 1 or BTL 2, used to choose to shot to extinguish fire take place
burst one of them.
When the extinguishing bottle is empty, the MFD will indi- NOTE If the fire persists after the first shot, the second
cate the appropriate maintenance message. shot is available moving the switch to BTL 2 posi-
The extintion of fire does not cause the re-opening of the tion.
two shut-off valves. In the event of a bottle failure of the
first shot to extinguish fire, a second shot is available CAPTIONS
moving the switch to the second bottle indication.
The maintenance provided on the MFD is as follows:
– 1 (2) FIRE EXTING EMPTY
CONTROLS AND INDICATORS • when the extinguisher bottle N. 1 (2) is empty or its
The fire extinguisher system controls are housed on the internal pressure is dropped below a predetermined
FIRE DETECT/EXTG control panel located on the instru- value
ment panel.
The MFD also provides the maintenance messages. NOTE This message stored in the fault log is announced
The FIRE DETECTION/EXTINGUISHER control panel by the MAINTENANCE status message displayed
provides the following functions: on the MFD.
– FIRE/ARM ENG 1 indicator/push-button switch :
• with the protection lift and the switch pressed, the
amber light ARM is lit to arm the corresponding car-
tridge or during the LAMP test

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N. 1 EXTINGUISHER BOTTLE LOCATION

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N. 2 EXTINGUISHER BOTTLE LOCATION

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DELIVERY PIPES AND NOZZLE INSTALLATION

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DISCHARGE INDICATOR LOCATION

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EXTINGUISHER SYSTEM CONTROLS AND INDICATING

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CHAPTER 28 - FUEL SYSTEM

SECTION 28-10 - STORAGE

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SECTION 28-10

FUEL STORAGE

DESCRIPTION
The storage system is composed by two main left and
right tanks located on the rear side of the cabin between
the engine compartment floor and the aircraft underside.
The two tanks are connected together through a flange
located on the lower side of the tank at a specific height
thus to allow a small quantity of fuel (about 228 kg) usable
from only one tank.
Both tanks are gravity refilled through a filler cap located
on top of the right tank.
At the bottom of each tank is located a sump plate where
are installed a fuel draining valve and a water drain valve.
To ensure an equalisation of pressure between the tanks
and existing ambient pressure each tank is provided at
the top with a venting pipeline routed to the opposite side
to prevent post-crash spilling after roll-over.
A flame arrestor in each venting pipeline prevents a flash-
back to the tanks in the event of fire hazards, such as
lighting strikes.
The storage system is interfaced with:
– central fuselage
– electrical system
– fuel distribution system
– fuel indicating system.
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FUEL STORAGE LAYOUT

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FUEL STORAGE INTERFACE BLOCK DIAGRAM

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CHAPTER 28 - FUEL SYSTEM

SECTION 28-20 - DISTRIBUTION

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SECTION 28-20 In the event of a failure of a pump the check valve pre-
vents a reverse flow to the relative feeding line if the
FUEL DISTRIBUTION cross-feed valve is open.
The check valve incorporates a drain used to discharge
over pressure applied in the reverse direction when the
valve is set closed.
The fuel selector manifold is composed of a DC electri-
DESCRIPTION cally operated shut-off valve and pressure transducer for
The distribution system is composed by: each feeding line and a DC electrically operated cross-
– booster pump feed valve.
– fuel selector manifold From the fuel selector manifold pipelines are routed to
each engine firewall where are installed using a flangible
The DC booster pump is installed on the sump plate at the self-sealing coupling.
bottom of each tank.
The booster pump is provided with an integral overheat The distribution system is interfaced with:
protection switch which turns off power to the motor when- – central fuselage
ever an overheat condition exists (power is restored when – engines
the overheat is over). – engines fire protection system
The booster pump supplies fuel through a hose inside the – electrical system
tank to a plate installed at the top. – fuel storage system
Feeding line outlet on the top of the tank is provided with a – Modular Avionics Unit.
frangible self-sealing coupling.
A branch of the feeding line output on the plate goes to a
pressure switch which senses pump output low pressure.
On the plate on the top of the tank is also installed a return
line from the engine.
The feeding line goes through a hose to the fuel selector
manifold where is installed a check valve.

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OPERATION – The pressure transducer in the manifold of the failed

supply line still provides the operating pressure supply
– Booster pumps are operated by a switch located on the
when crossfeed conditions are applied.
Fuel Control Panel in the cockpit.
– Shut-off valves are also operated by a switch located
on the Fuel Control Panel.
A visual indicator on the Panel provides the valve con-
dition.
– Engine fuel feeding is normally provided by the booster
pump in the on-side tank.
– The supply from a tank can be isolated as a result of
the shut-off valve selection.
– The shut-off valve can be also automatically closed as
a result of an engine fire extinguishing arming.
– In normal operation the cross-feed valve is closed and
the engines are supplied from their on side booster
pumps.
In the event of a specific failure condition the valve can
be manually or automatically opened to crossfeed a
tank supply to an opposite engine.
A visual indicator on the Fuel Control Panel provides
the valve condition in addition to the advisory FUEL
XFEED to the MFD.
– The crossfeed valve can be selected open or closed at
any time by setting the switch to OPEN or CLOSED.
– If the switch is set to NORM the crossfeed valve is
automatically opened by a signal coming from the pres-
sure switch detecting a loss of pressure in one feeding
line so that the remaining booster pump supply is also
made available to the opposite engine without aircraft
operation limitations.
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CONTROLS AND INDICATORS • the white flow line is vertical when the crossfeed
The fuel distribution controls are housed on the FUEL valve is closed.
CONTROL PANEL and is installed on the console. • the white flow line is horizontal when the crossfeed
The fuel system test push-button is housed on the TEST valve is open.
CONTROL PANEL and is installed on the console. – the shut-off valve indicator :
The operative functions and the malfunctions are dis- • is black when the helicopter has no electrical power
played in the CAS message windows of the MFD. supply.
• the white flow line is vertical when the shut-off valve
The Fuel Control Panel provides the following functions: is open.
– FUEL PUMP 1 or 2 Switch : OFF/ON • the white flow line is horizontal when the shut-off
• allows the fuel booster pump 1 or 2 operational con- valve is closed.
dition.
– FUEL Switch : OFF/ON The Test Control Panel provides the following function:
• allows the shut-off valve 1 or 2 operational condition. – FUEL push-button:
– XFEED Switch : • when pressed the TEST function takes place.
• CLOSED - allows to close the crossfeed valve. On the PFDs the white legend FUEL reverts to
• NORM - allows to open the crossfeed valve when amber TEST and back to FUEL at the end of test. If
the pressure switch in the feeding line detect a low the test fails, see the relative caution on the FUEL
pressure condition. INDICATING section.
The test duration is about 6 seconds.
• OPEN - allows to open the crossfeed valve.
NOTE At the power-up the test is automatically per-
NOTE In case of fire, the shut-off valve 1 or 2 is automat-
formed. If the TEST fails see the relative caution on FUEL
ically closed when the relative ENG 1 or ENG 2
INDICATING section.
push-button is pressed (to arm the EXTIN-
GUISHER) on the FIRE DETECT/EXTG CON-
TROL PANEL. CAPTIONS
The advisory provided in the CAS message window is as
– the XFEED valve indicator : follows:
• is black when the helicopter has no electrical power – FUEL XFEED :
supply.
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• when the crossfeed valve is open

(either manually or automatically)

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FUEL DISTRIBUTION LAYOUT

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FUEL DISTRIBUTION SCHEMATIC - NORMAL OPERATION

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FUEL DISTRIBUTION SCHEMATIC - CROSSFEED OPERATION (SHEET 1 OF 2)

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FUEL FUEL
1 BAR 2 1 BAR 2
0.9 0.0 ENGINE 1 ENGINE 2 0.9 0.0

MANIFOLD

PRESSURE PRESSURE
TRASDUCER 1 TRASDUCER 2
SHUT-OFF SHUT-OFF CHECK
CHECK
VALVE 1 VALVE 2 VALVE
VALVE

PRESSURE CROSS-FEED PRESSURE

SWITCH 1 VALVE SWITCH 2

FLAME FLAME
SHUT-OFF ARRESTOR ARRESTOR
VALVE

FUEL CONTROL PANEL

ENG 1 ENG 2
MAIN MAIN
PROBE PROBE
XFEED
F OPEN SECONDARY
F ON ON F
U U U
PROBE
NORM
E E
OFF OFF
E
L CLOSED L
L
FUEL FUEL
PUMP 1 PUMP 2
ON ON
TANK 1 TANK 2
OFF OFF
TANK 1 TANK 2
2 FUEL PUMP
BOOSTER BOOSTER
PUMP PUMP
BOOSTER CROSS-FEED
PUMP VALVE DRAIN VALVE
WATER DRAIN DRAIN VALVE
VALVE TM-39-28-20-013a

FUEL DISTRIBUTION SCHEMATIC - CROSSFEED OPERATION (SHEET 2 OF 2)

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FUEL DISTRIBUTION INTERFACE BLOCK DIAGRAM

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FUEL DISTRIBUTION CONTROLS AND INDICATING

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FUEL DISTRIBUTION SYSTEM CONTROLS

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CHAPTER 28 - FUEL SYSTEM

SECTION 28-40 - INDICATING

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SECTION 28-40 The Fuel Control Unit is an electronic device that inter-
faces with the fuel quantity probes and the low level sen-
FUEL INDICATING sors and the output is provided to the Modular Avionic
Unit.
The Fuel Control Unit is designed to have two indepen-
dent and separated channels with data link interfacing so
that comparison can be made between channels and any
DESCRIPTION failure of one does not affect the proper operation of the
The fuel indication system is composed of: other.
– main quantity probe The fuel indicating also includes the pressure switch
– secondary quantity probe located on the engine feeding line and the pressure trans-
– low level sensor ducers (one for each feeding line) located on the mani-
fold. They are interfaced with the Modular Avionic Unit.
– fuel control unit
– pressure switch
The indicating system is interfaced with:
– pressure transducer.
– central fuselage
– electrical system
Inside each main tank are located one capacitance type
– fuel distribution system
main probe installed on the side of the tank and a capaci-
tance type secondary probe installed on the sump plate at – fuel storage system
the bottom of the tank. – Modular Avionic Unit.
The secondary probe includes a low level sensor that pro-
vides a caution when the fuel level in the tank falls below
92 kg.
The Fuel Control Unit (FCU) is located in the right avionic
bay in the rear side of the central fuselage and converts
fuel height into fuel mass.
The tank geometry is part of the Fuel Control Unit soft-
ware.
Specific fuel density compensation is calculated as a func-
tion of the fuel temperature.
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OPERATION – The FCU uses the roll attitude compensation in each

channel to determine the fuel quantity calculation.
– When the main probe is immersed in fuel provides the
height of fuel to the FCU and then converted in fuel – When the fuel quantity falls below the low level sensor
mass to the MFD. the caution 1 or 2 FUEL LOW is provided to the MFD.
– When the main probe loses contact with fuel, the mea- – Failure of the low level sensor provides the caution 1 or
surement is provided by the secondary probe. 2 FUEL LOW FAIL
– When a main probe fails to provide a signal when mea- – If the BIT of the Fuel Control Unit detects internal left/
suring, the FCU signals the loss of the probe as a fail- right channel failure, the caution 1 or 2 FCU FAIL is
ure condition providing the caution 1 or 2 FUEL provided to the MFD
PROBE to the MFD and use the secondary probe in – A manual test of the FCU can be operated (only on
the same tank to provide the fuel quantity indication. ground) by selecting the pushbutton FUEL on the Test
– If both main probes fail the cautions 1 and 2 FUEL Control Panel located in the console.
PROBE are provided to the MFD, the secondary If the test result is unsuccessful the caution 1 or 2 FCU
probes provide a fuel quantity indication relative to their TEST FAIL is provided to the MFD.
maximum height (lower than actual fuel quantity). – The pressure transducer in the manifold provides con-
– When a secondary probe fails to provide a signal when tinuous pressure monitoring to the MFD.
measuring, the relative fuel quantity indication is set to – In the event of fuel boost pump low pressure, a pres-
zero. sure switch provides the signal for the caution 1 or 2
– If both secondary probes fail the cautions 1 and 2 FUEL PUMP to the MFD.
FUEL PROBE are provided to the MFD and the fuel
quantity indication is zero.
– Because of the interconnect between the two tanks,
when the fuel level falls below the secondary probes
provide unique information in case of failure.
– If a secondary probe fails in the right (left) tank while
fuel level is below the interconnect the quantity of fuel
reported is zero while the secondary probe in the left
(right) tank reports its actual fuel level.
The fuel quantity indication in this failure condition is
then less than the actual.
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CONTROLS AND INDICATIONS – 2 FUEL PUMP :

The Test Control Panel provides the following function: • when the right fuel boost pump pressure drops
below 0,6 bar; it extinguishes when above 0.7 bar.
– FUEL push-button :
– 1 FUEL PROBE :
• when pressed the TEST function takes place.
On the MFDs the white legend FUEL reverts to • the left main probe or secondary probe or both are
amber TEST and back to FUEL at the end of test. faulty.
If the TEST fails see the relative caution on FUEL – 2 FUEL PROBE :
INDICATING section. • the right main probe or secondary probe or both are
The test duration is about 2 minutes. faulty.
– 1 FCU FAIL :
NOTE At the power up the test is automatically per- • the left channel of the FCU is in failure.
formed and the amber TEST appears. – 2 FCU FAIL :
• the right channel of the FCU is in failure.
The fuel indicating provides caution messages displayed – 1 FCU TEST FAIL :
in the CAS message window of the MFD.
• when the left channel of the FCU fails the IBIT test.
– 2 FCU TEST FAIL :
• when the right channel of the FCU fails the IBIT test.
CAPTIONS – AVIONIC FAULT :
– 1 FUEL LOW FAIL : • when the loss of communicanications to a single
• the left low level sensor is faulty. MAU is detected for FCU 1 or FCU 2: the mainte-
– 2 FUEL LOW FAIL : nance message in the CMC is A429/RS422 BUS.
• the right low level sensor is faulty.
– 1 FUEL LOW :
• when the fuel level in the left tank is below 92 kg.
– 2 FUEL LOW :
• when the fuel level in the right tank is below 92 kg
– 1 FUEL PUMP :
• when the left fuel boost pump pressure drops below
0,6 bar; it extinguishes when above 0.7 bar.
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FUEL INDICATING LAYOUT

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FUEL INDICATING INTERFACE BLOCK DIAGRAM

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FUEL INDICATING COMPONENT LOCATION

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FUEL QUANTITY INDICATING PHILOSOPHY (SHEET 1 OF 2)

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FUEL LEVEL PROBE FAILURE TOTAL FUEL ROLL COMP. (between ±5°) NOTE

above Q no failures M1+M2 YES

below Q no failures S1+S2 YES

above Q M1 S1+M2 default to 0° LH tank shows a fuel level lower than effective

above Q M2 M1+S2 default to 0° RH tank shows a fuel level lower than effective

above Q S1 M1+M2 YES

above Q S2 M1+M2 YES

below Q M1 S1+S2 YES

below Q M2 S1+S2 YES

below Q S1 0+S2 default to 0° LH tank shows a fuel level equal to zero

below Q S2 S1+0 default to 0° RH tank shows a fuel level equal to zero

above Q M1 and M2 S1+S2 YES RH / LH indications lower than effective

above Q S1 and S2 M1+M2 YES

below Q M1 and M2 S1+S2 YES

below Q S1 and S2 0+0 default to 0° RH / LH tanks show zero fuel

NOTE If the fuel level is above the flange level (L), the FCU will compensate for roll attitudes between ±5°. When the fuel
level is below the collector no compensation is made.

FUEL QUANTITY INDICATING PHILOSOPHY (SHEET 2 OF 2)

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FUEL INDICATING SYSTEM CONTROLS

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FUEL PRESSURE INDICATING

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FUEL QUANTITY INDICATING

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CHAPTER 29 - HYDRAULIC POWER

SECTION 29-10 - MAIN

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SECTION 29-10 The Main Hydraulic Power System is interfaced with:

– Auxiliary Hydraulic Power System
MAIN HYDRAULIC POWER SYSTEM – central fuselage
– tail unit
– flight control system
– utilities system
DESCRIPTION – electrical system
– Main Gearbox
The Main Hydraulic Power System is composed by two – Modular Avionic Unit.
independent circuits.
Each system is composed by two self-regulating hydraulic
pumps (one mechanical and one electrical driven from the
Auxiliary Hydraulic Power System for circuit 1, two
mechanical driven for circuit 2) providing pressure flow to
a Power Control Module (PCM).
The mechanical hydraulic pumps are driven continuously
by the Main Gearbox, the electrical hydraulic pump (when
operated by the pilot) only for ground pre-flight check of
the flight controls servoactuators for a limited period of
time.
The Power Control Module houses all the equipment
required for the hydraulic operation such as pressurized
reservoir, pressure and return filters, check valves, ground
equipment operation components, flight controls and utili-
ties circuit solenoid shut-off valves, bleed/drain valve, inlet
and outlet pressure switches, circuit pressure sensor, oil
temperature sensor and switch, oil level microswitches.
A Tail Rotor Shut-Off Valve, is installed in the circuit 2 only,
between the Power Control Module and the tail rotor ser-
voactuator.

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MAIN HYDRAULIC POWER SYSTEM (SHEET 1 OF 2)

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HYDRAULIC
TRA CIRCUIT 2 POWER
PRESSURE SUPPLY 2

TRA CIRCUIT 2 MAIN

RETURN GEAR BOX

POWER
CONTROL
MODULE 2

MRA CIRCUIT 2
RETURN

MRA CIRCUIT 2
PRESSURE

UTILITIES
CIRCUIT 2
PRESSURE

UTILITIES
CIRCUIT 2 TAIL
RETURN ROTOR
SHUT-OFF HYDRAULIC
VALVE POWER
SUPPLY 4 TM-39-29-10-002

MAIN HYDRAULIC POWER SYSTEM (SHEET 2 OF 2)

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OPERATION
– From the PCM pressurized reservoir oil is delivered to
each pump through a dedicated suction line.
– When a demand is made on the system (pressure drop
due to a flight controls or utilities operation) the pump
adjusts itself to provide the oil flow to restore the nomi-
nal pressure.
– Oil returns pressurized to the PCM where is filtered.
– From the PCM oil flows to the utilities and/or main and
tail rotor servoactuators.
– For circuit 2 only, oil flow to the tail rotor servoactuator
is first delivered to the Tail Rotor Shut-Off Valve.
– From the main and tail rotor servoactuators and/or utili-
ties, the oil is then returned to the PCM where is filtered
again.
– When no demand is made on the system (no pressure
drop because flight controls are stationary or utilities
are not operating), the pump fluid flow to the system is
zero and the oil returns to the PCM through the case
drain line to the return line.
– In the event of oil fast leakage in the circuit 2, oil level
microswitches in the PCM reservoir operate the Tail
Rotor Shut-Off Valve to isolate the oil delivery to the tail
rotor servoactuator to give priority to the Main Rotor
Servoactuators.
– Another shut-off valve installed in the PCM automati-
cally isolates the utilities system in the event of oil fast
leakage to give priority to main and tail rotor servoactu-
ators.

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MAIN HYDRAULIC POWER SYSTEM BLOCK DIAGRAM

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MAIN HYDRAULIC POWER SYSTEM INTERFACE BLOCK DIAGRAM

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CONTROLS AND INDICATORS The amber legend PRESS on the control panel is
also illuminated.
The main hydraulic power system controls and indicators
This SOV 2 CLOSE selection is inhibited if the flight
are housed on the HYDRAULIC SYSTEM CONTROL
control actuators low pressure exists in the hydraulic
PANEL and is located on the console.
system 1.
The LAMP pushbutton for the lamp test is housed on the
TEST CONTROL PANEL and is installed on the console. – HYD 1 (2) INDICATOR :
This malfunctions are displayed in the CAS message win- • PRESS: the amber legend illuminates when the
dows of the MFD. previous condition is satisfied or when in the
involved system the hydraulic pressure drops below
The Hydraulic System Control Panel provides the follow- 162 bar; it extinguishes when above 190 bar.
ing functions and indications: The cautions 1 (2) HYD PRESS and 1 (2) SERVO
– SOV 1 (guarded switch) : are also provided to the MFD.
• CLOSE: allows to close the PCM1 flight control • TEMP: the amber legend illuminates when in the
servoactuators shut-off valve (solenoid energized). involved system the hydraulic oil temperature is
The SOV 1 indicator on the MFD (synoptic page) above 135°C; it extinguishes when below 127°C.
moves from vertical to horizontal and two cautions The cautions 1 (2) HYD TEMP are also provided to
are displayed in the CAS message window. the MFD.
The amber legend PRESS on the control panel is
also illuminated.
This SOV 1 CLOSE selection is inhibited if the tail
rotor shut-off valve is closed or the flight control
actuators low pressure exists in the hydraulic system
2.
– SOV 2 (guarded switch) :
• CLOSE: allows to close the PCM2 flight control
servoactuators shut-off valve (solenoid energized).
The SOV 2 indicator on the MFD (synoptic page)
moves from vertical to horizontal and two cautions
are displayed in the CAS message window.

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MAIN HYDRAULIC POWER SYSTEM CONTROLS AND INDICATING (SHEET 1 OF 2)

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SYNOPTIC PAGE ON MFD

MAIN HYDRAULIC POWER SYSTEM CONTROLS AND INDICATING (SHEET 2 OF 2)
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CHAPTER 29 - HYDRAULIC POWER

SECTION 29-11 - POWER CONTROL MODULE

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SECTION 29-11 The hydraulic synoptic page will also display this condi-
tion (valve closed and reservoir oil quantity).
POWER CONTROL MODULE The microswitch is also used to prevent to set OFF
System 1.
The MIN LEVEL microswitch (22%) used in PCM2 and
PCM1 closes the utility shut-off valve.
At this stage the quantity of fluid remaining into the res-
DESCRIPTION ervoirs is sufficient to cover the main rotor actuators
The Power Control Module consists of the following main volumetric requirements.
items: The following cautions 1 (2) HYD MIN, EMER LDG
PRESS (HYD UTIL PRESS) are also displayed on the
– A reservoir inside which the oil is separated from the air MFD.
by using a rubber membrane piston, energized by a The hydraulic synoptic page will also display these con-
spring which provides pressurization to the oil. ditions (valve closed and reservoir oil quantity).
– A visual oil level indicator located on the back side of – Temperature oil sensor and switch.
reservoir. They are both installed on the reservoir suction line.
– An oil level sensor used in case of circuit fluid large The temperature sensor provides the continuous read-
leakage automatically provides a remote indication of out to the MFD. The temperature switch provides the
reservoir fluid level through three microswitches. caution 1 (2) HYD OIL TEMP to the MFD and illumi-
The LOW 1 LEVEL microswitch (50%) used in PCM2 nates the amber legend TEMP on the HYD 1 (2) indica-
as a safety threshold closes the utility shut-off valve tor on the Hydraulic Systen Control Panel.
(utility circuit isolation). – Pressure and return filter assembly to provide filtration
The caution HYD UTIL PRESS and the hydraulic syn- of the hydraulic fluid.
optic page will display on the MFD this condition (valve Return filter only is provided with a by-pass valve to
closed and reservoir oil quantity). allow oil recirculation in the event the filter is completely
The LOW 2 LEVEL microswitch (28%) used in PCM2 clogged.
as a safety threshold closes the Tail Rotor Shut-off Filter clogged condition is shown on the hydraulic syn-
valve and re-opens the utility shut-off valve. optic page.
The caution 2 SERVO is provided while the caution
HYD UTIL PRESS clears.

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– One filter clogged indicator for each filter. – One pressure switch is installed on each pump pres-
The mechanical indicator (red pop-out) once actuated sure inlet.
remains extended until reset manually (position hidden The inlet pressure switches in PCM2 provide the cau-
from view). tion 2 (4) HYD PUMP to the MFD.
The maintenance messages 1 (2) HYD FILTER are In case the 2 - 4 HYD PUMP caution is provided, the
provided to the MFD. cautions 2 HYD OIL PRESS, HYD UTIL PRESS and 2
SERVO are shown together with the amber legend
– Flight controls circuit shut-off valve, solenoid operated,
PRESS on the HYD 2 indicator on the Hydraulic Sys-
open when de-energized.
tem Control Panel.
The valve is used to isolate the flight controls hydraulic
The inlet pressure switch in PCM1 provides the caution
circuit and connects the pressure lines to the reservoir
1 HYD PUMP together with the cautions 1 HYD OIL
(when manually energized with SOV 1 or 2 CLOSE
PRESS, EMERG LDG PRESS, 1 SERVO to the MFD
switch on the Hydraulic System Control Panel.
and illuminates the amber legend PRESS on the HYD
When the shut-off valve is set closed, the cautions 1 (2)
1 indicator on the Hydraulic Control Panel. The pres-
HYD OIL PRESS, 1 (2) SERVO and the SOV 1 (SOV
sure switch indication for the Electric Pump is not oper-
2) indicator condition are provided to the MFD; the
ative.
amber legend PRESS on the HYD 1 (2) indicator on
the Hydraulic System Control Panel is illuminated. – One pressure switch installed on each pressure circuit
outlet (flight controls and utilities).
– Utility circuit shut-off valve, solenoid operated, open
The F/C outlet pressure switch provides the caution 1
when de-energized.
(2) HYD OIL PRESS (together with the caution 1 (2)
The valve is used to isolate the utilities circuits and con-
SERVO to the MFD, illuminates the amber legend
nects the pressure lines to the reservoir (when auto-
PRESS on the HYD 1 (2) indicator on the Hydraulic
matically energized by the oil level microswitches.
Control System Panel and is used as an interlock to
There is no manual control of this valve).
prevent to set OFF the other hydraulic circuit.
When the shut-off valve is automatically closed, the
The utilities pressure switch provides the caution HYD
cautions HYD UTIL PRESS or EMER LDG PRESS and
UTIL PRESS or the EMER LDG PRESS to the MFD.
the LDG GEAR NORM (LDG GEAR EMER) indicator
condition are provided to the MFD. – A pressure system relief valve used to protect the cir-
cuit by limiting the pressure in case of failure of the
– Pressure sensor installed before the shut-off valves
pump compensator.
provides the pressure continuous read-out to the MFD.

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– A return shuttle-valve used to connect the helicopter – Two flight controls pressure and return circuit lines con-
hydraulic circuit to the ground equipment reservoir, by nection ports
passing the PCM reservoir. – A utility pressure and return circuit lines connection
– A return by-pass valve used as a safety device in the ports
event of a return shuttle valve seizure in maintenance – A PCM filling connection port
position.
– A drain overboard line connection port
– A flow restrictor used to discharge on the return line the
pressure trapped in the ground equipment pressure
lines after maintenance operation. The Power Control Module is interfaced with:
– Two case drain differential pressure indicators used to – central Fuselage
monitor the flow from the pump to the PCM return line. – Hydraulic Control Panel
When the flow through a pump case drain increases
over a limit, it indicates an impeding pump failure. – Hydraulic Power Supply
In this case a red mechanical indicator is actuated by – Electrical Pump (circuit 1 only)
the overpressure and remain extended until reset man-
– Tail Rotor Shut-Off Valve (circuit 2 only)
ually (position hidden from view).
– main rotor servoactuators
– Nine check valves used to control hydraulic flow
– tail rotor servoactuator
– Pressure and return ground equipment connection
ports – utilities system
– Two pumps suction, pressure and drain lines ports – Modular Avionic Unit.

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HYDRAULIC POWER SUPPLY 1 HYDRAULIC LINES

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HYDRAULIC POWER SUPPLY 2 AND 4 HYDRAULIC LINES

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POWER CONTROL MODULE INTERFACE BLOCK DIAGRAM

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(1) Pressurized reservoir

(2) Oil level microswitches
(3) Visual oil level indicator (sight glass)
(4) Pressure relief/bleeding valve
(5) Temperature oil sensor
(6a, 6b) Pressure and return filter
(7a, 7b) Filters clogged indicators
(8) Return filter bypass valve
(9a) Flight controls circuit shutoff valve (shown de-energized, System ON)
(9b) Utilities shutoff valve (shown de-energized, System ON)
(10) Pressure system relief valve
(11) Pressure sensor
(12a, 12b, 12c, 12d) Pressure switches
(13) Flow restrictor
(14) Return shuttle valve
(15) Return bypass valve
(16a, 16b, 17a, 17b, 18, 19a, 19b, 20a, 20b) Check valves
(21a, 21b) Case drain differential pressure indicator
(22) Temperature switch

POWER CONTROL MODULE SCHEMATIC (SHEET 1 OF 2)

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POWER CONTROL MODULE SCHEMATIC (SHEET 2 OF 2)

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OPERATIONS

Pre-flight check operation mode

– Only PCM 1 is hydraulically supplied from the Electrical
Pump (after Pilot Selection)
– Flight Controls circuit and utilities shut-off valves are
open and pressure provided to the systems
– Return shuttle-valve connects Flight Controls circuit
and utilities return to the PCM reservoir
– Pressure is 105 bar.

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POWER CONTROL MODULE SCHEMATIC - PRE-FLIGHT CHECK OPERATION MODE

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Normal operation mode

– PCM 1 is hydraulically supplied from HPS1
– PCM 2 is hydraulically supplied from HPS2 and HPS4
– Flight controls circuit and utilities shut-off valves are
open and pressure provided to the systems.
– Return shuttle-valve connects Flight Controls circuit
and utilities return to the PCM reservoir.
– Pressure is 207 bar.
– Flow is a fair division between hydraulic pumps (flight
controls and utilities).

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POWER CONTROL MODULE SCHEMATIC - NORMAL OPERATION MODE

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LOW 1 LEVEL operation mode (utilities Shut-off)

– PCM 1 is hydraulically supplied from HPS1
– PCM 2 is hydraulically supplied from HPS2 and HPS4
– Flight Controls circuit shut-off valve is open and pres-
sure is provided to the system.
– PCM 2 utility shut-off valve is automatically closed by
the reservoir LOW 1 LEVEL microswitch following a
system fast leakage.
The caution HYD UTIL PRESS, the LDG GEAR NORM
indicator condition and the reservoir oil quantity (50%)
are provided to the MFD.
– Utility pressure circuit is depressurised to the return.
– The landing gears extend.
– Return shuttle-valve connects Flight Controls circuit
return and utility depressurization to the PCM reservoir.
– Pressure is 207 bar.
Flow is a fair division between hydraulic pumps (only
Flight Controls circuit).

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POWER CONTROL MODULE SCHEMATIC - LOW 1 LEVEL OPERATION MODE (UTILITIES SHUT-OFF)
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LOW 2 LEVEL operation mode (TRSOV Shut-off)

– PCM 1 is hydraulically supplied from HPS1
– PCM 2 is hydraulically supplied from HPS2 and HPS4
– Flight Controls circuit shut-off valve is open and pres-
sure is provided to the system.
– PCM 2 utility shut-off valve is automatically re-opened
by the reservoir LOW 2 LEVEL microswitch following a
system fast leakage (after LOW 1 level microswitch
operation).
The caution HYD UTIL PRESS clears, LDG GEAR
NORM indicator condition and the reservoir oil quantity
(28%) are provided to the MFD.
– The landing gears retract.
– TRSOV is automatically closed by PCM 2 reservoir
LOW 2 LEVEL microswitch.
The caution 2 SERVO and the TRSOV indicator condi-
tion are provided to the MFD.
– Tail rotor servoactuator is supplied by hydraulic circuit 1
only, circuit 2 is in by-pass.
– SOV 1 switch on the Hydraulic Control Panel is inhib-
ited
– Pressure is 207 bar.
Flow is a fair division between hydraulic pumps.

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POWER CONTROL MODULE SCHEMATIC - LOW 2 LEVEL OPERATION MODE (TRSOV SHUT-OFF)
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MIN LEVEL operation mode PCM 2

(Utilities and TRSOV Shut-off)
– PCM 1 is hydraulically supplied from HPS1
– PCM 2 is hydraulically supplied from HPS2 and HPS4
– Flight Controls circuit shut-off valve is open and pres-
sure is provided to the system.
– PCM 2 utility shut-off valve is automatically closed by
the reservoir MIN LEVEL microswitch following a sys-
tem fast leakage (after LOW 2 level microswitch opera-
tion).
– The cautions HYD UTIL PRESS, 2 HYD MIN, the LDG
GEAR NORM indicator condition and the reservoir oil
quantity (22%) are provided to the MFD.
– Utility pressure circuit is depressurised to the return.
– The landing gears extend.
– Return shuttle-valve connects Flight Controls circuit
return and utility depressurization to the PCM reservoir.
– Pressure is 207 bar. Flow is a fair division between
hydraulic pumps (only Flight Controls circuit)

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POWER CONTROL MODULE SCHEMATIC - LOW 2 LEVEL OPERATION MODE (TRSOV SHUT-OFF)
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MIN LEVEL operation mode PCM 1

(Utilities Shut-off)
– PCM 1 is hydraulically supplied from HPS1
– PCM 2 is hydraulically supplied from HPS2 and HPS4
– Flight Controls circuit shut-off valve is open and pres-
sure is provided to the system.
– PCM 1 utility shut-off valve is automatically closed by
the reservoir MIN LEVEL microswitch following a sys-
tem fast leakage.
– The cautions 1 HYD MIN, EMER LDG PRESS, the
LDG GEAR EMER indicator condition and the reservoir
oil quantity (22%) are provided to the MFD.
– Utility pressure circuit is depressurized to the return.
– Return shuttle-valve connects Flight Controls circuit
return and utility depressurization to the PCM reservoir.
– Pressure is 207 bar.
Flow is a fair division between hydraulic pumps (only
Flight Controls circuit).

NOTE – TRSOV is controlled by PCM 2 only.

NOTE – LOW 1 and LOW 2 level microswitches on

PCM 1 provide the indication of the reservoir oil
quantity (50% and 28%) to the MFD only.

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POWER CONTROL MODULE SCHEMATIC - MIN LEVEL OPERATION MODE (UTILITIES SHUT-OFF)
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Shut-off Flight Controls circuit operation

– PCM 1 is hydraulically supplied from HPS1
– PCM 2 is hydraulically supplied from HPS2 and HPS4
– Flight controls circuit shut-off valve is closed by pilot
selection of the 1(2) SOV CLOSE switch in the Hydrau-
lic System Control Panel.
– The caution 1 (2) HYD OIL PRESS (together with the
caution 1 (2) SERVO) and the SOV 1 (SOV 2) indicator
condition are provided to the MFD; the amber legend
PRESS is illuminated on the HYD 1 (2) indicator on the
Hydraulic System Control Panel.
– Flight Controls circuit is depressurised to the return.
– Utility shut-off valve is open and pressure is provided to
the system.
– Return shuttle-valve connects utilities circuit return and
Flight Controls depressurization to the PCM reservoir
– Pressure is 207 bar.
Flow is a fair division between hydraulic pumps (only
utilities circuit).

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POWER CONTROL MODULE SCHEMATIC - SHUT-OFF FLIGHT CONTROLS CIRCUIT OPERATION

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CHAPTER 29 - HYDRAULIC POWER

SECTION 29-12 - HYDRAULIC POWER SUPPLY

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SECTION 29-12 The mechanical pumps are driven by different gearbox

shafts to provide maximum separation of power sources
HYDRAULIC POWER SUPPLY for safety purposes.

The mechanical pumps are interfaced with:

– Power Control Module 1 and 2
– Main Gearbox
DESCRIPTION
A mechanically gearbox driven pump (HPS 1) powers the
Flight Controls hydraulic Circuit 1 and the utility system.
Two mechanically gearbox driven pumps (HPS2 and
HPS4) power the Flight Controls hydraulic circuit 2 and
the utility system.
The pump units are variable delivery, constant pressure,
self regulating axial piston type.
Variable flow demand is achieved by altering the angle of
the swashplate which controls the stroke of the nine pis-
tons.
The pistons displacement (swashplate angle) is controlled
by an internal pressure compensator valve.
The pump incorporates a centrifugal boost impeller to
reduce risk of cavitation.
A cooling and lubrication flow (Case Drain Flow) passes
through the pump casing and is taken from a drain port
and piped to the relative port on the associated PCM.

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OPERATION
– The pump cylinder housing containing the nine pistons
is driven by a shaft.
– As the cylinder housing rotates, the pistons reciprocate
within their bores intaking (from PCM suction line) and
discharging fluid (to PCM pressure line).
– Varying flow demands are satisfied by changing the
angle of the swashplate which controls the nine pistons
stroke.
– A compensating valve senses the pump output pres-
sure and a stroking piston, together with a spring, con-
trols the swashplate.
– As the pressure drops, the swashplate is tilted produc-
ing increased flow to the system.
– As soon pressure reaches the preset value, swash-
plate angle is reduced thus reducing fluid flow.
– When no demands are made on the system, fluid flow
to the system will be zero and fluid supplied by the
pump is delivered completely to the case drain line (to
PCM case drain line).
– The case drain line is required to provide lubrication
and heat dissipation to the pump internal rotating com-
ponents.
– Fluid is provided to the case drain line during any pump
operating condition.

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HYDRAULIC POWER SUPPLY 2 AND 4 HYDRAULIC LINES

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HYDRAULIC POWER SUPPLY 1 HYDRAULIC LINES

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HYDRAULIC POWER SUPPLY INTERFACE BLOCK DIAGRAM

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HYDRAULIC POWER SUPPLY SCHEMATIC OPERATION

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CHAPTER 29 - HYDRAULIC POWER

SECTION 29-13 - TAIL ROTOR SHUT-OFF VALVE

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SECTION 29-13 OPERATION

– During normal operation solenoid is de-energized, the
TAIL ROTOR SHUT-OFF VALVE spool is positioned by the spring to keep the valve open
thus providing pressure flow to the tail servoactuator
pressure line.
– When the LOW LEVEL 2 microswitch in the Power
DESCRIPTION Control Module 2 detects a low oil level condition
(28%), an electrical signal is provided to the valve to
The Tail Rotor Shut-off Valve is installed on the Flight energize the solenoid to close the pressure supply to
Controls Hydraulic circuit 2. the tail rotor. Tail rotor servoactuator pressure line is
It is used to isolate the tail rotor servoactuator in case of then connected to the return.
fast oil leakage. The caution 2 SERVO and the TAIL SERVO TRSOV
It is composed of a spool operated by a solenoid which is indicator condition are provided to the MFD.
normally de-energized (electrical power removed).
The spool is also controlled by a spring which keeps it in
the open position.
A microswitch is provided to give a signal to the MFD.

The Tail Rotor Shut-off Valve is interfaced with:

– Central fuselage
– Power Control Module 2
– Modular Avionic Unit
– Electrical System.

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HYDRAULIC POWER SUPPLY 2 AND 4 HYDRAULIC LINES

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TAIL ROTOR SHUT-OFF VALVE SCHEMATIC

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TAIL ROTOR SHUT-OFF VALVE INTERFACE BLOCK DIAGRAM

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CHAPTER 29 - HYDRAULIC POWER

SECTION 29-20 - AUXILIARY

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SECTION 29-20 A timer relay limits motor operation to two minutes maxi-
mum to avoid battery discharge.
AUXILIARY HYDRAULIC POWER SYSTEM The Weight On-wheels switches on the main landing gear
limit the Electrical Pump use at ground only.

The Electrical Pump is interfaced with:

– Central fuselage
DESCRIPTION – Hydraulic Control Panel
The Auxiliary Hydraulic Power System is composed by an – Main Hydraulic Power System
Electrical Pump (EP) which powers with reduced pressure (Power Control Module 1)
the Flight Controls hydraulic circuit 1. – Electrical system
This power takes place of the main hydraulic system, – Modular Avionic Unit
when engines are shut-down, for a limited period of time
for pre-flight checks only.
OPERATION
The Electrical Pump is connected with the Power Control
Module 1. – The pump cylinder housing containing the nine pistons
The pump unit is a variable delivery, constant pressure, is driven by the electric motor shaft.
self-regulating axial piston type. – As the cylinder housing rotates, the pistons reciprocate
Variable flow is achieved by altering the angle of the within their bores intaking (from PCM1 suction line) and
swashplate which controls the stroke of the nine pistons. discharging fluid (to PCM1 pressure line).
The pistons displacement (swashplate angle) is controlled – Varying flow demands are satisfied by changing the
by an internal pressure compensator valve. angle of the swashplate which controls the nine pistons
The pump incorporates a centrifugal boost impeller to stroke.
reduce risk of cavitation. – A compensating valve senses the pump output pres-
A cooling and lubrication flow (case drain flow) passes sure and a stroking piston together with a spring, con-
through the pump casing and is taken from a drain port trols the swashplate.
and piped to the relative port on the PCM1. – As the pressure drops, the swashplate is tilted produc-
The Electrical Pump is driven by a fan cooled DC electri- ing increased flow to the system.
cal motor. – As soon pressure reaches the preset value, swash-
It is explosion proofed, equipped with a radio noise filter. plate angle is reduced thus reducing fluid flow.

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– When no demands are made on the system, fluid flow NOTE Once engaged, the electric pump has an opera-
to the system will be zero and fluid supplied by the tive time of 2 MIN max to prevent battery dis-
pump is delivered completely to the case drain line (to charge. After this time, the electric pump will be
PCM1 case drain line). automatically switched OFF.
– The case drain line is required to provide lubrication
and heat dissipation to the pump internal rotating com- When the electric pump is operative at 100 ±5 bar (zero
ponents. flow) or at 90 bar (maximum full flow) the rated pressure is
– Fluid is provided to the case drain line during any pump not sufficient to extinguish the cautions 1 HYD OIL
operating condition. PRESS, 1 SERVO and EMER LDG PRESS on the MFD
and the legend PRESS of the HYD 1 TEMP/PRESS indi-
cator on the Hydraulic System Control Panel.
CONTROLS AND INDICATORS However, this pressure allows the pre-flight full and free
The Auxiliary Hydraulic Power System control is housed movement of the flight controls to be verified.
on the Hydraulic System Control Panel and is installed on
the console.
The operative function is provided on the same control panel.

The Hydraulic System Control Panel provides the follow-

ing function and indication:
– ELEC PUMP push-button:
• Blank: when not pressed, no legend in view, the
electric pump is not operative.
• ON: when pressed allows the electric pump opera-
tional condition. The ON green legend is then lit.
This operation is inhibited if two WOWs detect a
flight condition.

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ELECTRICAL PUMP HYDRAULIC PIPELINES GENERAL LAYOUT

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ELECTRICAL PUMP SCHEMATIC OPERATION

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AUXILIARY HYDRAULIC POWER SYSTEM INTERFACE BLOCK DIAGRAM

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AUXILIARY POWER SYSTEM CONTROLS AND INDICATING

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CHAPTER 29 - HYDRAULIC POWER

SECTION 29-30 - INDICATING

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SECTION 29-30 CONTROLS AND INDICATORS

HYDRAULIC POWER INDICATING Synoptic page on MFD

The synoptic page provides a diagram showing the inter-
face among the PCM, pumps, landing gears, servo-actua-
tors and TRSOV as follows:
DESCRIPTION – circuit 1 or 2 operating pressure read-out.
The Hydraulic Power indicating system is composed of – circuit 1 or 2 operating temperature read-out.
the sensors included in the main components of the – circuit 1 or 2 oil level percentage indicator: indicates the
hydraulic systems as follows: oil level percentage in the PCM1 (2) reservoir.
– SOV1 (2) indicator: indicates the condition of the PCM
– Main Hydraulic Power System 1 (2) F/C shut-off valve operated by the 1 (2) CLOSE
• Power Control Module 1 and 2 switch in the Hydraulic Control Panel. When the valve
• Tail Rotor Shut-Off Valve is open the SOV 1 (2) indicator is vertical.
• Hydraulic Control Panel When the valve is closed the SOV 1 (2) indicator is hor-
izontal. In this condition are also provided the cautions
1 (2) HYD OIL PRESS, 1 (2) SERVO to the MFD and
– Auxiliary Hydraulic Power System
the amber legend PRESS on the HYD 1 (2) indicator in
• Electric Pump the Hydraulic Control Panel is illuminated
• Hydraulic Control Panel – LDG GEAR NORM indicator: indicates the condition of
the PCM 2 utility shut-off valve operated by the PCM 2
The indicating system is interfaced with: oil LOW LEVEL 1, LOW LEVEL 2 and MIN LEVEL
– electrical system microswitches. When the valve is open the LDG GEAR
– Modular Avionic Unit. NORM indicator is horizontal. When the valve is closed
the LDG GEAR NORM indicator is vertical. In this con-
dition is also provided the caution HYD UTIL PRESS
only or the cautions HYD UTIL PRESS and 2 HYD
MIN.

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– LDG GEAR EMER indicator: indicates the condition of When the amber legend PRESS of the HYD 2 indicator is
the PCM 1 utility shut-off valve operated by the PCM 1 lit on the Hydraulic System Control Panel, other con-
oil MIN LEVEL microswitch. When the valve is open nected cautions are displayed on the CAS message win-
the LDG GEAR EMER indicator is horizontal. When the dow as follows:
valve is closed the LDG GEAR EMER indicator is verti- – 2 HYD OIL PRESS:
cal. In this condition are also provided the cautions • when the hydraulic system 2 pressure drops below
EMERG LDG PRESS and 1 HYD MIN 162 bar;
– TAIL SERVO TRSOV indicator: indicates the condition • it extinguishes when above 190 bar.
of the Tail Rotor Shut-off Valve operated by the PCM 2 – 2 SERVO:
oil LOW LEVEL 2 microswitch. • when at least one servoactuator in system 2 is in by-
When the valve is open the TAIL SERVO TRSOV indi- pass.
cator is horizontal. When the valve is closed the TAIL
SERVO TRSOV indicator is vertical. In this condition is When the amber legend TEMP of the HYD 1 (2) indicator
also provided the caution 2 SERVO. is lit on the Hydraulic System Control Panel, the CAS
message window displays as follows:
CAPTIONS – 1 HYD OIL TEMP:
When the amber legend PRESS of the HYD 1 indicator is • when the hydraulic system 1 oil temperature is
lit on the Hydraulic System Control Panel, other con- above 135°C;
nected cautions are displayed on the CAS message win- • it extinguishes when below 127°C.
dow as follows: – 2 HYD OIL TEMP:
• when the hydraulic system 2 oil temperature is
– 1 HYD OIL PRESS: above 135°C;
• when the hydraulic system 1 pressure drops below • it extinguishes when below 127°C.
162 bar;
• it extinguishes when above 190 bar. Other cautions:
– 1 SERVO: – 1 HYD PUMP:
• when at least one servoactuator in system 1 is in by- • when the 1 main pump outlet pressure drops below
pass. 162 bar;
• it extinguishes when above 190 bar.

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– EMERG LDG PRESS: Other messages:

• when the pressure in the Emergency L/G extension – An amber cross on the filter symbol on the synoptic
line drops below 162 bar; page when the filter is clogged together with a MAIN-
• it extinguishes when above 190 bar. TENANCE caption on the CAS message window.
– 2 HYD PUMP:
• when the 2 main pump outlet pressure drops below
162 bar;
• it extinguishes when above 190 bar.
– 4 HYD PUMP:
• when the 4 main pump outlet pressure drops below
162 bar;
• it extinguishes when above 190 bar.
– 2 - 4 HYD PUMP:
• when the 2 and 4 main pumps outlet pressure drops
below 162 bar;
• it extinguishes when above 190 bar.
– HYD UTIL PRESS:
• when the pressure in the utility system (Normal L/G
extension line) drops below 162 bar;
• it extinguishes when above 190 bar.
– 1 HYD MIN:
• when the fluid level is at minimum in the PCM 1 res-
ervoir (0.7 l = 22%).
– 2 HYD MIN:
• when the fluid level is at minimum in the PCM 2 res-
ervoir (0.7 l = 22%).

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HYDRAULIC POWER INDICATING SYNOPTIC PAGE (MFD)

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HYDRAULIC POWER INDICATING CONTROLS AND INDICATING

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DISPLAY PRESENTATION
- Two vertical scales (PRESS/TEMP), one analog pointer and one digital readout
per system
- Range:
- for analogue scale 0 thru 310 bar - for digital readout 0 thru 310 bar
- for analog scale -50 thru 150°C - for digital scale -50 thru 150°C
- Resolution:
- for digital readout 1 bar - for digital readout 1°C
- Marking and range:
Pressure Temperature
- red band 0 thru 162 bar - amber band -50 thru -21°C
- red line 162 bar - green band -20 thru 119°C
- amber band 163 thru 179 bar - amber band 120 thru 134°C NOTE
- red line 135°C When the electric pump is operative, the digital readout
- red band 135 thru 150°C pressure and the relative analog pointer are displayed
- green band 180 thru 225 bar on the MFD on the hydraulic system N. 1.
- amber band 226 thru 250 bar
- red line 251 bar
- red band 251 thru 310 bar

HYDRAULIC POWER INDICATING (SHEET 1 OF 2)

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HYDRAULIC POWER INDICATING (SHEET 2 OF 2)

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HYDRAULIC POWER INDICATING SENSORS INTERFACE

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HYDRAULIC INDICATING SYSTEM INTERFACE BLOCK DIAGRAM

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CHAPTER 30 - ICE AND RAIN PROTECTION

SECTION 30-30 - PITOT AND STATIC

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SECTION 30-30 OPERATION

Each pitot heater system has a dedicated control switch
PITOT AND STATIC located in the overhead console, on the circuit breakers
panel.
When the switch is set to ON, the 28 VDC supply is routed
to the relevant current monitor that provides the current to
DESCRIPTION the pitot heating. If this current drops below a determined
value, the current monitor provides a failure condition to
The purpose of the pitot system is to collect air data for MAUs.
use by the cockpit instrumentation.
The pitot layout consists largely of a tube, which internally
CONTROLS AND INDICATORS
is divided into two sub divisions one for static pressure
and one for dynamic pressure. The pitots heater system has the control housed on the
To assure reliable distribution of the two fundamental circuit breakers panel through the PITOT HEATER
pressures to the instruments, in the pitot-static probes switches. The operation and the malfunction are dis-
there are an electrical resistance, which, when activated played on the MFD.
by the pilot, stops moisture in the atmosphere forming ice
and a hole for drainage that eliminates water which has The circuit breaker panel provides the following function:
condensed from the atmosphere. – PITOT HEATER switch OFF/ON:
Aside the Overhead Circuit Breaker Panel there are two • allows to de-activated / activated the pitot heater
valves protected by red safety covers. These are normal system.
positioned to NORM. In the event of IAS erratic readings
when operating in rain with static source, the ALTN posi-
tion must be set. In this condition the static source (pitot
probe) is removed and replaced by the cabin static
source.

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CAPTIONS
The caution provided in the CAS message is as follows:
– 1 (2) PITOT HEAT OFF:
• when the PITOT NO. 1 (2) is not activated with the
OAT <4°C
– 1 (2) PITOT FAIL:
• when the PITOT NO. 1 (2) is activated and the cur-
rent monitor detects the pitot heat current below
0.6 A

The advisory provided in the CAS message window is as

follows:
– 1 (2) PITOT HEAT ON:
• when the PITOT NO. 1 (2) is set to ON

NOTE The 1-2 PITOT HEAT ON shall be embedded in

the same line message without any need to have
separated messages.

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PITOT HEATER CONTROLS

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AIR PIPE PITOT-STATIC

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PITOT AND STATIC GENERAL LAYOUT (SHEET 1 OF 2)

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PITOT AND STATIC GENERAL LAYOUT (SHEET 2 OF 2)

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CHAPTER 30 - ICE AND RAIN PROTECTION

SECTION 30-40 - WINDSHIELDS

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SECTION 30-40 The Windscreen Washer sequence is controlled via a

push button switch located in the cockpit.
WINDSHIELDS The Washing system is capable of supplying a sufficient
quantity of cleaning (de-icing) liquid to both the two wiper
blades dedicated spray facilities, and includes a low level
sensor to detect a residual liquid quantity. The reservoir is
located on the left side of the nose.
DESCRIPTION The MAU 1 monitors the signal and sends the mainte-
The aircraft includes a twin windscreen Wiper/Washer nance message “W/S WASH LOW” to the MFDs.
system with parallel action and allows the operation of the
two Pilot and Copilot Wiper blades separated or together.
The Wiper/Washer system is capable of cleaning from the CONTROLS AND INDICATORS
windscreen surface any accumulation of water, insects,
The windscreen wiper/washer system control panel is
dirt, sand, dust or salt spray and a thin coat of soft snow.
housed on the console.
The system is able to function with no harmful effects
The cyclic sticks are also involved with the operation.
derived by the flying in snow and icing conditions, and in
The MFD displays the generic “MAINTENANCE” status
normal condition over a helicopter speed range from –50
message in white in the CAS area, when a residual liquid
knots to 140 knots, and sideways flight velocity up to 50
quantity in the reservoir is detected.
knots.
The windscreen wiper/washer control panel provides the
following functions:
– WINDSHIELD WASHER push-button:
OPERATION • when pressed the windscreen washer is activated.
The Windscreen Wiper/Washer system operational mode If pressed less than 1 sec., the light washing cycle is
selection is made from a three positions rotary switch actuated: a complete low speed cycle with washing
(OFF, LOW SPEED, HIGH SPEED), and by a two posi- and two complete low speed cycles to clean up the
tions selector switch (DUAL/SINGLE). windscreen faces.
The Windscreen Wiper sequence is controlled via a If pressed more than 1 sec., the heavy washing
WIPER button switch located on the Cyclic stick, for both cycle is activated: a continuous low speed cycle with
Pilot/Copilot positions. washing up to command disengage and two com-

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plete low speed cycles to clean up the windscreen The pilot and copilot cyclic stick provide the following
faces. function:
– WIPER momentary switch:
NOTE The washing mode has precedence against all • when pressed, the corresponding wiping sequence
the other operational modes, unless for the OFF starts.
position. To stop the wiping sequence a further action is nec-
It will override either the SLOW/FAST rotary essary.
switch, the WIPER momentary switches and the
SINGLE/DUAL rotary switch. NOTE When the DUAL mode is selected, a further
The washing cycle will engage always either the action on whichever momentary switch (pilot or
pilot and copilot systems, according to the light/ copilot) will stop both the systems.
heavy washing cycle.

– SINGLE/DUAL rotary switch:

• SINGLE: when selected and the pilot or copilot
WIPER momentary switch pressed, the correspond-
ing system starts working.
• DUAL: when selected and the pilot or copilot
WIPER momentary switch pressed, the systems
start working.
– OFF/SLOW/FAST rotary switch:
• OFF: when selected, the wipers are off once they
reach the parking position.
• SLOW: the wiping sequence operates with a fre-
quency of 45 cycles per minute.
• FAST: the wiping sequence operates with a fre-
quency of 90 cycles per minute.

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CAPTIONS
The malfunction provided in the CAS message window is
as follows:
– MAINTENANCE:
• is displayed when the liquid low level sensor inside
the reservoir detects a residual quantity of 1 l. nomi-
nal.

NOTE This MAINTENANCE caption will be displayed

automatically when the A/C is on ground and both
the engines off.
The dedicated message is W/S WASH LOW and
is stored in the Fault Log of the Central Mainte-
nance Computer (CMC) module visible on the
MFD through the Cursor Control Device (CCD)
use.

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WINDSCREEN WIPER / WASHER SYSTEM CONTROLS (SHEET 1 OF 2)

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WINDSCREEN WIPER / WASHER SYSTEM CONTROLS (SHEET 2 OF 2)

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CHAPTER 31 - INDICATING / RECORDING SYSTEMS

SECTION 31-20 - INDEPENDENT INSTRUMENTS

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SECTION 31-20 – Flight Time (FLT) that accumulates up to 99 hours, 59

minutes and 59 seconds; the flight time continues to
INDEPENDENT INSTRUMENTS run when the chronometer is in other modes.
– Stop Watch (SW) that counts up to 99 hours, 59 min-
utes and 59 seconds; the stop watch continues to run
when the chronometer is in other modes.
DESCRIPTION – Down Counter (DC) that counts down for a maximum
count of 99 hours, 59 minutes and 59 seconds; the
The chronometer (2 each) consists of a front panel with down counter continues to run when the chronometer
three push-button switches, a liquid crystal is in other modes.
display (LCD) with six numerals and annunciators for indi-
cating the display mode. The chronometer has also the following switches:
The normal power source for the chronometer is from the – RSTor SET push-button switch.
aircraft power supply. – MODE push-button switch.
An internally mounted AAA size alkaline battery is used – ST/SP or ADV push-button switch.
for keep-alive power when the aircraft
power is removed.
The chronometer has backlighting for connection to air- CONTROLS AND INDICATORS
craft dimmable panel. It is readable under all ambient light The chronometer is installed on the instrument panel and
conditions from darkness, with internal lighting energized, the controls are on the unit itself.
to bright sunlight. The controls are as follows:
The switches have legends to indicate the function of the – MODE push-button switch
switch. • it selects the operating mode of the display and
advances the annunciators across the bottom of the
OPERATION display. Each time the push-button is pressed the
The chronometer provides the following operating modes: different mode is displayed (LT, UTC, FLIGHT, SW,
DC)
– Local Time (LT) of day in a 12 hour format.
– LT setting
– Coordinate Universal Time (UTC), formerly known as
• while in this mode, press the SET push-button
Greenwich Time, in a 24 hour format.
switch, the hours digits are displayed and the other
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digits are dark, press the ADV push-button switch to – FLIGHT setting
advance the hours, to 12 and then go to 1. • while in this mode, the flight timer is not running.
• Set the hours to correspond to a time standard. The flight timer runs when the W. OFF W. condition
• Press the SET switch and minutes and seconds dig- is detected.
its are displayed and the hours digits blank, press • The flight timer stops when the W. ON W. condition
ADV and the seconds are reset to 00 and hold, is detected.
press ADV to advance the minutes, to 59 and then • Press ST/SP and the flight timer is reset to zero.
to 00. – STOP WATCH setting
• Press the SET switch and all digits show the • while in this mode, the ST/SP push-button starts and
selected time with the seconds holding at 00. stops the stop watch. With the stop watch not run-
Start the time counting by pressing the ST/SP switch ning, press RST and the stop watch is reset to zero.
when the time standard reaches the time showing on • Press ST/SP to start the stop watch.
the display. • If the RST is pressed, the stop watch is reset to zero
– UTC setting and then continues to count.
• while in this mode, press the SET push-button – DOWN COUNTER setting
switch, the hours digits are displayed and the other • while in this mode, the ST/SP starts and stops the
digits are blank. counter.
• Press the ADV to advance the hours, to 23 and then • Press SET and the display shows 0:00:00.
go to 00.
• Press SET a second time to enter the DC set condi-
• Set the hours to correspond to a time standard, tion. The hours digits are displayed and the other
press SET and minutes and seconds digits are dis- digits blank.
played with the hours digits blank, press ADV and
• Press ADV to advance the hours, to 99 and then go
the seconds are reset to 00 and hold, press ADV to
to 0.
advance the minutes, to 59 and then go to 00.
• Press SET and the minutes digits are displayed with
• SET the minutes to correspond to a time standard +
the other digits blank.
1 minute.
• Press ADV and hold to advance the minutes, to 59
• Press SET and all digits show the selected time, with
and then go to 00.
the seconds holding at 00. Start the time counting by
• Press SET and the seconds digits are displayed with
pressing the ST/SP when the time standard reaches
the other digits blank.
the time showing on the display.
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• Press ADV and hold to advance the seconds, to 59

and then go to 00.
• Press SET and all digits show the selected time.
• Press ST/SP and the down-counter counts down.
When the display reaches 0:00:00, it flashes every
½ second for one minute and the counter begins to
count up until terminated.

CAPTIONS
Cautions and advisories are not involved with the chro-
nometers.

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INDEPENDENT INSTRUMENTS COMPONENT LOCATION

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INDEPENDENT INSTRUMENTS CONTROLS AND INDICATING

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CHAPTER 31 - INDICATING / RECORDING SYSTEMS

SECTION 31-30 - RECORDERS

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SECTION 31-30 The Control Unit forms part of the Aircraft Combined
Voice and Flight Data Recording System and is installed
RECORDERS in the avionic bay.
The unit is a panel mounted enclosure containing the
Area Microphone Pre-amplifier, provision for an integral or
externally mounted Area Microphone, a Headphone jack
socket together with push-buttons and indicators for the
DESCRIPTION self-test and voice erase facilities of the MPFDR.
The MPFDR system is composed by: The Remote Microphone is mounted in a suitable location
– Multi-Purpose Flight Data Recorder in the cockpit on the Instrument panel, either as the main
– a Cockpit Control Unit audio source or to supplement the Internal Microphone on
– an Area Microphone the Control Unit.
The download mode allows the high speed recovery of all
The MPFDR is a crash protected airborne Multi Purpose
recorded aircraft data or audio parameters via LAN Con-
Flight recorder to meet mandatory requirements and use
nection (J182) to a normal network computer module. The
to record selected aircraft parameters and 4 audio
download can be done ON or OFF the aircraft. Initiating
sources.
this mode ON the aircraft aborts any current MPFDR
The MPFDR consist of a solid state memory module and
Record mode operation for the duration of the download
an electronic interface.
process and it is allowed only on the GND and engines
The solid state memory module is protected for crash sur-
OFF.
vivability.
The electronic interface is not crash protected and is not
required to survive conditions exceeding the specified
operating and storage environment.
An Underwater Locator Beacon (ULB) is fitted to the
Crash Survivable Memory Module as an aid to location in
the event of an accident over water.
The MPFDR is painted Internation Orange as an aid to its
location.
The MPFDR is designed to operate with Control Unit and
Area Microphone.

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OPERATION An Underwater Locator Beacon (ULB) is fitted to the

Crash Survivable Memory Module as an aid to location in
An MPFDR Cockpit Control Unit (CCU), installed in the
the event of an accident over water.
Avionic Bay provides to the Flight Crews the control of the
The primary recording data and audio parameters of the
following functions:
MPFDR are the following:
– A TEST function of the system
– 4 Audio channel input (including Cockpit Voice
– A Voice Erase of the Cockpit Voice Recording
Recorder input and providing also radio COMMs, NAV
– A FDR RCDR and Approach aids signals):
None of the above controls need to be used by the pilot in • CH1: Cabin ICS;
Flight.
• CH2: Copilot Headset;
The MPFDR Cockpit Control Panel indicates to the Flight
• CH3: Pilot Headset;
Crew the following functions:
• CH4: Cockpit Microphone.
– CVR FAIL indication visible on the CAS
– Flight Data aircraft parameters input selected from
– FDR FAIL indication visible on the CAS
MAU No. 1.
The CVR and FDR fail lights on the CCU indicate both a
– Audio output going to the Headphone Jack via the
recognized failure in the CVR/FDR system or a CVR/FDR
MPFDR Control Panel to monitor the sum of all the
non-recording mode. The CCU fail lights are not con-
Audio Channel input on the Ground only.
strained by any suppression logic, they just visualize the
current MPFDR status. The Cockpit Voice Recording starts automatically on the
The CCU has a Headphone jack socket too. application of power to the MPFDR and stops within 10
minutes if the now recording condition persist. The CVR
The Multi Purpose Flight Data Recorder Unit recording restarts for 10 minutes if the TEST pushbutton
is activated.
The MPFDR records selected aircraft parameters, includ- If one engine not OFF or aircraft not on ground, the FDR/
ing audio, into Solid State Non-volatile Memory. The CVR data recording start automatically.
MPFDR retains, as a minimum, either the most 25 hours When the aircraft is on ground and both engines OFF, the
of aircraft data and the most recent 120 minutes of four FDR data recording stops immediately while the CVR
audio sources. data recording stops within 10 minutes.
The MPFDR is designed to operate in conjunction with
the Modular Avionics Unit and suitable Portable Replay
Equipment (PRE) for maintenance purpose.

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Cockpit Area Microphone

The Remote Microphone records the conversation of the
Flight Crew and the different noises in the Cockpit. It is
mounted on the Instrument Panel in a suitable location to
provide the main audio source or to supplement the Inter-
nal Microphone on the Control Unit.

Accelerometer
The Accelerometer send to the MAU No. 1 the different
acceleration of the three axes: lateral, longitude, vertical.
it is mounted inside the baggage compartment and it is
supplied from the same power supply of the MPFDR. Its
ranges are:
– Vertical: +6G to -3G;
– Longitudinal: +/- 1G;
– Lateral: +/- 1G;

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The MAU No. 1 provides an ARINC 573 interface to send to the FDR the information listed below.

NO. PARAMETER TYPE OF SIGNAL SOURCE

1 Time Digital MAU1

2a Pressure Altitude (ALT) ASCB-D ADC1, ADC2
2b Vertical Speed (VS) ASCB-D ADC1, ADC2
3 Indicated Airspeed (IAS) ASCB-D ADC1, ADC2
4 Magnetic Heading ASCB-D AHRS1, AHRS2
4 Magnetic Variation ASCB-D AHRS1, AHRS2
5a Normal Acceleration Analog Tri-axial Accelerometer
5b Tri-axial Accelerometer Valid Analog Tri-axial Accelerometer (28 VDC)
5c Normal Acceleration (AHRS) ARINC-429 AHRS1, AHRS2
6 Pitch Attitude ASCB-D AHRS1, AHRS2
7 Roll Attitude ASCB-D AHRS1, AHRS2
8a Radio PTT key (pilot) Discrete PTT Switch (pilot)
8b Radio PTT key (co-pilot) Discrete PTT Switch (co-pilot)
9a NF1 & NF2 RS-422A & Anal. EEC1, EEC2, and NF Sensor
9b Torque 1 & Torque 2 RS-422A & Anal. EEC1, EEC2, and NF Sensor
9c ITT1 & ITT2 RS-422A & Anal. EEC1, EEC2, and T5 Sensor
9d NG1 & NG2 RS-422A EEC1, EEC2, and NG Sensor
9e EEC1, EEC2 Mode RS-422A EEC1, EEC2
9f Power Index (displayed parameter) Digital PFD PLT (NG, ITT or TQ)
9g Power Index (displayed equivalent value) ASCB-D PFD PLT PI
9h Engine 1&2 Oil Temp Anal. Sensor
10a Rotor RPM (NR) RS-422A & Anal. EEC1, EEC2, and NR Sensor
10b Rotor Brake Discrete Switch

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NO. PARAMETER TYPE OF SIGNAL SOURCE

11a Collective Pitch RS-422A EEC1, EEC2

11b Longitudinal Cyclic Analog RVDT (dual sensor - AFCS)
11c Lateral Cyclic Analog RVDT (dual sensor - AFCS)
11d Tail Rotor Pedal Analog RVDT (dual sensor - AFCS)
11e Hydraulic 1 Selection Discrete Switch
11f Hydraulic 2 Selection Discrete Switch
12a Hydraulic 1 Low Pressure Discrete Pressure Switch
12b Hydraulic 2 Low Pressure Discrete Pressure Switch
12c Hydraulic 1/2 oil Temp Analog Sensor
13 T1, OAT RS-422A & Anal. EEC1, EEC2 and OAT Probe 1&2
14 AFCS Mode and Engagement Digital (ASCB) AFCS Mode Selector
15a SAS1 On Discrete SAS1 Controller
15b SAS2 On Discrete SAS2 Controller
16 Main Gearbox Oil Pressure Analog MGB Pressure Sensor
17 Main Gearbox Oil Temperature Analog MGB Temperature Sensor
17a IGB Oil Temperature Analog IGB Temperature Sensor
17b TGB Oil Temperature Analog TGB Temperature Sensor
18 Yaw Rate ASCB-D AHRS1, AHRS2
20a Longitudinal Acceleration Analog Tri-axial Accelerometer
20b Longitudinal Acceleration (AHRS) ARINC-429 AHRS1, AHRS2
21a Lateral Acceleration Analog Tri-axial Accelerometer
21b Lateral Acceleration (AHRS) ARINC-429 AHRS1, AHRS2
22a Radio Altitude (pilot PFD) Analog Radio Altimeter
22b Radio Altitude (copilot PFD) Analog Radio Altimeter n°2 when installed
22c RALT Validity Discrete 1,2 RAD ALT validity discretes

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NO. PARAMETER TYPE OF SIGNAL SOURCE

23 Glide Slope 1 & 2 Deviation ASCB-D MRC1, MRC2

24 Localizer 1 & 2 Deviation ASCB-D MRC1, MRC2
25 Marker Beacon 1 & 2 ASCB-D MRC1, MRC2
26a MWL On Digital MAU1
26b MCL On Digital MAU1
26c Main Gearbox Low Pressure Discrete Pressure Switch 1 & 2
26d SAS1 & SAS2 Failure ASCB-D MAU1, MAU2
26e Each “Red” Warning Discrete Switch MAU for High/Low NR
26f Generator 1 & 2 Failure Discrete Switch
26g Inverter 1 & 2 Failure Discrete Switch
26h EEC1 & EEC2 Failure RS-422A & Discrete EEC1, EEC2
26i DSCWD1, DSCWD2, NCFUR1, NCFUR2, CFUR1 RS-422A EEC1, EEC2
26j ADC1 & ADC2 Valid ASCB-D ADC1, ADC2
26k AHRS1 & AHRS2 Valid ASCB-D AHRS1, AHRS2
26l NAV1 & NAV2 Valid ASCB-D MRC1, MRC2
26m DME Valid ASCB-D MRC1
26n FMS Valid ASCB-D FMS (if installed)
26o All “Amber” Cautions Digital MAU (acquired each 4 seconds)
26p MAU1/2 failure on PFDs Digital DU
26q 1/2 CAS Miscomp. on PFDs Digital MAU
27 VOR/ILS 1 & 2 Frequency ASCB-D MRC1, MRC2
28a DME on Pilot PFD Distance ASCB-D MRC2
28b DME on Cplt PFD Distance ASCB-D MRC2
29a Latitude/Longitude ASCB-D FMS (if installed)
29b Drift Angle ASCB-D FMS (if installed)

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NO. PARAMETER TYPE OF SIGNAL SOURCE

29c Wind Speed ASCB-D FMS (if installed)

29d Wind Direction ASCB-D FMS (if installed)
30a WOW1 Discrete Switch
30b WOW2 Discrete Switch
30c Syntetic Ground Discrete MAU
33a Fuel Contents 1/2 ARINC-429 FCU
33b Fuel Flow 1/2 ASCB-D MAU
33c Fuel Press 1/2 Analog Sensor
34 Altitude Rate ASCB-D ADS1-ADS2
35 Ice Detection discrete Sensor (when installed)
36 HUMS Data Arinc 429 HUMS Computer (if installed)
38a Baro Set (pilot) ASCB-D PFD (pilot)
38b Baro Set (co-pilot) ASCB-D PFD (co-pilot)
39a Selected Altitude (pilot) ASCB-D PFD (pilot)
39b Selected Altitude (co-pilot) ASCB-D PFD (co-pilot)
40a Selected Speed (pilot) ASCB-D PFD (pilot)
40b Selected Speed (co-pilot) ASCB-D PFD (co-pilot)
42a Selected Vertical Speed (pilot) ASCB-D PFD (pilot)
42b Selected Vertical Speed (co-pilot) ASCB-D PFD (co-pilot)
43 Selected Heading ASCB-D PFD (pilot)
44a Selected Course (pilot) ASCB-D PFD (pilot)
44b Selected Course (co-pilot) ASCB-D PFD (co-pilot)
Selected flight path (All pilot selectable course of opera-
44c ASCB-D PFD (pilot)
tion: VOR1/2, LOC1/2, FMS1/2)
Selected flight path (All co-pilot selectable course of
44d ASCB-D PFD (co-pilot)
operation: VOR1/2, LOC1/2, FMS1/2)

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NO. PARAMETER TYPE OF SIGNAL SOURCE

45a Selected Decision Height (pilot) ASCB-D PFD (pilot)

45b Selected Decision Height (co-pilot) ASCB-D PFD (co-pilot)
46a PFD Format (pilot) ASCB-D PFD (pilot)
46b PFD Format (co-pilot) ASCB-D PFD (co-pilot)
47a MFD Format (pilot) ASCB-D MFD (pilot)
47b MFD Format (co-pilot) ASCB-D MFD (co-pilot)
47c MFD Pilot Config (map, pwr, plant etc.) digital MFD (pilot)
47d MFD Co-pilot Config (map, pwr, plant etc.) digital MFD (co-pilot)
48a Loadmeter Main Battery Analog Relevant Shunt
48b Loadmeter Aux Battery Analog Relevant Shunt
48c Loadmeter Generator 1 Analog Relevant Shunt
48d Loadmeter Generator 2 Analog Relevant Shunt
49 TCAS alarms digital TCAS
50 AWG Regrade discrete switch
51 NVG Mode discrete switch
52 Ground Speed digital GPS
53 Day ASCB-D MAU
54 Month ASCB-D MAU
55 Year ASCB-D MAU
56 AC Code digital APM
57 EGPWS alarms digital EGPWS

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CONTROLS AND INDICATORS – HEADSET jack socket

The MPFDR controls are housed on the Cockpit Control • this receptacle is used to test the audio coming from
Unit located on the left E-E Bay (centralshelf). The CAS cockpit area microphone and flight crew inter-
message window No. 1 displays the caution messages. phones. This function is used only on ground with
The CCU provides the following functions: engines OFF.
– TEST pushbutton – ERASE pushbutton
• when pressed, initiates its requested Built-In-Test • when pressed for more than two seconds, initiates
function. The two leds illuminate for 8 sec. about, the Cockpit Voice Recorder erase cycle only. This
after which each is asserted only if its associated function is enable on ground with engines OFF. The
test is failed. This action also initiates the CVR erase lasts for approximately 5 sec. during which
recording for 10 minutes. period the CVR FAIL yellow led will flash.
– CVR FAIL yellow led
• illuminates steady or flashes. Steady when a fail has CAPTIONS
been detected after BIT sequence or when the The caution provided in the CAS message window is as
MPFDR has been put into a non-recording mode. follows.
Flashes during data recovery or Voice Erase modes. – CVR FAIL
This led is OFF if no problem exists (recording • when a multifunction of the CVR or a non-recording
mode). mode with at least one engine running is detected
– FDR FAIL yellow led – FDR FAIL
• illuminates steady or flashes. Steady when a fail has • when a multifunction of FDR or a non-recording
been detected after a BIT sequence or when the mode with at least one engine running is detected.
MPFDR has been put into a non-recording mode. It
is also lit if data from MAU No. 1 are not received for NOTE the above cautions are suppressed on ground if
a period of 10 sec. engines OFF or starting not active.
Flashes during data recovery mode. This led is OFF
if no problem exists (recording mode).
– FDR RCRD spring loaded momentary toggle switch
• when set to RCRD, the system is forced recording
parameter on ground with engines OFF for mainte-
nance purpose
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CCU CONTROLS AND INDICATING

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENT LOCATION

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MPFDR SHAPE AND COLOURS

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CHAPTER 31 - INDICATING / RECORDING SYSTEMS

SECTION 31-50 - CENTRAL WARNING SYSTEMS

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SECTION 31-50 OPERATION

The MWF is a software function in the NIC/PROC module.
CENTRAL WARNING SYSTEMS The modules are installed in two of the MAUs. The MWF
monitors the other aircraft systems continuously to send
the pilot and copilot messages through the CAS display.
The MWF messages along with the CAS function supplies
DESCRIPTION message logic and timing, and lists the messages on the
CAS display. The importance is identified by color codes.
The Central Warning System (CWS) supplies system The MWF lets the pilot and copilot scroll through and view
alerts to the flight crew when unsatisfactory aircraft condi- messages in a fixed size display area (scroll messages
tions occur. System alerts include Crew Alerting System move off the fixed size display).
(CAS) messages, visual indications, and aural warning
messages. The system alerts are done by the Monitor The CAS messages are grouped by urgency level, using
Warning Function (MWF) installed in the both Modular the following prioritization:
Avionics Units (MAU). – Priority 1 Warnings
– Priority 2 Cautions
The Central Warning System has the components that fol-
– Priority 3 Advisories
lowing:
– Priority 4 MAINTENANCE status message
– Network Interface Controller with Processor (NIC/
The CAS message window has 12 lines with 18 charac-
PROC) Module supplies the processing for the MWF.
ters for each line.
The NIC/PROC function supplies the interface
The warning messages (red) show at the top of the list.
between the Avionics Standard Communication Bus,
When a new warning message is active, it is displayed as
version-D (ASCB-D) and the MAU backplane.
a white text on red background (inverse video technique),
– Control Input/Output (CIO) Module supplies the aural
until it is acknowledged. When acknowledged, via the
warnings output for the pilots Audio Panel that are gen-
master warning light pushbutton, it is displayed as red text
erated by the AWG.
on black background.
– Custom Input/Output (CSIO) Module senses the dis- When a new caution message (amber) is active, it is dis-
crete input warning/caution malfunction that are pro- played as a black text on amber background until it is
cessed by the MWF. acknowledged.

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When acknowledged, via the master caution light push- An out of view message display (at the bottom of the mes-
button, it is displayed as amber text on black background. sage list) shows how many messages are scrolled out of
When a new advisory message (green) is active, it is dis- view.
played as a black text on green background for the first 5 All messages to be scrolled off must be acknowledged.
seconds. After this time, this message is automatically When a new CAS message becomes active and CAS
acknowledged and it is displayed steady-on green text on messages are scrolled off the display, the new message is
black background. placed at the top of its respective color stack and the
The MAINTENANCE status message is displayed steady- entire CAS message list from that point down in priority is
on white text on black background. Any unused message brought back into view automatically.
lines show blank spaces. Thus, if all active messages are scrolled off the display
All messages show in the chronological sequence for and a new caution massage becomes active, the new
each category of message. The newest message shows caution message is placed at the top of all the active cau-
at the top, and the oldest message shows at the bottom of tion messages, and all active caution and advisory mes-
the display. The end of the message stack is indicated by sages are brought into view, within the limits of the CAS
a white message "END" being displayed. display.
The purpose is to indicate the existence of non-displayed If the new message is an advisory message, it would be
caution or advisory or status messages. placed at the top of all active advisory messages and only
all active advisory messages are brought into view within
CAS Message Scroll the limits of the CAS display.
The warning messages can not be scrolled out of view.
The number of warning messages has a limit of the total Master Warning/Caution Lights
number of display lines. When warning or caution alerts occur, the CAS function
The CAS messages of lower criticality (caution, advisory causes the master warning/caution lights to flash.
and status) for which display space is not available can be There are two master warning lights and two caution
scrolled if all displayed warning and caution message lights.
have been acknowledged. One set of master warning/caution lights is installed on
The pilot and copilot can use the relative Cursor Control the side of the pilot, and the other is installed on the side
Device (CCD) to scroll up (CW) or down (CCW) the cau- of the copilot. When a warning or caution alert occurs, the
tion, advisory, and maintenance status messages out of applicable light comes on to supply a visual indication to
view. the pilot or copilot.

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The master warning/caution lights flash until the pilot or – On the Cursor Control Device :
copilot presses the light itself. • The smaller knurled knob
On the pilots collective sticks there is a CAS RST push- • enables pilot/copilot to perform the scroll up (CW)
button that, when pressed, resets the warning or caution or down (CCW) of the CAS messages
flashing lights. – On the instrument panel :
The MWL and MCL are dimmable. • The Master Warning Light (2 each)
• when pressed, the pilot or copilot acknowledges
Aural Warning Generator the warning.
The Aural Warning Generator (AWG) function supplies The lights stop flashing and the aural message
sounds (tones) and aural messages (voice) to alert the removed.
pilot and copilot about possible dangerous operations or • The Master Caution Light (2 each)
flight conditions. • when pressed, the pilot or copilot acknowledges
The aural warning generator hardware is inside the CIO the caution and the lights stop flashing.
module in the MAUs. The necessary tones are digitized – On the pilots collective stick :
and kept in programmable memory in the system. • The CAS RST pushbutton
When a warning occurs, the MWF informs the AWG on • when pressed, the pilot or copilot acknowledges
the applicable tone and aural voice message to be gener- the warning/caution.
ated. These ones are then routed to he pilots audio panel. The MWL/MCL lights stop flashing and the aural
The audio control panels have the volume controls that let message removed.
the pilot or copilot adjust the volume of the incoming sig- – On the TEST CONTROL PANEL:
nal.
• AWG pushbutton
• when momentarily pressed (both on ground and
CONTROLS AND INDICATORS in flight) the “AURAL SYSTEM TEST” message is
The CAS message window houses the warning, caution, heard twice.
advisory and Maintenance status messages and the word • when pressed for 6 sec. (on ground only) all the
"END". The "END" message is not included in the count of tones and aural messages are heard in the spe-
messages scrolled off the bottom of the display queue. cific priority order (see table).
This test lasts 1 min. about.

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– On the MISCELLANEOUS PANEL: caution message lists. This allows the pilot to ensure that
• AWG switch: he has read all messages to resolve the discrepancy.
• NORMAL: the tone and the “150 FEET” aural If the CAS miscompare involves a warning message the
message is normally heard when the aircraft is "1(2)CASMSCP" is displayed in red, otherwise it is dis-
descending below 150 feet. played in amber. The annunciation is inside a green box.
• REGRADE: the tone and the “150 FEET” aural The caution provided in the CAS message window is as
message is suppressed. follows:
– AWG FAIL:
CAPTIONS • when the Aural Warning Generator fails.

The CAS miscompare monitor verifies that both monitor

warning functions are producing the same active text
messages. The function calculates a checksum for the
entire list of active CAS messages.
Additionally, a second checksum is calculated for the
warning messages. A miscompare annunciation is dis-
played on the PFD if the warning message checksum fails
to compare for 3 seconds or if the active list checksum
miscompares for 7 seconds.
The miscompare is annunciated on the PFD. The annun-
ciation is "1(2)CASMSCP" depending on the MW function
currently being displayed. When the miscompare is first
detected, the CCD cursors is synchronized to the CASM-
SCP annunciation and a switch symbol ( ) is dis-
played adjacent to the annunciation. While the CASMSCP
annunciation is highlighted by the cursor, the pilot can tog-
gle the CAS message list (pressing the “ENTER” pushbut-
ton on the CCD) between the two monitor warning or

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AWG TONES AND MESSAGES

TONE
PRIORITY AURAL MESSAGE NO. OF CYCLES
FREQUENCY NO. OF CYCLES
1 2700 Hz 3 ROTOR LOW - ROTOR LOW CONT.
2 700 thru 1700 Hz 2 ENGINE (X) OUT - ENGINE (X) OUT 1 *
3 2700 thru 900 Hz 2 ENGINE (X) FIRE - ENGINE (X) FIRE CONT.
4 900 Hz 2 ROTOR HIGH - ROTOR HIGH 1 *
5 NONE NONE WARNING - WARNING (see NOTE 1) 1 *
6 NONE NONE AUTOPILOT - AUTOPILOT 1
7 600 Hz 1 AIRSPEED - AIRSPEED 1
8 554 thru 440 Hz 1 LANDING GEAR 1
9 494 Hz 1 150 FEET 1
10 494 Hz 1 ALTITUDE - ALTITUDE 1
11 NONE NONE AURAL SYSTEM TEST 2

* : even if the number of cycles is single, the MWLs continue to flash until the acknowledgment is done.

NOTE 1 : This message is generated when any of the following warning condition is detected: 1(2) EEC FAIL, 1(2) ENG
OIL PRESS, MGB OIL PRESS, MGB OIL TEMP, MAIN (AUX) BATT HOT, 1-2 DC GEN, BAG FIRE, DE-ICE.

AURAL WARNING GENERATOR TONES AND MESSAGES LIST

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PRIORITY ACTIVATION
If a higher priority message is activated while a lower priority message is benig generated, the two messages are gener-
ated using the following interleaving method:

3 3 ENGINE 1 FIRE ENGINE 1 FIRE 1 1 1 ROTOR LOW ROTOR LOW 3 3 ENGINE 1 FIRE

In any case, the aural message completes at least one intelligible cycle prior to termination.

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CENTRAL WARNING SYSTEM INDICATING

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CAS MESSAGE LIST PRESENTATION (SHEET 1 OF 3)

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CAS MESSAGE LIST PRESENTATION (SHEET 2 OF 3)

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CAS MESSAGE LIST PRESENTATION (SHEET 3 OF 3)

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CENTRAL WARNING SYSTEM CONTROLS AND INDICATING

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CENTRAL WARNING SYSTEM CONTROLS

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CHAPTER 32 - LANDING GEAR

SECTION 32-10 - MAIN GEAR AND DOORS

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SECTION 32-10 The shock absorber is a gas/oil damper unit composed by

a sliding piston rod inside a cylinder.
MAIN LANDING GEAR One end of the shock absorber is connected with the par-
tial retraction actuator, the other to the trailing arm.
The sliding piston rod includes a separator piston that pre-
vents mixing of the nitrogen with the hydraulic oil and a
variable orifice valve unit that controls the landing gear
DESCRIPTION damping and rebound action.
The Main Landing Gear (MLG) is a lever suspension, The variable orifice valve unit is composed by a spring
retractable type with an oleo-pneumatic damping system, loaded piston which, under the fluid displacement forces
single wheel. during landing, opens calibrated holes through which the
fluid moves at a controlled rate.
The Main Landing Gear is composed by the following The MLGs Weight On Wheels (WOW) microswitches are
main components located in the left and right cabin struc- located on each shock absorber and are operated by a
ture sponsons: bracket installed on the sliding piston when the helicopter
– trunnion is lifted off.
– trailing arm
– shock absorber The main landing gear is interfaced with:
– central fuselage
On the main landing gear are also installed the extension/ – extension/retraction system
retraction (R/A) actuator, the partial retraction (P/R) actua- – wheels and brakes system
tor (also called shortening actuator) and the wheel and – electrical system
brake assemblies. – Modular Avionics Unit.
The trunnion provides the attachment for the installation
of the trailing arm, the shock absorber, the partial retrac-
tion actuator and the extension / retraction actuator.
The trailing arm is a beam that connects the wheel and
the shock absorber and allows the pivoting of the landing
gear during landing and during extension / retraction.

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MAIN LANDING GEAR

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OPERATION

MLG shock absorber

– With no load on the unit (helicopter off ground) the
nitrogen pre-charge pressure forces the separator pis-
ton to hold it against the oil.
– On landing the trailing arm pulls the shock absorber
piston.
– The movement of the piston reduces the fluid volume in
the cylinder by displacing it through the port of the vari-
able orifice unit providing a first stage damping.
– When fluid pressure increases, the displacement
forces compress the spring loaded piston of the vari-
able orifice unit which opens holes through which the
fluid moves at a controlled rate to the separator piston.
– Any time the fluid is displaced from the shock absorber
cylinder to the shock absorber piston through the vari-
able orifice unit, the separator piston compresses the
nitrogen gas storing the landing impact energy.
– Once the oil displacement is finished the compressed
gas starts to expand to force fluid back to the shock
absorber cylinder through the port of the variable orifice
unit since the holes controlled by the spring loaded pis-
ton are now closed.

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MAIN LANDING GEAR SHOCK ABSORBER

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MAIN LANDING GEAR INTERFACE BLOCK DIAGRAM

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CHAPTER 32 - LANDING GEAR

SECTION 32-20 - NOSE GEAR AND DOORS

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SECTION 32-20 On the lower end of the sliding piston rod is fitted the
lower torque link.
NOSE LANDING GEAR The shock absorber cylinder provides on the top the
attachment of the extension/retraction actuator.
The lower end of the shock absorber cylinder provides the
installation of a rotating collar, the centering assembly
(inside the shock absorber), the center lock assembly and
DESCRIPTION the upper torque link.
The Nose Landing Gear (NLG) is a telescopic, retractable The torque links are two identical arms linked together
type with oleo-pneumatic damping system, twin wheels. which connect the rotating collar with the wheels and
The Nose Landing Gear is composed by the following allow the rotation movement between the wheels and
main components located in the nose structure: shock absorber cylinder during towing/taxing operations.
– shock absorber assembly The nose landing gear is interfaced with:
– torque links. – forward fuselage
On the Nose Landing Gear are also installed the exten- – extension/retraction system
sion/retraction (R/A) actuator, the centering assembly, the – wheels and brakes system
center lock assembly and the wheels. – steering system
The shock absorber assembly is a gas/oil damper unit – Modular Avionics Unit.
composed by a sliding piston rod inside a cylinder.
The cylinder is shaped such to provide the pivoting lateral
attachments of the assembly.
The assembly is installed with two pins.
The sliding piston rod includes a separator piston that pre-
vents mixing of the nitrogen with the hydraulic oil and a
variable orifice valve unit that controls the landing gear
damping and rebound action installed on the top.
The variable orifice valve unit is composed by a spring
loaded piston which, under the fluid displacement forces
during landing, opens calibrated holes through which the
fluid moves at a controlled rate.

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NOSE LANDING GEAR

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OPERATION

NLG shock absorber

– With no load on the unit (helicopter off ground) the
nitrogen pre-charge pressure forces the separator pis-
ton to hold it against the oil.
– On landing the shock absorber piston moves up
– The movement of the piston reduces the fluid volume in
the cylinder by displacing it through the port of the vari-
able orifice unit providing a first stage damping.
– When fluid pressure increases, the displacement
forces compress the spring-loaded piston of the vari-
able orifice unit which opens holes through which the
fluid moves at a controlled rate to the separator piston.
– Any time the fluid is displaced from the shock absorber
cylinder to the shock absorber piston through the vari-
able orifice unit, the separator piston compresses the
nitrogen gas storing the landing impact energy.
– Once the oil displacement is finished, the compressed
gas starts to expand to force the fluid back to the shock
absorber cylinder through the port of the variable orifice
unit since the holes controlled by the spring loaded pis-
ton are now closed.

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NOSE LANDING GEAR INTERFACE BLOCK DIAGRAM

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NOSE LANDING GEAR INTERFACE BLOCK DIAGRAM

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CHAPTER 32 - LANDING GEAR

SECTION 32-30 - EXTENSION AND RETRACTION

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SECTION 32-30 – MLGs partial retraction (P/R) actuators (also called

shortening actuator)
RETRACTION AND NORMAL/EMERGENCY – NLG and MLGs landing gears retracted microswitches
EXTENSION – NLG and MLGs R/A actuator extended and locked
microswitches
– MLGs P/R actuator extended microswitch
– MLGs P/R actuator retracted microswitch
– MLGs P/R actuator locked microswitch.
DESCRIPTION
The retraction and normal/emergency extension system is The Landing Gear Control Panel is located on the console
composed by a Landing Gear Control Valve which sup- and is composed by a lever (LGCL), a guarded emer-
plies pressure to a manifold and then to the nose and gency switch, three double indication lights.
main landing gear extension/retraction actuators and the It includes also a double caption push-button and a Park-
main landing gear partial retraction actuators. ing Brake Handle.
The extension/retraction system is hydraulically powered The Landing Gear Control Lever controls two double sole-
by two sources, system 2 for normal extension/retraction noid valves used to provide the correct extension/retrac-
and system 1 for emergency extension. tion sequence of the landing gear system.
The system is operated through a Landing Gear Control The two valves are part of the Landing Gear Control Valve
Panel located in the cockpit and through a logical located in the right side floor of the main cabin.
sequence controlled by electrical sensors. It also includes a solenoid master valve, that is de-ener-
The actuators are continuously hydraulically powered gized during the normal extension/retraction operation, a
when in up condition such that in case of hydraulic power sequence valve and a check valve, that are used during
loss the landing gears naturally extend by effect of their emergency operation, a master valve position microswitch
own weight. and a master valve manual reset button.
The Landing Gear Control valve supplies the NLG and
The retraction and normal/emergency extension system is MLG actuators through a manifold located in the right side
composed by the following main components: floor of the main cabin close to the Landing Gear Control
– Landing Gear Control Panel (LGCP) Valve.
– Landing Gear Control Lever (LGCL) The Landing Gear Control Lever (LGCL) is provided with
– NLG and MLGs extension/retraction (R/A) actuators a solenoid operated pin that locks the lever in down posi-

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tion when the helicopter is on ground (WOW microswit- The MLGs P/R actuator extended microswitches are
ches not in contact) to avoid inadvertent up selection operated by the shock absorber when the P/R actuator is
when the hydraulic system is pressurized. fully extended (following UP selection).
Furthermore the LGCL is provided with a hole for the The MLGs P/R actuator retracted microswitch is operated
insertion of a locking pin, used at ground for maintenance by the travel stop located on the trunnion when the P/R
operation, which prevents pulling up the lever for retrac- actuator is fully retracted (following DOWN selection).
tion/extension selection.
The NLG and MLG extension/retraction (R/A) actuator is The MLGs P/R actuator locked microswitch is located
a double effect actuator hydraulically supplied for landing internally of the actuator and is operated by an internal
gear retraction, normal extension and emergency exten- device when the P/R actuator is fully retracted (following
sion. DOWN selection).
The actuator incorporates a locking device with an indica-
tor microswitch composed by a mechanically engaged The extension/retraction system is interfaced with:
and hydraulically released mechanism. – forward and central fuselage
The MLG partial retraction (P/R) actuator is composed by – nose and main landing gears
an hydraulic actuator that incorporates a locking device – hydraulic PCM 1 and 2
with an indication microswitch. – electrical system
The function of the actuator is to rotate the trailing arm to – Modular Avionics Unit.
reduce the effective leg length of the landing gear for
retraction into the sponson.
The locking device is a mechanically engaged and
hydraulically released mechanism and provides the
required trailing arm position for landing.
The NLG and MLGs retracted microswitches are operated
when the landing gears are fully stowed in the aircraft
bays (following UP selection).
The NLG and MLGs R/A actuator extended and locked
microswitches are operated when the internal mechanical
lock is engaged (following DOWN selection).

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RETRACTION AND NORMAL / EMERGENCY SYSTEM INTERFACE BLOCK DIAGRAM

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LANDING GEARS EXTENSION / RECTRACTION SYSTEM SCHEMATIC

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Landing gears retraction (phase 1)

– When the helicopter is on ground the WOWs de-ener-
gize a solenoid locking pin which locks the LGCL in the
DOWN position.
– When the helicopter lifts-off the WOWs release the
LGCL lock condition (energize the solenoid locking pin).
– The LGCL is moved to UP position.
– The NLG and MLGs amber light on the LGCP are lit by
the LGCL position to UP.
– The retraction procedure starts only if the NLG is locked
in center position.
– If the NLG is not locked in center position (green caption
LOCK on the pushbutton lit), the WOWs electrically
power the NLG center lock actuator which engages as
soon as the NLG is centered automatically by the cen-
tering assembly.
– When the LGCL is in UP position, the LGCL solenoid
locking pin is de-energized again (to avoid solenoid
overheating).
– This condition allows safe operation of the LGCL to
DOWN position (there is no lock of the LGCL in the UP
position).
– LGCV valve 1 UP solenoid is energized and pressure
from circuit 2 is delivered to the MLGs P/R actuators
– MLGs P/R actuators are unlocked and microswitches
provide the signal to light-off the MLGs green lights on
the LGCP.
– MLGs P/R actuator is fully extended and contact the P/R
actuator extended microswitches which energize LGCV
valve 2 UP solenoid.

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LANDING GEARS RETRACTION (PHASE 1)

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Landing gears retraction (phase 2)

– Pressure is delivered to NLG and MLGs R/A actuators.
– NLG and MLGs R/A actuators are unlocked.
– NLG R/A actuator microswitch provides the signal to
light-off the NLG green light on the LGCP.
– NLG and MLGs R/A actuators are fully retracted and
the landing gears contact the UP microswitches on the
structure which light-off the NLG and MLGs amber
lights on the LGCP (the NLG center lock indication,
green caption LOCK on the pushbutton, is also light-off
by the NLG UP microswitch).
– Continuous pressure to the NLG and MLGs R/A actua-
tors keeps the landing gears retracted.

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LANDING GEARS RETRACTIONS (PHASE 2)

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Landing gears normal extension (phase 1)

– When the LGCL is moved to DOWN the LGCL solenoid
locking pin is energized again (LGCL is not locked).
– Moving the LGCL to the DOWN position, the LGCV
valve 2 DOWN solenoid is energized and pressure
from circuit 2 is delivered to the NLG and MLGs R/A
actuators.
– The NLG and MLGs amber light on the LGCP are lit by
the LGCL position to DOWN.
– As soon as the landing gears moves from the stowed
position the NLG UP microswitch provides the signal to
light-on the NLG center lock indication (green caption
LOCK on the pushbutton).
– NLG and MLGs R/A actuators fully extended and
locked.
– MLGs R/A actuators microswitches energize LGCV
valve 1 DOWN solenoid.

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LANDING GEARS NORMAL EXTENSION (PHASE 1)

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Landing gears normal extension (phase 2) the end (MLGs green lights on the LGCP lit)
– Pressure is delivered to MLGs P/R actuators. because only MLGs R/A actuators microswitches
are required to start phase 2.
– MLGs P/R actuators are fully retracted and locked.
– MLGs P/R actuators microswitches provide the signal NOTE 3. In case of failure of one or both MLGs R/A
to light-off the MLGs amber light and light-on the MLGs actuator microswitches the normal extension
green light on the LGCP. sequence phase 2 can’t proceed because LGCV
– NLG R/A actuator microswitch provides the signal to valve 1 DOWN solenoid can’t be excited and then
light-off the NLG amber light and light-on the NLG the MLGs P/R actuators don’t extend and emer-
green light on the LGCP. gency extension must be selected. MLGs amber
– When the helicopter is on ground, either or both WOW lights on the LGCP will be lit indefinitely while
microswitches de-energize the LGCV valve 1 DOWN NLG caption is lit green.
and valve 2 DOWN solenoids such that the system is
NOTE 4. In case of failure of LGCV valve 1 DOWN sole-
no more pressurized.
noid (normal extension phase 2) see NOTE 3.
– When the helicopter is on ground, either or both WOW
microswitches de-energize the LGCL solenoid locking NOTE 5. In case of failure of either MLG P/R actuator
pin (LGCL locked to DOWN position). retracted and P/R actuator locked microswitches
(normal extension phase 2) the MLG amber light
NOTE 1. In case of failure of LGCV valve 2 DOWN sole-
on the LGCP will be lit indefinitely. The normal
noid (normal extension phase 1) the amber lights
extension sequence is completed but the MLG
on the LGCP will be lit indefinitely because the
green light on the LGCP is not lit.
NLG and MLGs R/A actuators don’t extend (in
The emergency extension must be selected.
addition the NLG center lock indication, green
caption LOCK on the pushbutton, is not lit). The
normal extension sequence can’t proceed and
emergency extension must be selected.
NOTE 2. In case of failure of NLG R/A actuator
microswitch (normal extension phase 2), the NLG
amber light on the LGCP will be lit indefinitely.
The normal extension sequence can proceed until

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LANDING GEARS NORMAL EXTENSION (PHASE 2)

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Landing Gears Emergency Extension

(loss of pressure - phase 1)
– LGCL is in the UP position.
– The NLG and MLGs extend due to the loss of hydraulic
pressure on circuit 2 which kept the landing gears in
the retracted position.
– NLG and MLGs UP microswitches provide the signal to
light-on the NLG and MLGs amber lights on the LGCP
(the NLG center lock indication, green caption LOCK
on the pushbutton, is also lit).
– The LGCL position is not relevant for the emergency
selection.
– The guarded EMER DOWN pushbutton on the LGCP is
selected.
The amber legend ON is lit.
– The LGCV is energized and moves to the emergency
position.
– The LGCV position microswitch provides the advisory
LDG EMER DOWN to the MFD.
– Pressure from circuit 1 is delivered to the NLG and
MLGs R/A actuators.
– NLG and MLGs R/A actuators fully extended and
locked.

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LANDING GEARS EMERGENCY EXTENSION (LOSS OF PRESSURE - PHASE 1)

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Landing Gears Emergency Extension extension sequence the amber captions on the
(loss of pressure - phase 2) LGCP are lit together with the green ones.
– Pressure on the line between the LGCV and the NLG
and MLGs R/A actuators rises and opens a sequence
valve in the LGCV.
– Pressure is then delivered to the MLGs P/R actuators.
– MLGs P/R actuators are fully retracted and locked.
– MLGs P/R actuators microswitches provide the signal
to light-off the MLGs amber light and light-on the MLGs
green light on the LGCP.
– NLG R/A actuator microswitch provides the signal to
light-off the NLG amber light and light-on the NLG
green light on the LGCP.
– Pressure to all actuators is still delivered until the
engines are shut-down (Main Gearbox is not running
any more).
– Normal extension provision is restored by manually
repositioning the LGCV by pressing a reset valve but-
ton installed on the body of the LGCV.
The LGCV position microswitch removes the advisory
LDG EMER DOWN from the MFD.
– When resetting the LGCV the emergency down
hydraulic pipelines are connected to the return.
The line to the MLGs P/R actuators is connected to the
return through a check valve in the LGCV.

NOTE The operativity of the EMER DOWN switch is pro-

vided regardless of the LGCL position.
If the LGCL is left in the UP position when the
EMER DOWN switch is selected, at the end of the
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LANDING GEARS EMERGENCY EXTENSION (LOSS OF PRESSURE - PHASE 2)

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Landing Gears Emergency Extension

(loss of electrical power supply - phase 1)
– LGCL is in the UP position.
– The NLG and MLGs extend due to the loss of ESS 1
electrical power supply which kept the LGCV solenoids
in UP position and therefore the landing gears.
– NLG and MLGs UP microswitches provide the signal to
the LGCP but the amber lights are not lit because of
the ESS 1 electrical power supply failure.
– If the LGCL is moved to the DOWN position, the exten-
sion sequence as well as lights indication are not effec-
tive.
– The guarded EMER DOWN pushbutton on the LGCP is
selected.
The amber legend ON is lit.
– The LGCV is energized and moves to the emergency
position.
– The LGCV position microswitch provides the advisory
LDG EMER DOWN to the MFD.
– Pressure from circuit 1 is delivered to the NLG and
MLGs R/A actuators.
– NLG and MLGs R/A actuators fully extended and
locked.

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LANDING GEARS EMERGENCY EXTENSION (LOSS OF ELECTRICAL POWER SUPPLY - PHASE 1)

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Landing Gears Emergency Extension

(loss of electrical power supply - phase 2)
– Pressure on the line between the LGCV and the NLG
and MLGs R/A actuators rises and opens a sequence
valve in the LGCV.
– Pressure is then delivered to the MLGs P/R actuators.
– MLGs P/R actuators are fully retracted and locked.
– MLGs P/R actuators microswitches provide a signal to
the LGCP but the MLGs green lights are not lit because
of the ESS 1 electrical power failure.
– NLG R/A actuators microswitch provides a signal to the
LGCP but the green light is not lit because of the ESS 1
electrical power supply failure.
– Pressure to all actuators is still delivered until the
engines are shut-down (Main Gearbox is not running
any more).
– Normal extension provision is restored by manually
repositioning the LGCV by pressing a reset valve but-
ton installed on the body of the LGCV.
The LGCV position microswitch removes the advisory
LDG EMER DOWN from the MFD.
– When resetting the LGCV the emergency down
hydraulic pipelines are connected to the return.
The line to the MLGs P/R actuators is connected to the
return through a check valve in the LGCV.

NOTE The operativity of the EMER DOWN pushbutton is

provided regardless of the LGCL position.

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LANDING GEARS EMERGENCY EXTENSION (LOSS OF ELECTRICAL POWER SUPPLY - PHASE 2)

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CONTROLS AND INDICATORS CAPTIONS

The retraction and normal/emergency extension controls The caution provided in the CAS message window is the
and indicators consist of a Landing Gear Control Panel following:
installed on the interseat console and caution messages – LANDING GEAR when landing gears are retracted at
provided in the CAS message window of the MFD in the 150 feet of radio altimeter.
instrument panel.
NOTE When this caution is detected, besides the MCL
Landing Gear Control Panel activation, the AWG provides the following:
one pairs of tones (554 thru 440 Hz) + LANDING
The Landing Gear Control Lever provides the following
GEAR (aural message).
functions (lever must be lifted to operate):
This sequence is transmitted once only.
– UP the landing gears are retracted (this position is
This message has priority number 8.
inhibited on ground)
– DOWN the landing gears are extended The advisory provided in the CAS message window is the
following:
The Landing Gear Control Panel lights provide the follow- – LDG EMER DOWN when the EMER DOWN switch is
ing indication: selected.
– Green triangle: landing gear down and locked
– Amber bar: landing gear unlocked and/or in transition
between up and down and viceversa
– Blank: landing gear retracted.

The guarded EMER DOWN switch provide the emer-

gency extension when selected.

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RETRACTION AND NORMAL / EMERGENCY EXTENSION CONTROLS AND INDICATING

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THIS PAGE INTENTIONALLY LEFT BLANK

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CHAPTER 32 - LANDING GEAR

SECTION 32-40 - WHEELS AND BRAKES

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SECTION 32-40 the hydraulic fluid contained in a reservoir located in the

nose compartment.
WHEELS AND BRAKES The pilot hydraulic master cylinders are supplied through
the copilot ones.
The static braking is achieved through a parking brake
handle located in the Landing Gear Control Panel which is
used to trap pressure provided by the brake pedals by
DESCRIPTION operating, through a push-pull cable, a parking brake
valve such to keep the brake assembly engaged.
Nose Landing Gear Wheels Pressure is trapped by operating a shuttle valve provided
The Nose Landing Gear is provided with two independent, with two check valves.
tube type wheels located at each end of the axle of the A spring loaded pin locks the push-pull cable in the
sliding piston of the shock absorber. engaged position every time the handle is pulled.
To remove the locking action is required to push left brake
Main Landing Gear Wheel pedal such that the hydraulic pressure overcome the
spring load of the locking pin which retracts and allows
The Main Landing Gear is provided with a single, tubeless
cable movement.
type wheel located at the end of the trailing arm.
A hydraulic accumulator in the parking brake valve is pro-
The wheel hub incorporates a safety relief plug to permit
vided for each hydraulic pipeline to compensate for fluid
release of overpressure and two fusible plugs which
leaks and/or pressure changes due to temperature effect.
release tyre pressure in case of overheating.
The parking brake valve can keep the helicopter parked
for at least 8 hours on a ground with a 12% slope with a
Main Landing Gear Brakes
change of temperature of 45°C (to be confirmed).
The brake system is composed by a brake assembly A pressure switch in installed on each hydraulic pipeline
installed on each main landing gear wheel and is operated supplying the brake assembly.
by an independent hydraulic circuit. A position microswitch is installed in the parking brake
valve.
The dynamic brake function is achieved through pedal
levers installed on the yaw pedals each operating an The wheels and brakes are interfaced with:
hydraulic master cylinder located underneath which gen- – forward and central fuselage
erates the required pressure to the brake assembly using – nose and main landing gears
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– flight control system between the parking brake valve and the brake assem-
– electrical system bly calipers.
– Modular Avionics Unit. – If pressure, detected by the pressure switch in the pipe-
line, is satisfactory the advisory PARK BRK ON is pro-
OPERATION vided to the MFD.
– If pressure is not satisfactory (below a required value),
Main Landing Gear Brakes the caution PARK BRK PRESS is provided to the MFD.
In this case pilot/copilot needs to push again/harder on
– Pilot or copilot pushes the brake pedal sucking oil from the brake pedals until the caution disappears.
the reservoir to each right and left master cylinder – The caution and advisory messages are operative only
which generates the required pressure as a function of if the parking brake handle is pulled (detected by the
the force applied on the pedal. parking brake valve position microswitch).
– Pressure is generated by force applied on the pedal
acting on a specific designed area in the hydraulic
master cylinder. CONTROLS AND INDICATORS
– Pressure is delivered through hydraulic pipelines con- The MLG wheels and brakes controls and indicators con-
nected with the parking brake valve to the brake sist of a pilot/copilot brake pedal on the yaw control, a
assembly calipers. park brake handle on the LGCP and caution/advisory
– There's no priority between pilot and copilot that means messages provided in the CAS message window of the
that whoever is applying greater force on the pedals MFD in the instrument panel.
takes control of the braking function.
– Differential braking can be achieved during taxiing on Pilot/Copilot Brake Pedals
ground by operating only left or right pedal to obtain the The brake pedals when operated supply pressure to the
helicopter dynamic steering (the lock of the nose wheel brake assembly.
in center position must be disengaged).
– Static braking is achieved when the helicopter is parked Landing Gear Park Brake Handle
by pulling and rotating the parking brake handle and
The handle can be pulled and rotated 90° clockwise.
pushing on the brake pedals.
When operating the pilot/copilot brake pedals pressure is
– The two check valves contained in the parking brake
trapped in the pipelines to the brake assembly to keep the
valve trap the pressure provided by the brake pedals

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wheels locked when the trapped pressure is above a

required value.
It is possible to reset the handle only if left brake pedal is
pushed, then pressure is drained and the lock removed.

CAUTION AND ADVISORY MESSAGES IN THE CAS

MESSAGE WINDOW
The caution provided in the CAS message window is the
following:
– PARK BRK PRESS when the trapped pressure is
below a required value when the park brake handle is
pulled (and rotated)
– PARK BRK ON when the trapped pressure is above a
required value when the park brake handle is not
pulled.
The advisory provided in the CAS message window is the
following:
– PARK BRK ON when the park brake handle is pulled
(and rotated) and the trapped pressure is above the
required value.

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WHEEL BRAKE HYDRAULIC SYSTEM

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WHEELS BRAKE SYSTEM SCHEMATIC OPERATION (SHEET 1 OF 2)

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WHEELS BRAKE SYSTEM SCHEMATIC OPERATION (SHEET 2 OF 2)

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BRAKE ASSEMBLY
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WHEELS AND BRAKES SYSTEM INTERFACES BLOCK DIAGRAM

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WHEELS AND BRAKES CONTROL INDICATING

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CHAPTER 32 - LANDING GEAR

SECTION 32-50 - STEERING

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SECTION 32-50 moves downwards to its fully extended position by effect

of its own weight, the upper plate slips on the lower plate
STEERING profile forcing the sliding piston rod to rotate (together with
the wheels) such that the two shaped plates match
together in the fore and aft direction.
The centering assembly can work properly if the
disalignement angle between wheels and helicopter fore
DESCRIPTION and aft axis is maximum ± 115°.
The steering system is designed to avoid any possibility to The center lock assembly is composed by an electrical
retract the nose landing gear with the wheels not aligned DC motor incorporating a gear assembly that drives a
and to achieve a running landing with the wheels locked in locking pin.
the center position. The locking pin can be engaged/disengaged electrically
The steering system provides an automatic nose landing through a switch on the Landing Gear Control Panel or
gear wheels centering and pilot/ground crew wheels posi- mechanically by the rotation of a lever connected to the
tion lock engagement/disengagement. assembly.
The locking pin fits into a hole provided on a flange which
The nose landing gear steering system is composed by is part of a collar installed on a bush on the bottom of the
the following main components: shock absorber cylinder.
– centering assembly The collar rotates on the bush through the upper torque
– center lock assembly including nose landing gear link connected on the back side.
locked in center position microswitch. The NLG locked in center position microswitch is located
The centering assembly is composed by two cam shaped inside the center lock assembly and is operated when the
plates inside the shock absorber one installed on the top center lock assembly locking pin is engaged in the hole of
outside of the sliding piston rod and the other installed on the flange of the collar installed at the bottom end of the
the bottom inside of the shock absorber cylinder. shock absorber cylinder.
When the nose landing gear is centered the two cam The steering system also includes an anti-shimmy device
plates are matched together providing the fore and aft which is composed by an oil film filled between the collar
alignment of the nose landing gear. and the bush.
Should the pilot take-off with the nose landing gear out of The oil viscosity changes in accordance with the speed of
the fore and aft position, when the sliding piston rod the relative movement between the bush and the collar.

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With low speed movements oil viscosity doesn’t change – Should the hole be not aligned with the locking pin after
allowing free steering. With high speed movements oil vis- pushbutton selection, the amber caption UNLK keeps
cosity increases such to keep the collar and the bush held blinking until they are aligned by steering the helicopter
together with no or reduced relative movement. using yaw pedals (alternatively the helicopter can be
The steering system is interfaced with: lifted off such that the centering assembly will align the
– nose landing gear nose landing gear).
– electrical system – The caution NOSE WHL UNLK on the MFD disap-
– Modular Avionics Unit. pears.
– If the nose wheels are not centered (detected by the
OPERATION NLG locked in center position microswitch due to the
locking pin not engaged) and the helicopter lifts-off, the
Cockpit operation WOW microswitches automatically provide the electri-
cal power to the center lock actuator to engage the
– Nose landing gear wheels are locked in center position locking pin.
– Pressing the pushbutton NOSE WHEEL on the LGCP – When the landing gears are retracted the green caption
the actuator electrical motor is powered and the gear LOCK lights-off.
train remove the locking pin from the hole.
– The green caption LOCK in the pushbutton in the Manual operation
LGCP lights-off and the amber caption UNLK lights on
– The actuator gear train can be operated manually to
(the caption blinks during locking pin travel)
engage/disengage the actuator locking pin through a
– The caution NOSE WHL UNLK is provided to the MFD.
lever located in front of the assembly.
– Nose landing gear is free to swivel for taxiing operation When the lever is horizontal the pin is engaged.
– Static steering can be achieved by using yaw control. When the lever is vertical the pin is disengaged.
Dynamic steering can be achieved by using differential
– A ground locking pin can be inserted between the lever
braking. and the body of the assembly for safe towing
– Before take-off, pressing the push-button NOSE – The actuator locking pin can be aligned with the hole by
WHEEL the actuator is powered to insert the locking hand rotating the nose landing gear when the towing
pin inside the hole (if they are aligned).
bar is attached.
– The amber caption UNLK lights-off and the green cap-
tion LOCK lights-on.

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CONTROLS AND INDICATORS

The NLG steering controls and indicators consist of a
pushbutton on the Landing Gear Control Panel and a cau-
tion message provided in the CAS message window of
the MFD in the instrument panel.

Landing Gear Control Panel

The NOSE WHEEL pushbutton provides the following
functions:
– UNLK when pressed when the green LOCK legend is
light on removes the lock of the nose wheel in the cen-
ter position.
When the amber UNLK legend is light on the lock is
disengaged.
– LOCK when pressed when the amber UNLK legend is
light on provides the lock of the nose wheel in the cen-
ter position.
When the green LOCK legend is light on the lock is
engaged. If the green legend is light-off and the amber
UNLK legend is blinking indicates that the lock has
been armed but not engaged.

CAUTION MESSAGE IN THE CAS MESSAGE WINDOW

The caution provided in the CAS message window is the
following:
– NOSE WHL UNLK when the lock of the nose wheel in
the center position is removed.

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CENTERING ASSEMBLY SCHEMATIC (SHEET 1 OF 2)

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CENTERING ASSEMBLY SCHEMATIC (SHEET 2 OF 2)

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CENTER LOCK ASSEMBLY

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STEERING SYSTEM INTERFACE BLOCK DIAGRAM

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STEERING CONTROLS AND INDICATING

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CHAPTER 33 - LIGHTS

SECTION 33-10 - FLIGHT COMPARTMENT

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SECTION 33-10 The overhead power supply unit is required to provide

lighting to the plexiglass panels (CB panel, elect control
FLIGHT COMPARTMENT panel, etc.) installed on the overhead console.
The done light installed on the some overhead panel has
a large beam light as secondary lighting to illuminate the
entire cockpit and the console. It is controlled by a switch
and potentiometer.
DESCRIPTION The potentiometer signal is addressed to a voltage regu-
The flight compartment lights comprise: lator, composed of a NPN transistors.
– the cockpit lights are provided with four power supplies The illumination of the three displays (MFD and pilot/copi-
28V/5V variable output of 80W each for the instrument lot PFD) is provided individually through the relative
panel, the console (2 each), the overhead and the potentiometers installed on the Display Dimming Control
dome together with the Dimming System Control Panel Panel located on the console.
– the illumination of the MFD, the pilot PFD and the copi- The two cockpit/utility pilot lights are installed either side
lot PFD displays of the overhead panel and each has an integral ON/OFF
– two cockpit/utility pilot lights switch and dimmer.
The lights can be used either mounted in their bases as
– two pilot storm lights that prevent the disturb of the
secondary lighting for the cockpit adjusted to the required
storm flashes
angle or removed from their bases as hand held wander
– a magnetic compass and the Outer Air Temperature
lights or as secondary lighting for the overhead panel.
(OAT) lights.
Each light is equipped with two rotating cover-rings: one
forward and the other one after.
The instruments panel power supply unit is required to Rotating the forward ring is possible to change the colour
provide lighting to the instruments (ADI standby, FIRE of the emitted (white or red) light.
control panel, etc.) and control panels installed on the Rotating the aft ring is possible to change the light inten-
instruments panel. sity from maximum to the extinguishing. These lights with
Two power supply units are required to provide lighting to their facilities are able to cover all fields of application in
the control panels (landing gear, AFCS, engine control the cockpit.
panels, grips, etc.) installed on the interseat console. On the rear side of the light is installed an ON/OFF push
button in order to set on the light by pulse.

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The magnetic compass installed on the glazing bar at the The beam of the pilots cockpit/utility lights can be
center of the windshield has a proper internal light that dimmed, controlled between spot and flood and can be
can be dimmed. white or red.
The Outer Air Temperature light installed close to the The magnetic compass dimming light is controlled by the
outer air temperature probe has a dedicated light that is “INSTR” potentiometer of the dimming system control
on the right side of the overhead panel. panel.
The storm lights are installed on the overhead panel. They The storm lights are controlled via a dedicated “STORM”
are very powerful halogen lights, with narrow beam light, switch installed on the Cabin Light Control Panel.
used to compensate flashes caused by a storm. The outer air temperature probe has a dedicated light that
They create an ambient light in the cockpit in order to pre- can be lit, but not dimmed, when the OAT switch is kept
vent the disturb of the storm flashes to the pilot. pressed.
Their position is normally adjustable in order to improve
their function. CONTROLS AND INDICATORS
The electrical power required is 20 W but due to the inside
reflector, the light intensity emitted is greater than the light The flight compartment lights have the controls housed on
emitted by the done light. the Dimming System Control Panel and the Display Dim-
ming Control Panel.
The two cockpit/utility pilot lights have the controls on the
OPERATION light itself.
The Dimming System Control Panel installed in the right The OAT light has the control on the overhead panel.
console (pilot side), includes four switches/potentiometers
labelled “INSTR”, “CONSOLE”, “OVERHEAD” and The Dimming System Control Panel provides the follow-
“DOME”. ing functions:
The pilots switch on and control the dimming of the Instru- – DOME knobs : OFF/BRT
ment, Console Overhead and Dome by moving the poten- • rotated clockwise turns on the switch and adjusts the
tiometers clockwise from maximum to minimum. dome light intensity from the minimum to the maxi-
The Display Dimming Control Panel installed in the right mum.
console (pilot side), includes three potentiometers – OVERHEAD knob: OFF/BRT
labelled “CPLT PFD”, MFD and “PLT PFD”. • rotated clockwise turns on the switch and adjusts the
The pilots control the dimming by moving the potentiome- light intensity of the panels/plexiglass from the mini-
ters clockwise from minimum to maximum. mum to the maximum.
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– CONSOLE knob: OFF/BRT – OFF/DIM/BRIGHT knob

• rotated clockwise turns on the switch and adjusts the • turned clockwise causes the light to put on and
light intensity of the panels/plexiglass from the mini- adjusts the light intensity.
mum to the maximum. – Colour lamp selector
– INSTR knob: OFF/BRT • allows to select the red or white lamp beam.
• rotate clockwise turns on the switch and adjusts the – FLOOD/SPOT ring
light intensity of the panels from the minimum to the • turned clockwise select the SPOT light beam type.
maximum. Turned counterclockwise selects the FLOOD light
beam type.
The Display Dimming Control Panel provides the following
functions: The pilot storms are controlled by the Cabin Light Control
– CPLD PFD knob: MIN/MAX Panel installed in the console and the function is as fol-
• rotated clockwise adjusts the brightness of the copi- lows.
lot PFD from the minimum to the maximum. – STORM switch: OFF/ON allows to light OFF/ON the
– MFD knob: MIN/MAX storm lights.
• rotated clockwise adjusts the brightness of the MFD
from the minimum to the maximum. The OAT light switch when held pressed allows the OAT
light to be/put ON.
– PLT PFD knob: MIN/MAX
The magnetic compass light is under the control of the
• rotated clockwise adjusts the brightness of the pilot
INSTR potentiometer.
PFD from the minimum to the maximum.

The pilot cockpit utility lights have the controls on the light CAPTIONS
itself and the functions are as follows: Cautions and advisories are not involved with the flight
– White push-button (on the back) compartment lights.
• is a momentarily illumination push-button and
causes the light to put on only as long as the push-
button is held pressed.

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FLIGHT COMPARTMENT LIGHT COMPONENT LOCATION (SHEET 1 OF 3)

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FLIGHT COMPARTMENT LIGHT COMPONENT LOCATION (SHEET 2 OF 3)

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FLIGHT COMPARTMENT LIGHT COMPONENT LOCATION (SHEET 3 OF 3)

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FLIGHT COMPARTMENT CONTROLS (SHEET 1 OF 3)

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FLIGHT COMPARTMENT CONTROLS (SHEET 2 OF 3)

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FLIGHT COMPARTMENT CONTROLS (SHEET 3 OF 3)

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CHAPTER 33 - LIGHTS

SECTION 33-20 - PASSENGER COMPARTMENT

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SECTION 33-20 is connected directly to the Master inverter while its con-
trol output channel, provides the adjustment lighting to the
PASSENGER COMPARTMENTS other five inverter Slave.
In case of an open failure of the adjustment circuit hap-
pens, the lighting automatically is set to bright.

OPERATION
DESCRIPTION
By means of the PSUs, the passengers can switch ON/
The passenger compartment lights comprise:
OFF each reading light as well as the attendant call light
– six Passenger Service Units (PSU) that include two not
for board service via the membrane switches.
dimmable reading lights that are set to ON through two
In order to show the passenger that the call has been acti-
membrane switches, a red membrane button with a
vated a red colored led lights up.
steward call led and two air outlets
This is located between the reading lights and the air out-
– six loudspeaker panels that include also the no smok- lets.
ing/fasten seat belt advisory lights Through the two air outlets the air supply can be adjusted
– the cabin lighting by six fluorescent lamps. appropriately.
When the two advisory lights are set to ON/OFF by pilots
The passenger service units together with the loud- through the pilot/copilot Audio panel, a claim is heard at
speaker panels are installed on the cabin roof, three of the loudspeakers.
them on each side. The fluorescent lamps are light up by pilots through the
The fluorescent lamps are installed on the cabin roof, Cabin Light Control Panel.
three of them on each side.
Each lamp is powered by a dedicated inverter which con-
tains a solid state oscillator which regulates the current
through the lamp.
Each inverter is equipped with a safety switch: the output
voltage is switched off in case of output open circuit or fail-
ure of the lamp.
All the inverters are connected together in order to form
one Master and five Slave. The lighting adjustment circuit

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CONTROLS AND INDICATORS The light control panel provides the following function:
The passenger service units have the controls housed on – CABIN knob: OFF/BRT
the cabin roof. • rotated clockwise turns on the switch and adjusts the
The advisory lights are controlled by the Audio panels light intensity of the cabin from the minimum to the
while the fluorescent lamps have the controls housed on maximum.
the console.
CAPTIONS
The PSU provides the following functions:
Cautions and advisories are not involved with the passen-
– READING LT MEMBRANE SWITCH ger compartments.
• when pressed the relative reading light is lit
– STEWARD CALL MEMBRANE SWITCH (red)
• when pressed the steward call white led is lit and
becomes red.

On the loudspeaker panel the functions are:

– NO SMOKING advisory light
• is lit when the CHM 1 push-button pressed on the
pilot/copilot audio panel.
The green bar inside this push-button is then lit.
– FASTEN SEAT BELT advisory light
• is lit when the CHM 2 push-button pressed on the
pilot/copilot audio panel.
The green bar inside this push-button is then lit.
– Loudspeaker
• allows the claim to be heard when one of the two
above advisory light comes ON or OFF.

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PASSENGER COMPARTMENTS COMPONENT LOCATION

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LOUDSPEAKER PANEL
NO SMOKING AND FASTEN STEWARD CALL READING LIGHT
SEAT BELT ADVISORY LIGHTS LOUDSPEAKER AIR OUTLET WHITE/RED LED READING LIGHT MEMBRANE SWITCH

DETAIL
A

PASSENGER SERVICE UNIT AIR OUTLET READING LIGHT STEWARD CALL READING LIGHT
MEMBRANE SWITCH (RED) MEMBRANE SWITCH

TM-39-33-20-002

PASSENGER COMPARTMENTS CONTROLS AND INDICATING (SHEET 1 OF 2)

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PASSENGER COMPARTMENTS CONTROLS AND INDICATING (SHEET 2 OF 2)

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PASSENGER COMPARTMENTS CONTROLS

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CHAPTER 33 - LIGHTS

SECTION 33-30 - CARGO AND SERVICE COMPARTMENTS

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SECTION 33-30 CAPTIONS

The caution provided in the CAS message window is as
CARGO AND SERVICE COMPARTMENTS follows:
– BAG DOOR
• when either baggage compartment access door is
open.
DESCRIPTION
NOTE Further details about the two microswitches that
The cargo and service compartment lights comprise three are involved with the above caution are reported
lamps that are located on the baggage roof compartment. on Chapter 52 Doors - Section 70 Door Warning.
They operate when one of the two baggage compartment
access door is opened.

OPERATION
By means of the relative microswitches, on actuated
(closed) by the right access door and the other one by the
left access door, the three baggage compartment lamps
light.

CONTROLS AND INDICATORS

Baggage compartment light controls:
– Baggage compartment access doors closed:
• lights OFF
– Either baggage compartment access door open:
• lights ON

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CARGO AND SERVICE COMPARTMENT LIGHT COMPONENT LOCATION

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CHAPTER 33 - LIGHTS

SECTION 33-40 - EXTERIOR LIGHTS

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SECTION 33-40 They are installed on the right and left side sponsons.
The secondary landing light has been designed to provide
EXTERIOR LIGHTS a mobile and versatile high intensity light source for aerial
reconnaissance at nighttime by helicopter for rescue,
search and surveillance operations.
It is installed under the cockpit (forward-left side) in order
to no objectionable glare is visible to the pilot and not
DESCRIPTION adversely affected by halation.
The exterior lights comprise:
– the anti-collision light
– the position lights OPERATION
– the landing lights (2 each) The anti-collision light is controlled by the ANTI-COLL
– secondary landing light (or landing light n. 2) switch installed on the circuit breaker panel on the over-
head panel. The switch can be set to OFF/ON.
The anti-collision light is a flashing (45 ±5 flashes per The position lights are controlled by the POSITION switch
minute) red light and provides a signal to permit the visibil- installed on the circuit breaker panel on the overhead
ity of the helicopter at great distances. panel. The switch can be set to OFF/ON.
The light is installed on the tail in the way to be seen in the The two landing lights are controlled by the LDG LT3 posi-
correct angle. tion momentary toggle switch installed on the pilot/copilot
collective grips. The switch is a three position type: cen-
The position lights provides direction of flight information
tral, ON and OFF.
to pilots of other helicopter in the vicinity. When the ON position is set, the lamps are lit and an advi-
The position lights consist of three lights of three different sory message is generated, when OFF is set the lamps
colours. extinguish and the advisory message removed.
The rear position light (white) is installed on the top of the The secondary landing light is controlled by the LDG LT2
tail fin, the green on the aft part of right sponson and the coolie hat with four way switch and a central momentary
red on the aft part of the left sponson. contact installed on the pilot/copilot collective grips and
The two landing lights provide a high intensity light exter- can be extended up to 120° from the fully retraction posi-
nal source suitable for the night during landing and taxi tion and can be rotated in either direction.
operations.

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CONTROLS AND INDICATORS SEC LANDING LIGHT OPERATIVE TABLE

The exterior lights have the controls housed on the over- EXTENDED ROTATION LAMP
head panel and on the pilot/copilot collective grips. ANGLE ANGLE ILLUMINATION
On the overhead panel the following functions are pro-
vided: from 0° to 132.5 CW
or YES
– ANTI COLL switch: OFF/ON from 0° to 227.5 CCW
• allows to light OFF/ON the anti-collision light 0° to 50°
– POSITION switch: OFF/ON from 132.5° to 227.5 CCW
or NO
• allows to light OFF/ON the position lights. viceversa

On the pilot/copilot collective sticks the following functions 50° to 60° TRANSITION ZONE 1
are provided:
– LDG LT spring loaded momentary toggle switch: 60° to 120° 360° YES always
• central - inoperative
• ON (spring loaded) - allows to light on the two lamps
1
• OFF (spring loaded) - allow to light off the two lamps The transition zone is the range in the extended angle that,
– LDG LT2 coolie hat with four way switch and a central due to tolerances, may or may not cause the lamp to be
momentary contact: extinguished beyond 132,5° rotation left or right
• pressed - allows to light ON/OFF the lamp
• EXT - allows to extend the light if the lamp is ON
CAPTIONS
only
• RETR - allows to retract the light Only advisory messages are involved with the exterior
• L - allows to rotate the light to left lights and displayed in the CAS message window.
• R - allows to rotate the light to right
– LANDING LT ON
• when the landing lights are lit
– SEARCH LT ON
• when the secondary landing light is lit.

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EXTERIOR LIGHTS INSTALLATION

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EXTERIOR LIGHT CONTROLS (SHEET 1 OF 2)

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EXTERIOR LIGHT CONTROLS (SHEET 2 OF 2)

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CHAPTER 33 - LIGHTS

SECTION 33-50 - EMERGENCY LIGHTING

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SECTION 33-50 The two internal emergency lights are installed in the
cabin roof to provide enough general lighting in the pas-
EMERGENCY LIGHTING senger cabin.
These lights are LED type of white colour.
The two external emergency lights are provided at each
emergency exit when the evacuee is likely to make first
contact with the ground outside the cabin.
DESCRIPTION The two emergency lights installed on the sponsons are
The emergency lights system includes the following: incandescent halogen lamps.
All the emergency lights are controlled by a switch
– two batteries pack rechargeable from the aircraft power installed on the Cabin Light Control Panel and a second-
supply 28VDC which supply the Emergency lights at 6 ary switch installed in the left side of the internal cabin.
VDC This last one switch is a push-button type, illuminated and
– two emergency dome lights installed on the cabin roof controlled by the cabin crew.
– two external emergency lights installed in the LH and
RH sponsons
CONTROLS AND INDICATORS

OPERATION The emergency lights have the control housed on the

Cabin Light Control Panel located on the interseat and
The Internal and External Emergency lights are supplied through the secondary push button switch installed at the
by two rechargeable battery power installed in the RH left cockpit door.
nose bay.
The rechargeable battery (nicad) power supply consump- The Cabin Light Control Panel provides the following
tion is 28 VDC, 350 mA and the its output power supply is functions:
6.1 VDC with 7 A. – EMERG switch:
In charge mode, the batteries are fully charged after 4 • OFF: all the emergency lights are OFF and the two
hours of continuous charging at 28 VDC. batteries are recharging.
The batteries are then capable of suppling 7 A at 6.1 V to • ARM: all the emergency lights are OFF
6.5 V for at least 15 minutes. and the two batteries are recharging. The lights are
lit automatically upon loss of the aircraft power.
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• ON: all the emergency lights are operating by the

two batteries.

NOTE: on each battery there is a red push-button that,

when pressed, provides the lighting of the emer-
gency lights.

The emergency light secondary push button switch pro-

vides the following functions:
– OFF: all the emergency lights are OFF and the batter-
ies recharging. This position gives system control to the
switch on the Cabin Light Control Panel.
– ON: all the emergency lights are operating by the
emergency light power supplies (batteries) regardless
of the switch on the Cabin Light Control Panel and
independent of the aircraft power supply.

CAPTIONS
Captions and advisories are not involved with the emer-
gency lighting system.

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EMERGENCY LIGHTING COMPONENT LOCATION

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EXTERNAL LIGHTING CONTROLS

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CHAPTER 34 - NAVIGATION

SECTION 34-20 - ATTITUDE AND DIRECTION

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SECTION 34-20 wiring harness that mates with the indicator eliminating
the need to reconfigure a replaced one.
ATTITUDE AND DIRECTION The Magnetic Compass provides continuously heading
information with respect to the earth magnetic field. It is
fitted on the windscreen centre glazing bar above the
instrument panel.
The magnetic compass lubber line is parallel to the longi-
DESCRIPTION tudinal axis of the aircraft.
The system comprises one ADI STANBY, used as backup The magnetic compensating chamber and the adjusting
and a Magnetic Compass. screws are easily accessible by removing the coverplate
The Standby ADI contains an inertial measurement clus- on the lower face of itself.
ter that eliminates the need for an external gyro system. It The Magnetic Compass illumination (5 V) is controlled by
has absolutely no moving parts. It could replace all the the INSTR knob of the Dimming System Control Panel.
AHRS gyro functions in case of failure. Its high-perfor-
mance provides outstanding features such as precision OPERATION
attitude, altitude, airspeed, and heading; reduced pilot
workload; and improved flight safety. The indicator also Power application to the STBY ADI starts an automatic
features a full-colour, active matrix LCD; dimmable fluo- process of self diagnostics prior to normal operations.
rescent backlighting and a full range of navigation inter- After power application the display screen is blank
face capabilities. approximately 15 seconds while the tests are performed.
If no failures are detected during the power ON self test
The Standby ADI has the component that follows: mode, the identification screen appears.
If a failure is detected, the identification screen appears
– the Detachable Configuration Module (DCM), which
with either a clearly stated error message or an error
stores the display's format configuration.
code.
The DCM contains sufficient memory to retain informa-
If no failure is detected, the unit displays the ATT FAIL
tion specific to the hardware and software configuration
indication with the message ALIGNING and a completion
for each installation, such as panel angle, navigation
timer/counter below the aircraft symbol. The sensor align-
interface, aircraft heading calibration, and display for-
ment reaches the normal operation mode within three
mat. When the instrument is removed from the aircraft,
minutes of applying power.
the DCM remains in the aircraft, attached to the aircraft

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During abnormal condition, such as motion during the • NAV (ON/OFF): press knob to toggle for oppo-
sensor alignment mode, the indicator will reset and site of current condition;
attempt to reach the normal operation mode within six • NAV MODE: press knob for sub-menu, rotate
minute of applying power. If sensor alignment is unsuc- knob to select mode, press knob to finish;
cessful, the message will change to ALIGNMENT FAIL • SET CRS: press knob for sub-menu, rotate knob
and the system will not enter the operational mode. to set course, press knob to finish;
While the indicator is operating normally, the system con- • ILS (BC/NORMAL): press knob to toggle for
tinues to perform diagnostic self tests to assure the crew opposite of current condition;
of accurate information. • CRS AUTO CENTER: press to initiate;
• BARO TYPE: press knob for sub-menu, rotate
CONTROLS AND INDICATORS knob to select type, press knob to finish.
The STBY ADI controls are on the indicator itself that are
NOTE When on the RCP, the AHRS reversion switch is
as follows:
set to 2, the AHRS NO. 2 is connected to the
– M push button PILOT STANDBY ADI.
• when pressed, the menu is available along the bot-
tom portion of the display.
– Adjustment knob
• when rotate, it allows the scroll through the sub-
menu item and highlight the item.
Menu item: FAST ERECT,SET BRIGHTNESS OFF-
SET, FAST ALIGN, NAV (ON/OFF),NAV MODE,
SET CRS, ILS (BC/NORMAL), CRS AUTO CEN-
TER, BARO TYPE.
• FAST ERECT: press knob to initiate;
• SET BRIGHTNESS OFFSET: press knob for sub-
menu, rotate knob to adjust, press knob to finish;
• FAST ALIGN: press knob to initiate;
• SET HEADING: press knob for sub-menu, rotate
knob to set heading, press knob to finish;

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ATTITUDE AND DIRECTION COMPONENT LOCATION

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ATTITUDE AND DIRECTION CONTROLS AND INDICATING

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ATTITUDE AND DIRECTION INDICATING (SHEET 1 OF 4)

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ATTITUDE AND DIRECTION INDICATING (SHEET 2 OF 4)

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ATTITUDE AND DIRECTION INDICATING (SHEET 3 OF 4)

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ATTITUDE AND DIRECTION INDICATING (SHEET 4 OF 4)

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PILOT STANDBY ADI

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COMPASS LIGHT

30 W 24
COVERPLATE

AIRPATH

Note: the cover plate must be

removed to access the com-
pass compensation chamber
and the adjusting screws.

TM-39-34-20-021

MAGNETIC COMPASS
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CHAPTER 34 - NAVIGATION

SECTION 34-40 - INDEPENDENT POSITION DETERMINING

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SECTION 34-40 OPERATION

The radio altimeter system operates over large differ-
INDEPENDENT POSITION DETERMINING ences in terrain, weather conditions and aircraft attitude to
calculate the aircraft's altitude.
The PFDs show the aircraft's radio altitude on the radio
altitude tape, on the digital readout incorporated into the
DESCRIPTION tape's pointer located in the lower portion of the display.
The radio altimeter tape is removed from the display when
The independent position determining has the systems the indicated altitude ascends past 1100 ft and redis-
that follow: played when the indicated altitude descends below
– RADIO ALTIMETER SYSTEM (2 OFF) 1000 ft.
The radio altitude digital readout is displayed below the tri-
The Radio Altimeter system uses Frequency Modulated ple tacho on the PFDs.
Continuous Wave (FMCW) signals to calculate the air- The radio altitude information is removed from the view
craft's altitude Above Ground Level (AGL) during the above 2500 ft AGL (no track).
flight, the approach and landing phases of the flight. With the radio altimeter, there is also the Decision Height
Radio altitude data are shown on the Primary Flight Dis- (DH) indication.
plays (Compass mode, Arc mode and Reversion mode). It is displayed close to the barometric pressure setting.
The receiver-transmitter sends digital radio altitude data The DH digital readout can be set to the desired value,
to the MAUs through an ARINC 429 data bus. The MAU through the DH selector knob of the Remote Instrument
changes the digital radio altitude data to a format that can Controller (RIC). The DH range is 20 to 2500 ft.
be shown on the pilot's PFD and the co-pilot's PFD. In the descent, when the aircraft arrives at DH +100 ft, an
In a dual radio altimeter system, the receiver-transmitter empty black box is displayed on the PFD in the upper
no.1 supplies the radio altitude data for the co-pilot's PFD, right portion of the ADI face. When the aircraft arrives at
and the receiver-transmitter no.2 supplies the radio alti- the selected decision height or descends below it, the
tude data for the pilot's PFD. MIN (minimum) indication becomes visible in the box. The
The units are installed on the E-E avionic bays. DH indication is inhibited on ground and through climb out
until the radio altitude is greater than the DH +100 ft.

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The radio altimeter system supplies radio altitude data Receive and Transmit Antennas
and factory set trip-altitude outputs for other systems (see
The receive and transmit antennas are low profile, rectan-
undercarriage).
gular-shaped micro-strip antennas that are installed on
The receiver-transmitter contains the power supplies,
the top of the aircraft fuselage. The location of the anten-
transmitter and receiver circuits, and the timing circuits to
nas lets each antenna operate at the normal limits of pitch
calculate the aircraft's AGL altitude. The receiver-trans-
and roll.
mitter receives power from the aircraft's 28 V dc bus. The
The antennas operate in the 4200 to 4400 MHz band-
receiver-transmitter transmits 4300 MHz FMCW signals
width.
through the transmit antenna and receives FMCW signals
The transmitter part of the receiver-transmitter supplies
through the receive antenna.
the FMCW signal to the transmit antenna, which transmits
The transmitter output is applied to the transmit antenna
the signal to the ground. The receive antenna receives
and at the same time a sample of the transmitter output is
the signal reflection from the ground and supplies it to the
sent to the receiver. The receiver-transmitter measures
receiver part of the receiver-transmitter.
the time interval between the transmitted and received
FMCW signals to calculate the aircraft's altitude AGL.
The dc analogue output voltage is proportional to the air- CONTROLS AND INDICATORS
craft' altitude and sent to MAUs. The Radio Altimeter system control is housed on the
The receiver-transmitter has a continuous self-test, and Remote Instrument Controller (RIC) located on the instru-
when a fault occurs, a RAD failure indication shows on ment panel and on the Miscellaneous Control Panel
each PFD. The test signal comes from the MAUs. The (MCP) located on the inter-seat.
test signal causes the altitude tape to show on the right
side of the PFDs, and moves the radio altitude readouts to The RIC provides the following functions:
100 ft. – DH selector knob:
The discrete inputs for the modulation frequency selection • when rotate, it allows to change the decision height
set the modulation frequency for each receiver-transmitter display on the on-side PFD from 20 to 2500 ft.
in a dual system. Receiver-transmitter 1 is set for a 50 Hz – PUSH TEST push button:
modulation frequency and receiver-transmitter 2 is set for • when pressed, the built-in test is associated for the
a 51 Hz modulation frequency. radio altimeters. The display pointer indicates 100
±10 ft and a TEST flag in inverse video (displayed
on the radio altimeter tape) is represented until the
button is released. Also the amber messages RAD1
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and RAD2 are visible during the test. The test can 10 ft. The DH display is removed for settings below
be done both on ground and in flight. 20 ft. The DH range is 20 to 2500 ft. It displays
amber dashes when DH setting is lost.
The Miscellaneous Control Panel provides the following
functions:
– The NORM/REGRADE AWG switch: CAPTIONS
• when set to NORM, the warning message "ONE When the 150 FEET condition is detected, the AWG shall
FIFTY FEET" is audible if the helicopter descends provide the following:
below 150 ft AGL; one tone (494 Hz) + 150 FEET (aural message).
• when set to REGRADE, the warning message "ONE
This sequence is transmitted one time only. This message
FIFTY FEET" is suppressed.
has priority number 9.
The Primary Flight Display (Compass/Arc/Reversion
Any caution in the CAS message window is displayed in
mode) provides the following information:
the event of the radio altimeter failure.
– Radio Altimeter Tape and Digital Readout:
– On the PFDs the following are proposed:
• f the radio altimeter tape is displayed, the digital
• Radio Altimeter Source Annunciation (close to the
readout is incorporated into the tape's pointer. The
radio altimeter tape):
digital readout is divided into 1 foot increments
• RAD1or RAD2: this amber message is automati-
between -20 to +250 ft AGL.
cally in view when the PFD is displaying data from
Above that, increments are at 10 ft intervals from
the off-side radio altimeter sensor.
+250 to +2500 ft AGL. The tape is removed from
view above the 2500 ft AGL. – Failure annunciation:
When the helicopter ascends through 1100 ft AGL, • RAD: when loss of valid radio altimeter information
the tape is removed and the digital readout only is from either MAU, the red flag (inverse video) is dis-
left. When the aircraft descends through 550 ft AGL, played.
the low altitude awareness display is presented on – Miscompare annunciation:
the barometric altitude tape to show ground with • RAD: when a disagreement between the two radio
relation to the barometric altitude. altimeters exsits.
– Decision Height Digits:
NOTE The above miscompare annunciator flashes in
• the first turn of the knob activates the DH display at
inverse video for 5 seconds before being dis-
200 ft. Each knob click equals an altitude change of
played steady state.
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LEADING PARTICULARS

Radio altimeter NO.1

- nominal voltage ..................................... 28VDC (MAIN BUS NO.1)
- maximum nominal current .............................................0,7 ampere
- rf frequency ........................................................................4,3 GHz
- modulation frequency ............................................................ 50 Hz
- peak power output....................................................5 watt nominal
- pitch......................................................................... +/- 20 degrees
- roll............................................................................ +/- 30 degrees
- operational altitude ........................................................0 to 2500 ft

Radio altimeter NO.2

- nominal voltage ..................................... 28VDC (MAIN BUS NO.2)
- maximum nominal current .............................................0,7 ampere
- rf frequency ........................................................................4,3 GHz
- modulation frequency ............................................................ 51 Hz
- peak power output....................................................5 watt nominal
- pitch......................................................................... +/- 20 degrees
- rol ............................................................................ +/- 30 degrees
- operational altitude ........................................................0 to 2500 ft

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INDEPENDENT POSITION DETERMINING CONTROLS (SHEET 1 OF 3)

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INDEPENDENT POSITION DETERMINING CONTROLS (SHEET 2 OF 3)

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TM-39-34-40-003

INDEPENDENT POSITION DETERMINING CONTROLS (SHEET 3 OF 3)

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INDEPENDENT POSITION DETERMINING INDICATING (SHEET 1 OF 4)

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INDEPENDENT POSITION DETERMINING INDICATING (SHEET 2 OF 4)

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INDEPENDENT POSITION DETERMINING INDICATING (SHEET 3 OF 4)

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INDEPENDENT POSITION DETERMINING INDICATING (SHEET 4 OF 4)

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RADIO
ALTIMETER
NO.1

TM-39-34-40-008

INDEPENDENT POSITION DETERMINING COMPONENT LOCATION (SHEET 1 OF 2)

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INDEPENDENT POSITION DETERMINING COMPONENT LOCATION (SHEET 2 OF 2)

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INDEPENDENT POSITION DETERMINING ELECTRICAL SCHEMATIC

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CHAPTER 52 - DOORS

SECTION 52-70 - DOORS WARNING

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SECTION 52-70

DOOR WARNING

DESCRIPTION
The helicopter is equipped with two cockpit doors, two
cabin doors, two baggage doors and one nose door.
There are two ways to determine if each door locking
mechanisms are fully locked.
One by the direct visual inspection of the locking mecha-
nism and the other by the visual indication for the crew
member.
To comply this last way a micro-switch is installed on each
door to monitor the position of the locking mechanism and
to warn the crew member if the door is not secured in the
closed position.

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OPERATION
On each door, a microswitch is fitted and connected elec-
trically in series with the microswitch of the other door to
send a discrete ground signal to the MAUs.
If at least one door is open, the MAUs detect an open sig-
nal and a caution will be generated.

CONTROLS AND INDICATORS

All the microswitches are installed on the fuselage and are
activated by the handles for cockpit, cabin, baggage and
by the latches for the nose.

CAPTIONS
The caution provided in the CAS message window is as
follows:
– COCKPIT DOOR:
• when either cockpit door is not secured in the closed
position
– CABIN DOOR:
• when either cabin door is not secured in the closed
position
– BAG DOOR:
• when either baggage door is not secured in the
closed position

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MICRO-SWITCH
OF BAGGAGE
RIGHT DOOR

COCKPIT DOOR
RIGHT MICRO-SWITCH

CABIN DOOR
RIGHT MICRO-SWITCH

MICRO-SWITCH
OF BAGGAGE
LEFT DOOR

CABIN DOOR
LEFT MICRO-SWITCH

COCKPIT DOOR
LEFT MICRO-SWITCH

TM-39-52-70-001

DOOR MICROSWITCHES INSTALLATION

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CHAPTER 53 - FUSELAGE

SECTION 53-20 - FORWARD FUSELAGE

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SECTION 53-20

FORWARD FUSELAGE

GENERAL LAYOUT
The forward fuselage is the front part of the primary structure.
The forward fuselage is a metallic construction made with
longerons, frames and sandwich panels; it mainly pro-
vides the pilots cabin floor, interface with the cockpit, nose
landing gear housing and supports the canopy assembly.
The forward fuselage is part of the whole primary struc-
ture which includes also the center and rear fuselage;
subdivision is intended for convention only.
The forward fuselage is interfaced with the following main
systems:
– instrument panel/overhead panel/interseat console
– landing gear
– electric power system
– electric system
– engine controls
– hydraulic system
– ECS
– flight controls
– avionics
– equipment and furnishing
– doors
– windows.
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CANOPY

FORWARD
FUSELAGE

TM-39-53-20-002a

FORWARD FUSELAGE GENERAL LAYOUT

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FORWARD FUSELAGE INTERFACE BLOCK DIAGRAM

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CHAPTER 53 - FUSELAGE

SECTION 53-30 - CENTRE FUSELAGE

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SECTION 53-30 – fuel system

– engines installation
CENTRE FUSELAGE – flight controls
– equipment and furnishing
– doors
– windows.
GENERAL LAYOUT
The centre fuselage is the middle part of the primary
structure.
The centre fuselage is a metallic semi-monocoque con-
struction made with sheet, beams, frames and sandwich
panels; it mainly provides the passengers cabin fuel,
hydraulics, dynamic components, landing gear, flight con-
trols and engine installation.
The centre fuselage is part of the whole primary structure
which includes also the forward and rear fuselage; subdi-
vision is intended for convention only.
The top side of the centre fuselage is completed with the
upper deck/engine fairings and cowlings.
The upper deck fairings are manufactured in composite
materials.
The centre fuselage is interfaced with the following main
systems:
– ECS
– electrical system
– Main Rotor Drive
– Tail Rotor Drive
– hydraulic system
– landing gear

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CENTRE FUSELAGE GENERAL LAYOUT

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CENTRE FUSELAGE INTERFACE BLOCK DIAGRAM

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CHAPTER 53 - FUSELAGE

SECTION 53-40 - REAR FUSELAGE

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SECTION 53-40

REAR FUSELAGE

GENERAL LAYOUT
The rear fuselage is the rear part of the primary structure.
The rear fuselage is a metallic semi-monocoque construc-
tion made with sheet, beams, frames and sandwich pan-
els; it mainly provides the baggage compartment, the
avionics installation and the engine installation.
The rear fuselage is part of the whole primary structure
which includes also the forward and centre fuselage; sub-
division is intended for convention only.
The top side of the rear fuselage is completed with the
engine fairings and cowlings.
The rear fuselage is interfaced with the following main
systems:
– electrical system
– hydraulic system
– tail Rotor Drive
– engine installation
– flight controls
– avionics
– doors.

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REAR FUSELAGE GENERAL LAYOUT

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REAR FUSELAGE INTERFACE BLOCK DIAGRAM

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CHAPTER 53 - FUSELAGE

SECTION 53-50 - TAIL UNIT

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SECTION 53-50

TAIL UNIT

DESCRIPTION
The tail unit is a metallic semi-monocoque construction
made with sheet, beams and frames; it mainly provides
the Tail Rotor Drive, flight controls, Tail Rotor and stabiliz-
ers installation.
The tail unit is composed by a cone and a fin; subdivision
is intended for convention only. The tail unit is completed
with the tail rotor drive fairings and the fin leading and
trailing edge manufactured in composite materials.
The tail unit is interfaced with the following main systems:
– stabilizers
– rear fuselage (primary structure)
– hydraulic system
– Tail Rotor Drive
– flight controls.

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TAIL UNIT GENERAL LAYOUT

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TAIL UNIT INTERFACE BLOCK DIAGRAM

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CHAPTER 62 - MAIN ROTOR

SECTION 62-10 - MAIN ROTOR BLADES

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SECTION 62-10

ROTOR BLADES

DESCRIPTION
The five blades are composed of a nearly constant chord
profile with a parabolic tip.
The blades are made of composite material except for the
erosion shields and some minor part.
The blades have a very long service life and are statically
balanced as final manufacturing process to achieve an
individual interchangeability.
The blades are also provided with devices used for
dynamic balance.
The blades are interfaced with the rotor head and could
be provided with heating mats for anti-ice purposes.

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MAIN ROTOR BLADES

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MAIN ROTOR BLADES INTERFACE BLOCK DIAGRAM

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CHAPTER 62 - MAIN ROTOR

SECTION 62-20 - MAIN ROTOR HEAD

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SECTION 62-20

ROTOR HEAD

DESCRIPTION
The rotor head is a fully articulated assembly composed
by a metallic hub, composite tension links, elastomeric
bearings, hydraulic type dampers and metallic control
levers.
The rotor head is also provided with a flight and ground
flapping stop motion system.
The rotor head is installed on the main gearbox mast
using a set of hardware.

The rotor head is interfaced with:

– Main Gearbox
– blades
– rotating controls.

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MAIN ROTOR HEAD (SHEET 1 OF 2)

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MAIN ROTOR HEAD (SHEET 2 OF 2)

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ROTOR HEAD INTERFACE BLOCK DIAGRAM

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CHAPTER 62 - MAIN ROTOR

SECTION 62-30 - ROTATING CONTROLS AND SWASHPLATE ASSEMBLY

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SECTION 62-30

ROTATING CONTROLS

DESCRIPTION
The rotating control system is composed of a swashplate
assembly, pitch links and rotating scissors.
The swashplate assembly transmits the flight control
inputs to the blades; the rotating scissors transmit the
rotational drive to the swashplate assembly.
The pitch links are connected to the leading edge side of
the pitch control lever.
The swashplate assembly is located on the Main Gearbox
and is composed by a rotating and a fixed swashplate
connected with a duplex ball bearing; the fixed swash-
plate is installed on a spherical pivot.
The rotating swashplate is connected with the pitch links
while the fixed swashplate is connected with the three
main rotor servo actuators.
The two rotating scissors are connected with the rotating
swashplate.

The rotating controls are interfaced with:

– Main Gearbox
– rotor head
– servo control system.

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ROTATING CONTROLS (SHEET 1 OF 2)

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ROTATING CONTROLS (SHEET 2 OF 2)

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ROTATING CONTROLS INTERFACE BLOCK DIAGRAM

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CHAPTER 62 - MAIN ROTOR

SECTION 62-40 - INDICATING

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SECTION 62-40 The MFD also provides the malfunction condition in the
CAS message window.
INDICATING
The pilot collective grip provides the following function:
– 100% / 102% RPM selector switch:
• 100% = set the NR / NF to 100%
• 102% = set the NR / NF to 102%
DESCRIPTION
A rotor speed probe is used to provide an output for the
indicating of the main rotor speed.
This probe provides three independent frequency outputs
(3 independent coil windings) directly related to the speed
of the gear.
The first output is to the EEC n.2; the second to the MAUs
and the third to the EEC n.1.

OPERATION
The passage of the gear teeth across the probe, produces
as near as possible a sinusoidal output whose frequency
is 2190,58 Hz at 100% NR.

CONTROLS AND INDICATIONS

The main rotor speed (NR) indication is represented on
the triple tachometer displayed on the PFD (default page)
and MFD (main page).
The NR vertical scale is combined with NF, with one ana-
log pointer and one digital readout.

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CAPTIONS NOTE When this warning is detected, besides the MWL

activation, the AWG shall provide the following:
The warning provided in the CAS is as follows:
two tones (90 Hz) + ROTOR HIGH - ROTOR
HIGH (aural message).
– ROTOR LOW :
This sequence is transmitted once only. This mes-
• when the NR <98% in power-on condition sage has priority number 4.
• when the NR <95% in power-off condition
• when the NR <90% in power-on condition (OEI).
The caution provided in the CAS is as follows:
NOTE When this warning is detected, besides the MWL – NR MISCOMPARE :
activation, the Aural Warning Generator (AWG) • when a discrepancy of 3% between the EECs data
shall provide the following: and the corresponding backup analog data exists.
three tones (2700 Hz) + ROTOR LOW - ROTOR NOTE This caution shall be displayed only if NREEC
LOW (aural message).
>20% or NRBACKUP >20%.
This sequence is continuously repeated until the
– ENG ANALOG FAILURE :
failure condition is corrected or the reset input
• if the NR backup analog parameter is declared
activates. This message has priority number 1.
invalid.
– ROTOR HIGH :
• when the NR >102% in power-on condition
• when the NR >110% in power-off condition
• when the NR >102% in power-on condition (OEI).

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MAIN ROTOR SPEED INDICATING (SHEET 1 OF 2)

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NOTE When both EECs and MAUs detect an invalid or not available NR / NF input signal, the associated pointer is
removed from the display and amber dashes replace the numerical readouts.

NOTE If the NF sensor fails, the relative pointer is removed and replaced by the amber legend FAIL in reverse video.

NOTE The baseline of the triple tachometer is green at all times, even when the pointers are amber or red.

NOTE The triple tachometer scale is affected when in OEI / OEI TRAINING mode.
See Section 77-40 INTEGRATED ENGINE INSTRUMENT SYSTEMS for details.

NOTE When a parameter being monitored exceeds the normal range of operation (green band), the color of associated
pointer matches the color of applicable range marking (i.e. amber or red), in order to highlight that particular critical
condition.

MAIN ROTOR SPEED INDICATING (SHEET 2 OF 2)

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RANGE DIGITAL READOUT ANALOG SCALE

FUNCTION NOTE
% RPM COLOR MARKINGS COLOR MARKINGS
NR digital readout 0 to 120 see Note 1
NR / NF analog scale 103 to 120 Red band
105 Red triangle
103 Red line UPPER LIMIT
102 Amber band TAKE-OFF LIMIT (5 min)
98 to 101 Green band NORMAL RANGE
97 Red line LOWER LIMIT
95 Red triangle
20 - 97 see Note 2 Red band

NOTE:
1. In normal condition the background is black and the numerals green; the digital readout features an inverse video
technique when an exceedance occurs.
When the parameter is in amber or red band / line, the digital display background turns amber or red respectively
and the numerals are black or white respectively.
1 At initial power up, the MFD displays the AEO mode by default.

MAIN ROTOR SPEED LIMITATIONS - POWER ON CONDITION (AEO)

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RANGE ANALOG SCALE

FUNCTION NOTE
% RPM COLOR MARKINGS
NR / NF analog scale 103 to 120 Red band
105 Red triangle
103 Red line UPPER LIMIT
102 Amber band TAKE-OFF LIMIT (5 min)
98 to 101 Green band NORMAL RANGE
90 to 97 Amber band CAUTIONARY BAND
89 Red line LOWER LIMIT
85 Red triangle
20 to 89 Red band

MAIN ROTOR SPEED LIMITATIONS - POWER ON CONDITION (OEI AND OEI TRAINING)
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RANGE ANALOG SCALE

FUNCTION NOTE
% RPM COLOR MARKINGS
NR / NF analog scale 111 to 120 Red band
116 Red triangle
111 Red line UPPER LIMIT
95 to 110 Green band NORMAL RANGE
94 Red line LOWER LIMIT
90 Red triangle
20 to 94 Red band

MAIN ROTOR SPEED LIMITATIONS - POWER OFF CONDITION (AUTOROTATION)

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PRIMARY DATA / BACKUP DATA INDICATING

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ENG. 1 ENG. 2
PRIMARY DATA PRIMARY DATA
EEC EEC NG
NG NO. 2
NO. 1
Npt Npt
ENGINE ENGINE
ITT PARAMETERS PARAMETERS ITT

TQ TQ

NR
SENSOR
NR SIGNAL
1
NR SIGNAL
2 (BACKUP ANALOGUE DATA)
NR SIGNAL
3

BACKUP DATA
MAU MAU BACKUP DATA
NO. 1 ASCB
(ANALOGUE) NO. 2 (ANALOGUE)

NOTE: When the NR signal is

declared invalid by local EEC,
the MAUs use the information ASCB ASCB
MFD/PFD
provided by off-side EEC for all
internal functions.
If the NR signal is also not
available from the off-side
EEC, the MAUs uses the infor- TM-39-62-40-005a
mation provided by the sepa-
rated NR pickup coil for all
internal functions.
ROTOR SPEED SENSOR ELECTRICAL SCHEMATIC
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CHAPTER 63 - MAIN ROTOR DRIVE

SECTION 63-10 - ENGINE/GEARBOX COUPLINGS

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SECTION 63-10

ENGINE/GEARBOX COUPLINGS

DESCRIPTION
The engine/gearbox couplings connect the Main Gearbox
and the engine with a static and dynamic link.
The static link is composed by a gimbal installation which
connects the main gearbox engine input case with the
engine case.
The dynamic link is composed by a flexible coupling inte-
grated in the drive shaft which connects the main gearbox
engine input drive pinion with the engine turbine shaft.

The engine/gearbox couplings are interfaced with:

– Main Gearbox
– engine.

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ENGINE/GEARBOX COUPLINGS
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ENGINE/GEARBOX COUPLING INTERFACE BLOCK DIAGRAM

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CHAPTER 63 - MAIN ROTOR DRIVE

SECTION 63-20 - MAIN GEARBOX

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SECTION 63-20 The output pinions from the engine input cases drive a
collector gear and this combination gives the second
MAIN GEARBOX reduction stage, and changes the direction to a vertical
output.
The collector gear output shaft meshes with five planetary
gears that provide the third stage reduction and drive the
output mast on which the main rotor hub will be mounted.
DESCRIPTION AND OPERATION Through the three stages the input speed of the engine
shafts, at 21000 rpm, is reduced to a rotor drive of 296
General rpm.
The Main Gearbox (MGB) is a three stage reduction gear- An NR sensor is installed on the front of the main housing.
box. The MGB also provides an output drive to the tail rotor,
Two identical interchangeable engine input cases are and a number of accessories.
installed on the MGB. The tail rotor drive take-off pinion is directly driven by the
They receive the power from the engine drive shafts and collector gear and also includes a simple bevel gear that
perform the first speed reduction through a spiral bevel drives the oil cooler fan.
gear set. The housing of the tail rotor drive take-off pinion also pro-
The gears also change the rotational axis toward the MGB vides the support for the rotor brake actuator. The brake
body. calliper is attached to a flange that is bolted to the MGB
The input modules incorporate a centrifugal activated casing.
sprag type freewheeling unit, which allows for MGB disen- The drive flange for the tail rotor drive shaft also permits
gagement in case of engine failure or shut down. the attachment of the rotor brake disc.
The input modules provide attachment to the engine gim- On the housing of the tail rotor drive take-off is also
bal assembly, react their static and dynamic loads and installed an azimuth sensor which works in conjunction
also sustain the inertial loads generated by the engines. with the accelerometers located on the gearbox to provide
A low pressure switch is located at each engine input the usage of the rotating parts.
cases. The collector gear also drives the HPS4, the two lubrica-
The input pinion bearing of the engine input case is tem- tion system pumps and, if fitted, the ECS compressor.
perature monitored through a bearing temperature sensor The input pinions on the engine input cases provide the
(thermocouple). drive to the other two HPS1 and HPS2 and to the two
alternators, if fitted.
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Three brackets that are bolted to the main case provide The disposable filter element will be bypassed if the pres-
the lower mounting points for the three main rotor actua- sure drop across the filter exceeds a preset value.
tors. The distribution of the lubricating oil is achieved by a
series of calibrated nozzles, referred to as jets.
MGB Lubrication and Oil Cooling Dual in-mesh and out-of-mesh targeting of oil to the gear
The MGB is lubricated through a self contained lubrication teeth is provided to critical parts of the gearbox.
system with all the oil ducts internally contained within the After lubricating/cooling the oil flows back to the sump of
main gearbox casings. the MGB by gravity.
The lubrication system comprises two gerotor type A total of 3 chip detectors are fitted in the Main Gearbox;
pumps, check valves, a filter with impending bypass indi- two in the gearbox sump at the inlet of the lubrication
cator, oil cooler and fan. pumps and one in a collector tray that is close to the main
The “wet sump” lubrication concept is employed for the mast ball bearing.
MGB, whereby the lower part of the main housing of the The chip detectors will generate caution when a particles
transmission acts as the tank for the lubricating oil and the is detected. The chip detectors are of the burn-off type
lubrication pumps suck the oil from the sump and deliver it and in the event of a caution the crew will attempt a burn-
to the distribution system. off through the use of a push button on a panel in the
An oil level sight glass is located in front of the main gear- cockpit.
box case in a readily accessible/visible position together All the particles of a size equal to or smaller than 0.05 mm
with an oil low level sensor. diameter will be burnt during this process.
The lubrication pumps are composed of multiple elements If the burning is successful then the signal will be extin-
thus reducing the risk of cavitation even under the most guished and a number of information will be stored in the
critical flight conditions. MAUs.
The outlet pressure of each pump is limited by the pres-
ence of pressure relief valves that return excess oil to the The lubricating oil cooling system consists of the following
oil sump. main components:
After the pressure relief valves the oil from each pump – oil cooler with a bypass thermostatic / relief valve
passes through a check valve and then the two pump – cooling fan (mechanically driven).
both supply to an oil filter.
The filter assembly also includes a by-pass function and The system is connected to the MGB upper/main hous-
an impending bypass warning switch. ings via two bolted flanges.

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The upper of the two flanges forms the mounting for the – engine/gearbox couplings
oil cooler and includes integral oil passages to convey the – main rotor head
oil to and from the core of the oil cooler. – main rotor rotating controls
The lower flange supports the cooling fan and is hollow to – main hydraulic power system
allow the splined fan drive shaft to pass through it. – tail rotor flight controls system
The fan drive shaft has a shear section that will prevent – tail rotor drive system
damage to the MGB in case of seizure of the fan. – rotor brake system
The cooling fan draws in cool air through the air intake
– electrical power system (optional)
that is positioned on the upper surface of the cowling, just
– ECS (optional).
aft of the main rotor. The hot air that exits from the core of
the oil cooler is discharged through the side of the cowl-
ing.
The thermostatic and pressure relief valve consists of a
thermostatic element in combination with a pressure relief
valve.
When the oil temperature is equal to or less than 80°C the
valve remains open, thus, the oil cooler core is bypassed.
At temperatures above 80°C the valve closes and the nor-
mal oil cooling is provided.
The pressure relief valve is present in order to be able to
bypass the oil cooler in the case that there is a restriction
in the core. The valve opens at a preset differential pres-
sure.
On the output line from the oil cooler are installed a tem-
perature switch, a temperature sensor and a pressure
sensor.

The Main Gearbox is interfaced with:

– MGB attachments
– MGB indicating system

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OIL PRESSURE SENSOR

OIL TEMPERATURE SWITCH

MAST OIL TEMPERATURE SENSOR

SWASHPLATE OIL COOLER

SUPPORT

BREATHER OIL FILTER

IMPENDING
HPS TAKE-OFF BY-PASS SWITCH

OIL FILTER
ACCELEROMETER
FAN

MAST CHIP DETECTOR

TAIL ROTOR
TAKE-OFF
OIL FILLING CAP
ENGINE INPUT CASE
ALTERNATOR TAKE-OFF
(PROVISION)

UPPER HOUSING
BEARING
TEMPERATURE
HPS TAKE-OFF SENSOR

SERVOACTUATOR GIMBAL
SUPPORT NR SENSOR
LOW PRESSURE SWITCH
MAIN HOUSING TM-39-63-20-001

MAIN GEARBOX (SHEET 1 OF 2)

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F
W
D

OIL PUMP #1
AZIMUTH
RELIEF SENSOR
VALVE
TM-39-63-20-002

MAIN GEARBOX (SHEET 2 OF 2)

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FREEWHEEL OPERATION
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MAIN GEARBOX LUBRICATION SCHEMATIC DIAGRAM

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MAIN GEARBOX INTERFACE BLOCK DIAGRAM

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THIS PAGE INTENTIONALLY LEFT BLANK

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CHAPTER 63 - MAIN ROTOR DRIVE

SECTION 63-30 - MAIN GEARBOX MOUNTS, ATTACHMENTS

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SECTION 63-30

MAIN GEARBOX MOUNTS, ATTACHMENTS

DESCRIPTION
The mounts and attachments support and restrain the
MGB.
These are an anti-torque beam that connects to the bot-
tom of the MGB and four rods that connect between the
MGB upper casing and central fuselage.
The anti-torque beam principally reacts the torque load
and the support rods principally react the lift loads.
The MGB attachments are interfaced with the Main Gear-
box and the central fuselage.

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MAIN GEARBOX ATTACHMENTS

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MAIN GEARBOX ATTACHMENTS INTERFACE BLOCK DIAGRAM

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CHAPTER 63 - MAIN ROTOR DRIVE

SECTION 63-40 - MAIN GEARBOX INDICATING

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SECTION 63-40 The DWS installed on the AB 139 is formed by the chip
detectors (5 OFF), the power unit chip detector box, a
MAIN GEARBOX INDICATING data bus ARINC 429 to MAUs and a control panel for the
chip burner.
The purpose of the power unit chip detector box is:
– to sense the detected ferrous debris introduced into the
lubricating oil of the transmission system by wear or
DESCRIPTION failure of gears, bearings and other oil wetted parts.
The main gearbox (MGB) assembly is driven by two – to monitor the status of the five channels to determine if
engines and drives the main rotor shaft at about 296 RPM a short condition (CHIP) is being detected, if there is an
and the tail rotor. open condition (FAULT) or if it is a normal condition and
At each MGB input, a spring type freewheeling unit is reports this to the MAU over the ARINC 429 interface.
installed allowing to override each engine in case of – to burn the small particles. The burning pulse shall be
engine shutdown or failure, so that the rotor is continu- delivered in sequence to the sensors having the chip.
ously driven by the remaining engine. – to self test the internal circuitry and chip sensors auto-
matically.
The MGB is monitored by the following sensors: – to test the chip sensors manually through an external
– 3 chip detectors with a Chip Detector Power Unit switch on the box.
(DEBRIS WARNINGS SYSTEM) The test consists of a continuity test resistor of 30 kΩ
– 1 oil level sensor that is provided inside each sensor across pins A and B
– 1 oil pressure transducer as close as possible to the detector gap.
– 1 oil temperature transducer This resistor allows the testing and trouble shooting to
– 1 oil filter switch check the continuity of the cabling, connector and wire
– 1 oil temperature switch receptacle of each individual sensor without need of
– 2 oil pressure switches accessing it.
– 2 thermocouple sensors
– 1 magnetic speed sensor (NR).

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OPERATION An oil filter with a differential pressure sensor, microswitch

type, senses the differential pressure between the filter
On the MGB three sensors are fitted: two in the sump and
input and output and the MAUs generate this caution
one close to the mast bearing.
alarm that is represented on the MFD.
When a particle is detected by any of the sensors, the rel-
The oil temperature switch senses the temperature of the
evant caution alarm is generated.
MGB oil circuit and when it reaches a predetermined
For small particles a burning attempt can be performed by
value, the MAU NO.2 will generate a warning alarm on the
the crew through the manual use of a push-button fitted
MFD.
on the miscellaneous control panel.
The two oil pressure switches are installed to sense the
If the signal is extinguished (burning successful), the rele-
low pressure of the MGB and when one of the oil sensor
vant information of small particle captured together with
pressure switch pressure switch senses the minimum
the date and time, sensor name, number of burning
value, the MAUs generate the caution alarm on the MFD.
attempts are stored in the NVM.
When the pressure value reaches the minimum value and
The debris warning system can be tested before flight by
the two oil pressure switches sense this minimum value,
the operator through a switch located on the Power Unit
the warning alarm will be represented on MFD.
Chip Detector box.
There are two thermocouple sensor installed on each
The oil level sensor is an optical sensor type which pro-
MGB drive bearing 1 and 2.
vides an electrical signal when the oil level in the reservoir
The sensing probes are metal sheathed type K thermo-
and sumps is below a predetermined minimum level.
couple and are held nearly in contact with the measured
The MAUs generate the caution alarm on the display.
part by means of a helical spring.
During the pre-flight check, the flight crew uses the test
When the operating temperature range increase a prede-
panel to perform the test of the MGB oil level.
termined value the MAUs generate the caution alarm on
The oil pressure transducer is a strain-gauge type that
the MFD.
provides an analog input to the MAU NO.1.
The NR speed sensor is a triple coil magnetic speed sen-
When the pressure drops below a predetermined value,
sor and provides 3 independent frequency output directly
the warning / caution alarm will be represented on the
related to the speed of the rotor gear to the MAUs and
MFD.
EECs.
The oil temperature transducer is a thermo-resistance
The NR value is represented on the triple tachometer on
type that provides an analog input to the MAU N.1.
the MFD and the PFDs.
When the temperature rises above a predetermined
value, the warning alarm will be represented on the MFD.

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CONTROLS AND INDICATORS

The main gearbox controls are located on the Miscella-
neous Panel and on the Test Control Panel both installed
in the cockpit console.
The MFD (Main and Cruise pages) displays the MGB OIL
TEMP / PRESS parameters.
The MFD also provides the malfunction condition in the
CAS message window #1.

The Miscellaneous Panel provides the following function:

– CHIP BURNER :
• when pressed a burning attempt for the MGB CHIP
MAST or MGB CHIP SUMP is performed.

The Test Control Panel provides the following function:

– MGB OIL LEVEL push-button test switch :
• when pressed the caution MGB OIL LOW in inverse
video is displayed in the CAS window.

NOTE This test is operative with the A/C on ground and

NR <2%.

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CAPTIONS – MGB CHIP MAST :

The warning provided in the CAS is as follows: • when inside the MGB oil lubricating system a chip is
detected on the MAST bearing.
– MGB OIL PRESS :
– MGB CHIP SUMP :
• when the MGB oil pressure in the lubricating system
is below 3.1 bar; resets above 3.4 bar. • when inside the MGB oil lubricating system a chip is
detected in the SUMP.
– MGB OIL TEMP :
– CHIP MAST FAIL :
• when the MGB oil temperature in the lubricating sys-
tem is above 109°C; resets below 97°C. • when the channel relative to the CHIP MAST detec-
tor system is sensed faulty.
NOTE When one of this warning is detected, besides the – CHIP SUMP FAIL :
MWL activation, the AWG shall provide the follow- • when the channel relative to the CHIP SUMP detec-
ing: tor system is sensed faulty.
– MGB OIL FILTER :
no tone + WARNING – WARNING (aural mes- • when the differential pressure between filter input
sage). and output exceeds 1.25 bar.
– MGB OIL LOW :
This sequence is transmitted once only. This mes- • when the MGB oil level is at minimum or during the
sage has priority number 5. MGB OIL LEVEL TEST.
– 1 (2) BRG TEMP :
• when the MGB-Engine 1(2) input stage bearing tem-
The caution provided in the CAS message window is as
perature is above 140°C; resets below 135°C.
follows:
– AVIONIC FAULT :
– 1 (2) MGB OIL PRESS :
• when the loss of communications to a single MAU is
• when the oil pressure in the MGB - Engine 1 (2)
detected for the CHIP DETECTOR POWER UNIT:
input stage is below 3.1 bar; resets above 3.4 bar.
the maintenance message in the CMC is A429/
NOTE With the A/C both on ground and in flight the RS422 BUS.
warning MGB OIL PRESS will suppress the cau-
NOTE In case of double malfunction, the caution mes-
tion 1-2 MGB OIL PRESS.
sage 1-2 BRG TEMP will replace the 1 BRG
TEMP and 2 BRG TEMP.
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– XMNS OVTQ :
• when in AEO condition, the engine TQ1 > 110% or
TQ2 > 110%.
• when in OEI condition, the engine TQ1 > 160% or
TQ2 > 160%.

NOTE This condition is set after 1 sec. from the detec-

tion; is reset after 300 msec. from when the mal-
function is removed.

– CHIP DET UNIT :

• when the Chip Detector Power Unit does not
respond to the power up built in test or continuous
built in test or responds to the manual test when the
push-button switch on the CDPU unit is pressed.

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MAIN GEARBOX CONTROLS

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NOTE When the loss of an analog input signal

or an out of range input condition is
detected, the associated pointer is
removed from the display and amber
dashes replace the numerical readouts.
NOTE When a parameter being monitored
exceeds the normal range of operation
(green band), the color of associated
pointer matches the color of applicable
range marking (i.e. amber or red), in
order to highlight that particular critical
condition.

MAIN GEARBOX INDICATING (SHEET 1 OF 2)

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MAIN GEARBOX INDICATING (SHEET 2 OF 2)

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DIGITAL READOUT ANALOG SCALE

FUNCTION RANGE
COLOR MARKINGS COLOR MARKINGS
MGB OIL PRESS digital readout 0 to 10.0 bar see Note
MGB OIL TEMP digital readout –50 to 150°C see Note
MGB OIL TEMP analog scale 110 to 150°C Red band
110°C Red line
1 to 109°C Green band
–50 to 0°C Amber band
MGB OIL PRESS analog scale 6.1 to 10.0 bar Red band
6.1 bar Red line
3.1 to 6.0 bar Green band
2.3 to 3.0 bar Amber band
2.2 bar Red line
0 to 2.2 bar Red band

NOTE In normal condition the background is black and the numerals green; the digital readout fea-
tures an inverse video technique when an exceedance occurs.
When the parameter is in amber or red band, the digital display background turns amber or
red respectively and the numerals are black or white respectively.

MAIN GEARBOX LIMITATIONS

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CHAPTER 63 - MAIN ROTOR DRIVE

SECTION 63-50 - ROTOR BRAKE SYSTEM

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SECTION 63-50 – Parking:

• To perform a pumping action by moving the lever,
ROTOR BRAKE between the “PUMPING” and “BRAKING” positions,
to increase the pressure in the circuit and in the
accumulator up to a maximum parking pressure of
46.5 bar.
The RBCL and RBCM are connected via a control rod.
DESCRIPTION The RBA (Rotor Brake Assembly) provides for the braking
A RB is provided to keep the rotor from turning when the action when the lined opposing pistons are actuated
helicopter is parked and to assist in stopping the rotors hydraulically. This produces a clamping action on the
upon engines shutdown. rotating disc bolted to the tail drive shaft take-off flange at
The system is manually controlled through a RBCL (Rotor the main gearbox.
Brake Control Lever) positioned in cockpit which allows to A RBAA (Rotor Brake Actuation Assembly) is provided to
generate the required hydraulic pressure to be used. move and maintain the RBA caliper on its operative “UP”
Hydraulic pressure to operate the rotor brake is supplied or “DOWN” positions.
by a RBCM (Rotor Brake Control Module) installed in the A RBPI is provided to control the RB hydraulic pressure
helicopter upper deck. and caliper status.
The RBCL will have the following operational positions: A RBCB is provided to electrically control the RB func-
– OFF (RELEASE) tions.
– PUMPING (Forward detent and backward stop) During the flight the RB caliper is maintained in “DOWN”
– BRAKE (full stroke stop position). position, far from the RB disc. The RB caliper moves to
the “UP” position only when the helicopter is on the
The stroke between “PUMPING” and “BRAKE” position ground with the engines in OFF condition.
has two functions: The “UP / DOWN” caliper movement, is managed by a
– Normal braking: Rotor Brake Control Box. Different helicopter electrical
signals are used for the braking action; these signals are
• To provide a pressure of 5 bar to the braking pistons
provided by:
in order to have contact between pucks and rotor
disc. – RBCL lever position,
• To pressurize the system at 26-28 bar for dynamic – RBAA UP/DOWN position,
braking by filling the accumulator. – Engine levers,

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– Landing Gear WOW (Weight-On-Wheels). On ground: with one or both engines in FLIGHT or in GI
condition
An electrical shut-off valve installed in the RBCM prevents
– The RBCL is in “OFF” position;
inadvertent pressurization of the RBA when the helicopter
is in flight. – No hydraulic pressure is furnished;
On the ground, no pressurization is generated in the RB – The Caliper is in down position;
system unless the engines are OFF. – The SOV is still open (energized).
The rotors stop is reached in 11 ÷ 15 sec approx. The indicator CALIPER DOWN remains alighted on the
(DYNAMIC braking). RBPI.
An accumulator in the RBCM maintains the PARKING
pressure for at least 8 hours, when starting from a pres- On ground: after (both) engines shut-down
sure of at least 40 bar. If hydraulic pressure decreases – The RBCL is in “OFF” position;
while parked, it is possible to restore the needed parking – No hydraulic pressure is furnished;
pressure by the manual action on the RBCL, without limi- – The caliper is raised automatically
tation.
– The SOV is closed (denergized).
The RBPI changes the status of the indicators display as
OPERATION follows:
– Switch-on of the CALIPER DOWN and CALIPER UP
In flight indications flashing mode during the transition phase;
– The RBCL is in “OFF” position; – Lighting of the indication light CALIPER UP in fixed
– No hydraulic pressure is furnished; mode (when the caliper is in brake position) and switch
– The Caliper is in down position; off of the CALIPER DOWN indication.
– The RBCM circuit shut-off valve remains open (ener- – LOW PRESS indication alight.
gized). In this condition the RB line is connected to the
reservoir / atmosphere. On ground: during a BRAKING action
– The indicator CALIPER DOWN is alighted (green light) The rotor braking is carried out by the pilot pushing for-
on the RBPI. ward the RBCL.

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With both engines OFF, as soon as the RBCL is moved On ground: “PARKING” braking
from the “OFF” to the “BRAKE” position, the RB is oper-
PARKING condition (accumulator fully charged) is per-
ated as follows:
formed through a RBCL pumping action (backward and
– The mechanical outlet valve is closed;
forward motion) in the pumping area until:
– Pucks are pushed against the rotating disc to generate
– the hydraulic pressure in the circuit is >40 bar;
the braking action;
– the RBCM accumulator is fully charged.
– The accumulator is partially filled up (incomplete
charge).
The LOW PRESS indication, on the RBPI, is switched off.
The digital display shows the pressure value applied to
The normal pressure generated by full stroke of the lever
the brake.
is 26-28 bar (with new pucks and disk).
The ROTOR BRAKE ON advisory indication is alighted on
The LOW PRESS indication, on the RBPI, is switched off.
the Primary Flight Display.
The digital display shows the pressure value applied to
In this condition the RBCM accumulator provides hydrau-
the brake.
lic power to maintain the rotors stopped for a minimum of
The ROTOR BRAKE ON advisory indication is alighted on
8 hours.
the Primary Flight Display.
The RB is designed to be frequently used for parking
If the RBCL is moved from the OFF position with one or
cycles.
both engines in flight:
The minimum brake pressure for parking is assumed to
– No hydraulic pressure is furnished; be 26 bar (that, starting from 40 bar can be reached not
– The Caliper is in down position; before than 8 parking hours).
– The SOV is still open (energized). When the pressure reduces below 20 bar, the LOW
PRESS caption of the RBPI is alighted and the pressure
The indicator CALIPER DOWN remains alighted on the in the circuit can be restored, by additional pumping
RBPI. action.
The ROTOR BRAKE FAIL caution indication is alighted In case the pumping action on the RBCL is performed
on the Primary Flight Display. beyond 40 bar, the maximum pressure of 62 bar can be
reached, value at which the system relief valve is opened.
A HIGH PRESS yellow caption is alighted on the RBPI
when the pressure overcome 50 bar.

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On ground: Braking release R/B operating limitations

The braking release is carried out by the pilot by moving The RB is subject to the following operating limitations:
the RBCL backwards. – NORMAL BRAKING - during a normal braking the rotor
As the RBCL is moved to the “OFF” position the RB is brake has to applied at 40% RPM rotor speed or lower.
operated as follows: – EMERGENCY BRAKING - N.A.
– the mechanical outlet valve is opened; – RAPID TURN AROUND - No limitation in the R/B con-
– pucks are released; secutive applications.
– the accumulator is discharged. – PARKING - Starting for press > 40 bar, 8 hours mini-
The indicator CALIPER UP remains alighted on the RBPI. mum.
The LOW PRESS indication, on the RBPI, is alighted. – ROTOR QUICK START - No rotor brake parking appli-
cation is possible with any engine in G.I. position.
On ground: after engines starting
– The RBCL is in “OFF” position;
– No hydraulic pressure is furnished;
– The SOV is opened (energized);
– The caliper is lowered automatically.

The RBPI changes the status of the indicators display as

follows:
– Switch-on of the CALIPER DOWN and CALIPER UP
indications in flashing mode during the transition
phase;
– Lighting of the indication light CALIPER DOWN in fixed
mode (when the caliper is in down position) and switch
off of the CALIPER ENGAGED indication.

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CONTROLS AND INDICATORS Below this pressure is possible to restore the cor-
rect one in the circuit, pumping again.
The rotor brake system control is housed on the right side
of the overhead panel.
The rotor brake pressure indicator also on the right side of The rotor brake pressure indicator provides the following
the overhead panel provides the operating pressure and functions:
the caliper status.
– CALIPER DOWN green led :
The MFD provides the operative and malfunction condi-
• lit when the caliper is down; it flashes during the
tion in the CAS message window #1.
transition.
The rotor brake control lever provides the following func- – CALIPER UP amber led :
tions: • lit when the caliper is up; it flashes during the transi-
– OFF : tion.
• the rotor brake is released. – HIGH PRESSURE red underline :
– PUMPING LIMIT : • lit when the pressure is equal or above 50 bar.
• when from OFF position, provides the movement of – PRESSURE DIGITAL READOUT :
the RBA pistons up the disc contact. • displays the operating pressure
The pressure generated is 8.3 bar. (0÷100 bar) in green.
• when the pumping movement is between the PUMP- – LOW PRESSURE amber underline :
ING LIMIT and BRAKE after the dynamic braking. • lit when the pressure is equal or less than 20 bar.
The pressure generated is 42.7 bar for the PARK- – TEST pushbutton :
ING condition. • when pressed, the two leds light
– BRAKE :
• at the first stroke (~28 bar), the dynamic braking is
activated
• after a pumping action, the parking is activated for
about eight hours.

NOTE The minimum parking brake pressure is 26 bar

and may be achieved after eight hours.

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CAPTIONS
The caution in the CAS message window is as follows:
– ROTOR BRK FAIL :
• when the rotor brake not engaged and one of four
microswitches of the puck is active.
• when, with both engines OFF, after 10 sec. (from the
shut-down of the last engine) the CALIPER is not in
UP position (the caliper may be in DOWN position or
in any position between DOWN and UP);
• when, with one or both engines in GI/FLIGHT condi-
tion after 10 sec. the CALIPER is not in DOWN posi-
tion (the caliper may be in UP position or in any
position between UP and DOWN).
• when the brake is not pressurized but the Control
Lever is not in OFF position.
• when the engines are started with the RBCL not in
OFF position.

The advisory in the CAS message window is as follows:

– ROTOR BRK ON :
• when the rotor brake is engaged;
• when the rotor brake not engaged and one of four
microswitches of the puck is active.

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ROTOR BRAKE SYSTEM

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ROTOR BRAKE SYSTEM HYDRAULIC SCHEMATIC

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ROTOR BRAKE SYSTEM CONTROLS

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ROTOR BRAKE SYSTEM CONTROLS AND INDICATING

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ROTOR BRAKE SYSTEM INDICATING

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CHAPTER 64 - TAIL ROTOR

SECTION 64-10 - TAIL ROTOR BLADES

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SECTION 64-10

ROTOR BLADES

DESCRIPTION
The four rotor blades are composed of a constant chord
profile with a parabolic tip.
The blades are made of composite material except for the
erosion shield and some minor part; the metallic pitch
change arm lever is installed on the blade.
The blades have a very long service life and are statically
balanced as final manufacturing process to achieve an
individual interchangeability.
The blades are interfaced with the rotor head and could
be provided with heating mats for anti-icing purposes.

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BLADE STATIC BALANCE PITCH

WEIGHT CHANGE ARM
A

A
TIP STATIC BALANCE ROOT
WEIGHT

EROSION UPPER SKIN HONEYCOMB

SHIELD CORE

SPAR SECTION A-A LOWER SKIN

TM-39-64-10-001

TAIL ROTOR BLADES

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TAIL ROTOR BLADES INTERFACE BLOCK DIAGRAM

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CHAPTER 64 - TAIL ROTOR

SECTION 64-20 - TAIL ROTOR HEAD

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SECTION 64-20

ROTOR HEAD

DESCRIPTION
The rotor head is a fully articulated assembly composed
by a metallic hub, elastomeric bearings and elastomeric
type dampers.
The rotor head is installed on the tail gearbox mast using
a set of hardware.
The rotor head is interfaced with:
– Tail Gearbox
– blades
– rotating controls.

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TAIL ROTOR HEAD

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ROTOR HEAD INTERFACE BLOCK DIAGRAM

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CHAPTER 64 - TAIL ROTOR

SECTION 64-30 - ROTATING CONTROLS

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SECTION 64-30

ROTATING CONTROLS

DESCRIPTION
The rotating controls system is composed of a spider and
slider assembly, pitch links and rotating scissors.
The spider and slider assembly transmits the flight control
inputs to the blades; the rotating scissors transmit the
drive to the spider and slider assembly.
The pitch links are connected to the trailing edge side of
the blade.
The spider and slider assembly is located part inside the
mast, part on the rotor head top.
The spider side is connected with the pitch links while the
slider side is connected, through the rotating scissors, to
the rotor head.
The spider and slider assembly is installed on the tail rotor
servoactuator pitch control rod with a ball bearing.
The rotating controls are interfaced with:
– Tail Gearbox
– rotor head
– servo control system.

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ROTATING CONTROLS (SHEET 1 OF 2)

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ROTATING CONTROLS (SHEET 2 OF 2)

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ROTATING CONTROLS INTERFACE BLOCK DIAGRAM

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CHAPTER 65 - TAIL ROTOR DRIVE

SECTION 65-10 - SHAFTS

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SECTION 65-10

SHAFTS

DESCRIPTION
The Tail Rotor Drive Shafts transmits the mechanical
power from the Main Gearbox to the Intermediate Gear-
box with two different length shafts and from the Interme-
diate Gearbox to the Tail Gearbox with a slanted shaft.
The Tail Rotor Drive Shafts installation is also provided
with a pivoting bearing support assembly, flexible cou-
plings, damper assemblies and anti-flail supports which
are installed with the shafts.
The shafts are interfaced with:
– rear fuselage
– tail unit
– Main Gearbox
– Intermediate Gearbox
– Tail Gearbox
– Rotor Brake System
– tail drive indicating system.
The components of the Tail Rotor Drive Shafts installation
respond to a fail safe design.

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TAIL ROTOR DRIVE SHAFTS

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SHAFTS INTERFACE BLOCK DIAGRAM

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CHAPTER 65 - TAIL ROTOR DRIVE

SECTION 65-21 - INTERMEDIATE GEARBOX

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SECTION 65-21

INTERMEDIATE GEARBOX

DESCRIPTION
The Intermediate Gearbox is installed on the tail unit and
reduces and changes the drive direction to the Tail Gear-
box.
The Intermediate Gearbox is splash lubricated and
includes a set of sensors which provide monitoring and
diagnostic function.

The Intermediate Gearbox is interfaced with:

– tail unit
– tail drive shafts
– tail drive indicating system.

The Intermediate Gearbox can "run-dry" for 30 minutes

after complete loss of oil.

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INTERMEDIATE GEARBOX
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INTERMEDIATE GEARBOX INTERFACE BLOCK DIAGRAM

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CHAPTER 65 - TAIL ROTOR DRIVE

SECTION 65-22 - TAIL GEARBOX

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SECTION 65-22

TAIL GEARBOX

GENERAL LAYOUT
The Tail Gearbox (TGB) is installed on the top of the fin
and reduces and changes the drive direction to the Tail
Rotor.
The Tail Gearbox is splash lubricated and includes a set
of sensors which provide a monitoring and diagnostic
function.
The Tail Gearbox is interfaced with:
– fin
– tail drive shafts
– tail rotor flight control system
– tail rotor head
– servo control system
– tail drive indicating system

The Tail Gearbox can "run-dry" for 30 minutes after com-

plete loss of oil.

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TAIL GEARBOX
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TAIL GEARBOX INTERFACE BLOCK DIAGRAM

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CHAPTER 65 - TAIL ROTOR DRIVE

SECTION 65-40 - INDICATING

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SECTION 65-40

INDICATING

DESCRIPTION
The intermediate gearbox (IGB) is monitored by the fol-
lowing sensors:
– 1 chip detector with a Chip Detector Power Unit
– 1 oil level sensor
– 1 oil temperature transducer.

The tail rotor gearbox (TGB) is monitored by the following

sensors:
– 1 chip detector with a Chip Detector Power Unit
– 1 oil level sensor
– 1 oil temperature transducer.

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OPERATION
When a particle is detected by the IGB / TGB sensor, the
relevant caution alarm is generated.
For small particles a burning attempt can be performed by
the new through the manual use of a pushbutton fitted on
the miscellaneous control panel.
If the signal is extinguished (burning successful), the rele-
vant information of small particle captured together with
the data and time, sensor name, number of burning
attempts are stored in the NVM.
The debris warning system can be tested before flight by
the operator through the switch on the box.
The IGB / TGB oil level sensor is an optical sensor type
which provides an electrical signal when the oil level in the
reservoir is below a predetermined minimum level.
The MAU N. 1 generates the caution alarm on the display.
During the pre-flight check, the flight crew uses the test
panel to perform the test of IGB / TGB oil level.
The IGB / TGB oil temperature transducer is a thermo-
resistance type that provides an analog input to MAU N.
2.
When the value rises above a predetermined value, the
caution alarm will be represented on the MFD.

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CONTROLS AND INDICATIONS

The intermediate tail rotor drive controls are located on
the Miscellaneous Panel and on the Test Control Panel
both installed in the cockpit console.
The MFD (Main and Cruise pages) displays the IGB /
TGB OIL TEMP parameter.
The MFD also provides the malfunction condition in the
CAS message window #1.

The Miscellaneous Panel provides the following function:

– CHIP BURNER :
• when pressed a burning attempt for IGB CHIP or
TGB CHIP is performed.

The Test Control Panel provides the following functions:

– IGB OIL LEVEL pushbutton test switch:
• when pressed the caution IGB OIL LOW in inverse
video is displayed in the CAS window.
– TGB OIL LEVEL pushbutton test switch:
• when pressed the caution TGB OIL LOW in inverse
video is displayed in the CAS window.

NOTE The above test is operative with the A/C on

ground and the NR <2%.

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CAPTIONS – AVIONIC FAULT :

The caution provided in the CAS message window is as • when the loss of communications to a single MAU is
follows: detected for the CHIP DETECTOR POWER UNIT:
the maintenance message in the CMC is A429/
– IGB OIL TEMP : RS422 BUS.
• when the IGB oil temperature is above 110°C; resets – CHIP DET UNIT :
below 97°C. • when the Chip Detector Power Unit does not
– TGB OIL TEMP : respond to the power up built in test or continuous
• when the TGB oil temperature is above 110°C; built in test or responds to the manual test when the
resets below 97°C. push-button switch on the CDPU unit is pressed.
– IGB CHIP :
• when inside the IGB oil lubricating system a chip is
detected.
– TGB CHIP :
• when inside the TGB oil lubricating system a chip is
detected.
– IGB CHIP FAIL :
• when the channel relative to the IGB chip detector
system is sensed faulty.
– TGB CHIP FAIL :
• when the channel relative to the TGB chip detector
system is sensed faulty.
– IGB OIL LOW :
• when the IGB oil level is at minimum or during the
IGB OIL LEVEL TEST.
– TGB OIL LOW :
• when the TGB oil level is at minimum or during the
TGB OIL LEVEL TEST.

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TAIL ROTOR DRIVE CONTROLS

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NOTE When the loss of an analog input sig-

nal or an out of range input condition is
detected, the associated pointer is
removed from the display and amber
dashes replace the numerical read-
outs.
NOTE. When a parameter being monitored
exceeds the normal range of operation
(green band), the color of associated
pointer matches the color of applicable
range marking (i.e. amber or red), in
order to highlight that particular critical
condition.
TAIL ROTOR DRIVE INDICATING
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DIGITAL READOUT ANALOG SCALE

FUNCTION RANGE
COLOR MARKINGS COLOR MARKINGS
IGB OIL TEMP digital readout –50 to 150°C see Note
TGB OIL TEMP digital readout –50 to 150°C see Note
IGB / TGB OIL TEMP analog scale 110 to 150°C Red band
110°C Red line
1 to 109°C Green band
–50 to 0°C Amber band

NOTE In normal condition the background is black and the numerals green; the digital readout will
feature an inverse video technique when an exceedance occurs.
When the parameter is in amber or red band, the digital display background turns amber or
red respectively and the numerals are black or white respectively.

TAIL ROTOR DRIVE LIMITATIONS

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CHAPTER 67 - ROTORS FLIGHT CONTROLS

SECTION 67-11 - COLLECTIVE PITCH CONTROL

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SECTION 67-11 – Landing light switch

– Landing light selector.
COLLECTIVE PITCH CONTROL
The pilot and copilot control sticks are connected to a tor-
sion tube located behind the cockpit seats; the copilot
stick is installed using a ring nut and a quick-release pin.
At the right end of the tube is installed an adjustable fric-
DESCRIPTION tion mechanism that can be used to increase the collec-
The collective control is a conventional metallic rod and tive control friction or hold the stick during a manual flight;
bellcrank type. a balancing spring is also installed and used to react the
The control is composed of a stick for pilot and copilot that unbalance weight acting on the control.
make a common input to a mixing unit. At the left end of the tube are also installed the two LVDTs
The collective control sticks are composed of an alumin- used to provide power anticipation to the engines and
ium tube with a control grip at the top. attachment for a trim actuator.
The trim actuator receives electrical commands from the
The control grip houses a number of switches/selectors pilots or the AFCS and convert these to a mechanical out-
that are: put to change the position of the collective control linkage.
– ENG 1/2 GOV AUTO/MANUAL switches (pilot only)
– RPM switch (pilot only) The trim actuator includes:
– Hoist control selector (pilot only) – a feel spring which provides a feed-back feel load to
– ENG 1/2 TRIM selector the pilot when actuated
– Torque limiter switch – a magnetic friction used to provide an anchor point of
– Flotation switch the control and to connect/disconnect the feel spring
– Hoist cut switch – a position sensors to provide a feed-back position sig-
– Coll/yaw beep trim selector nal of the control to the AFCS
– Force Trim Release switch – a detent microswitch used to inhibit AFCS control in
case of pilot input (four axis only)
– CAS reset switch
– an electrical motor to convert AFCS electrical signals to
– Go Around switch
mechanical output on the control (four axis only)
– Cat A switch

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– a damper used to reduce vibration on the control due to

engagement / disengagement of the anchor point using
the feel spring.
From the control tube a rod extends vertically to the roof
and them, through another torsion tube inputs to the mix-
ing unit.

The collective control is interfaced with:

– forward fuselage
– mixing control
– AFCS system
– electrical system
– engine controls.

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COLLECTIVE PITCH CONTROL

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Flotation switch
ENG 1 GOV AUTO/MANUAL
switch (pilot only)
ENG 2 GOV AUTO/MANUAL
switch (pilot only)
Flotation switch
Hoist cut Hoist cut
switch switch
RPM switch
(pilot only) Landing light
Landing light selector
Coll/Yaw beep selector
trim selector Landing light
Landing light Coll/Yaw beep switch
switch trim selector
Torque limiter Hoist control selector
switch Torque limiter (pilot only)
Cat A switch switch
Cat A switch
ENG 1 TRIM ENG 1 TRIM
selector selector
Go Around switch Go Around switch
ENG 2 TRIM ENG 2 TRIM
selector selector CAS reset switch
CAS reset switch
Force Trim
Force Trim Release switch
Release switch (not shown)
(not shown)

COPILOT GRIP PILOT GRIP

TM-39-67-11-002

COLLECTIVE GRIPS
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COLLECTIVE PITCH CONTROL INTERFACE BLOCK DIAGRAM

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COLLECTIVE TRIM ACTUATOR OPERATION

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CHAPTER 67 - ROTORS FLIGHT CONTROLS

SECTION 67-12 - CYCLIC PITCH CONTROL

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SECTION 67-12 with a cross shaped, stainless steel fitting to a torsion

tube.
CYCLIC PITCH CONTROL The pilot attachment plate contains a shaped flange used
to limit pitch and roll movements combination.
To statically balance the control linkage weight, springs
are installed on the stick cross-shaped fitting.
At the left end of the torsion tube, the cross-shaped fitting
DESCRIPTION allows for the connection with rods to the longitudinal and
The cyclic control is a conventional metallic rod and lateral trim actuators.
bellcrank type. The trim actuators receive electrical commands from the
The control is composed of a stick for pilot and copilot that pilots or the AFCS and convert these to a mechanical out-
make a common input to a mixing unit. put to change the position of the longitudinal and lateral
The cyclic control sticks are composed of an aluminium control linkage.
tube with a control grip at the top.
The trim actuator includes:
The control grip houses a number of switches/selectors – a feel spring which provides a feed-back feel load to
that are: the pilot when actuated
– Cargo release switch – a magnetic friction used to provide an anchor point of
– Wiper switch the control and to connect/disconnect the feel spring
– Pitch/Roll beep trim selector – a position sensors to provide a feed-back position sig-
– Force Trim Release switch nal of the control to the AFCS
– Flight Director stand-by switch – a detent microswitch used to inhibit AFCS control in
– SAS release switch case of pilot input
– Press to Transmit switch. – an electrical motor to convert AFCS electrical signals to
mechanical output on the control
The pilot and copilot stick are connected together with a – a damper used to reduce vibration on the control due to
torsion tube located under the cockpit floor; the copilot engagement / disengagement of the anchor point using
stick is installed using a ring nut and a quick-release pin. the feel spring.
The sticks are connected to the floor using an attachment
plate containing a spherical bearing which is connected
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From the right side the control is connected with a lower

bellcrank installation and then with rods that extend verti-
cally to a upper bellcrank installation.
Each lower bellcrank installation has a friction clamp
(fixed friction) for counteracting the output force of the
series actuators, when the pitch/roll trim actuators are de-
clutched, thus ensuring the movement is translated to the
mixing unit.
At the upper bellcrank installation there is a compound
linkage connection which transmits the longitudinal and
lateral control to the mixing unit. Interposed between the
compound linkage and the mixing unit are the AFCS
series actuators.
Acting on the rod that connects between each series actu-
ators and the compound linkage is an anchor spring
which provides a safety function for the event of an actua-
tor disconnect, in that the spring will react the manual
input as a pivot point to ensure the movement is trans-
lated to the mixing unit.
The compound linkage then mixes the pilot input with the
series actuators input and transmits this output to the mix-
ing unit. Limit stops are present in the upper bellcrank to
limit the longitudinal and lateral cyclic pitch to the limits of
its envelope.

The cyclic control is interfaced with:

– forward fuselage
– mixing control
– AFCS system
– electrical system.

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CYCLIC PITCH CONTROL

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CYCLIC GRIPS
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CYCLIC PITCH CONTROL INTERFACE BLOCK DIAGRAM

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CYCLIC TRIM ACTUATOR OPERATION

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CHAPTER 67 - ROTORS FLIGHT CONTROLS

SECTION 67-13 - MIXING CONTROL

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SECTION 67-13 Mounted on the movable support are the cyclic bellcranks
that connect to the three servoactuators control linkages.
MIXING CONTROL The cyclic inputs into the mixing unit are made of two “T”
shaped lever pivots.
Longitudinal control is made with a larger “T” shaped
lever.
Lateral control is made with a small “T” shaped lever (that
DESCRIPTION is hinged on the left arm of the larger “T” lever).
The mixing control is a conventional metallic rod and The large “T” lever is mounted on the movable support,
bellcrank type. that provides the collective commands, using a pivot bolt
The control is composed of an aluminium mixing unit that attachment.
make a combined (collective and cyclic) output to the With this arrangement the levers can be moved indepen-
three servoactuators. dently, to make cyclic input changes, and at the same
The mixing unit is composed of a linkage on a movable time they can be displaced when the movable support is
support assembly. moved with a collective control.
The movable support is attached to the main fixed support The mixing unit also incorporates a mechanical stop to
of the mixing unit by two pivot links. limit the longitudinal pitch control as a function of collec-
The movable support is also attached to the collective tive displacement; full forward longitudinal cyclic control is
input torsion tube at the forward link. achieved only if collective control, through the movable
The rotary input from the torsion tube will produce a longi- support, is not at minimum.
tudinal movement of the movable support as the support The output from the mixing unit to the servoactuators
pivots on its links. comprises three control rod linkages that use a pivot lever
Thus all three servoactuators linkages can be moved and bellcranks to convey the movement.
simultaneously to make the collective control input com- The area above the deck is considered as a fire zone.
mand. Therefore the rods (adjustable) are made from steel while
Limit stops (one adjustable only) are installed in the mix- the arms of the bellcranks that are exposed are made
ing unit to limit the longitudinal movement of the movable from titanium.
support and, thereby, limit the collective pitch to the limits The bellcranks are supported by “bell” shaped titanium
of its envelope. shrouds that also cover the opening in the deck that
allows bellcrank arm movement.

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The mixing control is interfaced with:

– central fuselage
– collective pitch control
– cyclic pitch control
– servo control system.

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MIXING CONTROL
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MIXING CONTROL INTERFACE BLOCK DIAGRAM

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CHAPTER 67 - ROTORS FLIGHT CONTROLS

SECTION 67-21 - TAIL ROTOR PITCH CONTROL

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SECTION 67-21 The control rod from each pedal lever extends rearwards
and connects to a “T” shaped bellcrank.
TAIL ROTOR PITCH CONTROL Control rods (adjustable) extend inboard from each pilot
and copilot position and connect to a bellcrank that is
mounted in a bearing support fitting.
A balance spring is attached to the “T” bellcrank on the
side of the pilot, to statically balance the control linkage
DESCRIPTION weight.
The tail rotor pitch control is a conventional metallic rod The bellcrank has a friction clamp for counteracting the
and bellcrank type. output force of the yaw series actuators when the yaw trim
The control is composed of a dual pedals assembly for actuator is de-clutched thus ensuring movement is con-
pilot and copilot that make a common input to a tail rotor veyed to the tail rotor servoactuator.
servoactuator. On copilot side, connected with a rod, is installed the yaw
The yaw pedal assembly comprises a pedal mounted to trim actuator.
the top of a vertical tube. The trim actuator receives electrical commands from the
The whole assembly is mounted on an articulated support pilots or the AFCS and convert these to a mechanical out-
that allows pivot movement and assembly fore and aft put to change the position of the yaw control linkage.
position adjustment to suit crew with different physical The trim actuator includes:
characteristics. – a feel spring which provides a feed-back feel load to
The individual pedal pivot allows fore the connection of the pilot when actuated (not normally used if pilots
the brake pedal to the brake hydraulic master cylinder, push against the pedals)
thus making provision for independent brake control. – a magnetic friction used to provide an anchor point of
The yaw pedal also incorporates a microswitch used to the control and to connect/disconnect the feel spring
operate the trim actuator friction in order to disengage the – a position sensors to provide feed-back position signal
anchor point. of the control to the AFCS
The tube extends down and is clamped into a lever – a detent microswitch used to inhibit AFCS control in
assembly. case of pedal input (not normally used if pilots push
The lower lever arm provides for connection to the control against the pedal)
rod. – an electrical motor to convert AFCS electrical signals to
mechanical output on the control.

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The bellcrank changes the direction of movement to con- The spring gives an input to the tail rotor servoactuator
nect to a longitudinal control linkage installed inside the such to position the tail blade pitch to a preset value in
cabin floor. order to carry out a safe running landing in emergency.
The longitudinal linkage up to the tail servoactuator, con-
sists of six control rods (three adjustable, the second, the The tail rotor control is interfaced with:
fourth and the sixth) interconnected by levers. – forward fuselage
The levers are attached to support mountings and the – central fuselage
mounting assembly provides for attachment and support – tail unit
of the linkage. – AFCS system
Bearings in the levers and support reduce friction forces. – electrical system
Inside the tail unit the control linkage is connected with – landing gear wheel brake system
series actuators through a compound connection.
– tail gearbox
The series actuators connect with the compound linkage
– servo control system.
with an anchor spring which provides a safety function for
the event of an actuator disconnect, in that the spring will
react the manual input as a pivot point to ensure the
movement in translated to the tail rotor servoactuator.
The compound linkage then mixes the pilot input with the
series actuators input and transmits this output to the tail
rotor servoactuator.
Yaw limit stops are incorporated at the support assembly
installed in correspondence of the rear side of the Inter-
mediate Gearbox.
These stops limit the tail rotor pitch to the limits of its
envelope.
On the last bellcrank, located on the Tail Gearbox, is
installed a safety spring which provides a safety function
in case of breakage of the control line.

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TAIL ROTOR PITCH CONTROL (SHEET 1 OF 2)

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TAIL ROTOR PITCH CONTROL (SHEET 2 OF 2)

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TAIL ROTOR PITCH CONTROL INTERFACE BLOCK DIAGRAM

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YAW TRIM ACTUATOR OPERATION

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CHAPTER 67 - ROTORS FLIGHT CONTROLS

SECTION 67-30 - SERVO CONTROL SYSTEM

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SECTION 67-30 sleeves to move relatively to control the hydraulic fluid

within the cylinder chambers.
SERVO CONTROL SYSTEM The actuator is designed to operate normally with two
hydraulic systems which are completely separated within
the actuator.
In case of failure of one system, the level of performances
with only one hydraulic system operating ensures no deg-
DESCRIPTION radation of the helicopter handling qualities.

Main Rotor Servoactuator The Main Rotor Servoactuators are interfaced with:
The main rotor servoactuator is a fixed body actuator – Main Gearbox
comprising two separate cylinder assemblies, which are – main rotor rotating controls
bolted together at the actuator centre, and tandem pis- – PCM1 and PCM2
tons. – main rotor flight controls
The output upper piston end is provided with a terminal – Modular Avionics Unit.
eye for connection to the swashplate.
The lower cylinder end is shaped as a terminal eye for TaiI Rotor Servoactuator
connection with a support to the Main Gearbox.
Each cylinder assembly has an integral flow distributor The tail rotor servoactuator is a fixed body actuator com-
that contains a dual concentric valve which provides the prising two separate cylinder assemblies, which are
normal servo control and a jam tolerant function. bolted together at the actuator centre, and tandem pis-
The flow distributor assembly is controlled through an tons.
input lever which receives the input from pilot's flight con- The actuator body is provided with a mounting flange for
trols and through a feedback link which is connected to the installation to the left side of the Tail Gearbox.
the output piston. One piston end extends with a control rod which is con-
The anti-jamming device consists of a inner and outer nected to the rotating control spider; the other piston end
sleeve that are held in place under the action of a spring. is connected with the input lever.
In the event of a valve spool jam the force required at the Each cylinder assembly has an integral flow distributor
input lever to operate the main valve exceeds a preset that contains a dual concentric valve which provides the
value thus compressing the spring and allowing the two normal servo control and a jam tolerant function.

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The flow distributor assembly is controlled through an OPERATION

input lever which receives the input from pilot's flight con-
trols and through a feedback link which is connected to Normal operation
the input lever and hence to the output piston. The input lever transmits the pilot's input through a link-
The anti-jamming device consists of a inner and outer age and layshaft to the flow distributor assembly in each
sleeve that are held in place under the action of a spring. half of the actuator.
In the event of a valve spool jam the force required at the Displacement of the input lever results in movement of the
input lever to operate the main valve exceeds a preset servo valves from the neutral position routing the high
value thus compressing the spring and allowing the two pressure hydraulic fluid into the appropriate cylinder
sleeves to move relatively to control the hydraulic fluid chamber.
within the cylinder chambers. The resulting piston motion drags a dual load path feed-
The actuator is designed to operate normally with two back link to rotate the input lever and reset the valve com-
hydraulic systems which are completely separated within mand.
the actuator. Movement of the input lever results in the piston moving in
In case of failure of one system, the level of performances the opposite direction.
with only one hydraulic system operating ensures no deg-
radation of the helicopter handling qualities.
Emergency operation - Hydraulic failure
The Tail Rotor Servoactuator is interfaced with: The servo valve ports in the failed half of the actuator
– Tail Gearbox (pressure loss) are controlled in the normal way allowing
– tail rotor rotating controls fluid to be forced from the dead cylinder by the active half.
This bypass condition is also monitored to the cockpit (in
– PCM1 and PCM2 (through TRSOV)
addition to pressure indication) by the microswitch
– tail rotor flight controls
installed on the flow distributor providing the caution 1 (2)
– Modular Avionics Unit. SERVO to the MFD.

Emergency operation - Valve jam

Depending on the main spool valve jammed position, the
dual concentric sleeve valve allows two different way of
operation:

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– If the main spool valve is jammed in the centre position CAUTION MESSAGE IN THE CAS MESSAGE WINDOW
(ports in the inner sleeve closed), the sleeve moves to The caution provided in the CAS message window is the
distribute the fluid to and from the cylinder in the normal following:
way in response to input commands. This condition is
– 1 (2) SERVO when the flight controls are operated and
defined as “actuator active”.
a main spool valve in any servoactuator is jammed in
– If the spool valve is jammed away from the centre posi- center or a main spool in any servoactuator is jammed
tion, the sleeve moves to connect together both control out of the center regardless of flight controls operation
ports, to and from the cylinder, to the return line. This is (the caution is also provided when the pressure in the
a bypass condition and the piston is moved by the hydraulic circuit is below 138 bar).
remaining active half of the actuator.
In the first condition the pressure line connected to the
microswitch is drained to return only if flight controls are
operated so that the caution 1 (2) SERVO is provided to
the MFD.
In the second condition the pressure line connected to the
microswitch is always drained to return so that the caution
1 (2) SERVO is always provided to the MFD.
A maintenance check may be performed on the anti-jam
device to ensure that the function is working correctly and
that no dormant failures exist in the components.

CONTROLS AND INDICATORS

The main and tail rotor servoactuators controls and indi-
cators consist of a caution message provided in the CAS
message window of the MFD in the instrument panel.

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FIXED
SWASHPLATE
MAIN ROTOR
SERVOACTUATOR 2
(RIGHT)
MAIN ROTOR
SERVOACTUATOR 3
(LEFT) PISTON

PRESSURE FEEDBACK
SWITCH LINK

FLOW
DISTRIBUTOR

HYDRAULIC
PORTS

CYLINDER

MAIN ROTOR
SERVOACTUATOR 1
(FRONT) INPUT
LEVER
MAIN
GEARBOX PRESSURE
SWITCH

TM-39-67-30-001

MAIN ROTOR SERVOACTUATOR

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TAIL ROTOR SERVOACTUATOR

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SERVOACTUATOR OPERATION - CONTROLS STATIONARY

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SERVOACTUATOR OPERATION - CONTROLS INPUT

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SERVOACTUATOR OPERATION - VALVE RESET

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SERVOACTUATOR OPERATION (CONTROLS INPUT) - VALVE JAMMED IN CENTER

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SERVOACTUATOR OPERATION (RESET AFTER CONTROLS INPUT) - VALVE JAMMED OUT OF CENTER
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SERVO CONTROL SYSTEM INTERFACE BLOCK DIAGRAM

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CHAPTER 71 - POWER PLANT

SECTION 71-00 - GENERAL

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SECTION 71-00 The check is performed at a given power (normalized

torque).
GENERAL The Ng and ITT figures obtained are then compared to
the curves from the aircraft flight manual.

Procedure:
PERFORMANCE CHECK – Position the aircraft into prevailing wind to minimize hot
gas ingestion.
Function: – Record date, A/C serial number, A/C hours, engine
serial number and engine hours.
Permits verification of engine condition over a wide range – Confirm that the AUTO MODE HTR/COND switch is
of ambient temperatures without exceeding any limits. set to OFF and HEATING SOV switches are OFF.
– Set the barometric pressure to 1013 mbar.
Schedule:
– Confirm both the ENG MODE switches at FLT, set BUS
Performance Check Should Be Performed: TIE switch to ON, select .ENG MODE switch of engine
– After engine installation. NOT being tested to IDLE.
– At regular interval as per flight manual. – Rotor speed at 100%, collective until light on wheels or
hover at 5 ft
Description: – Maintain for one minute and record the following data
All forms of engine deterioration can cause increased ITT from PFD and MFD.
and fuel consumption at a given power. Compressor dete- • Pressure altitude
rioration, causes increase of NG at given power. Hot sec- • OAT
tion deterioration, causes decreases in NG at given power • Ng
settings. • Tq
The physical aspects of the installation significantly influ- • ITT
ence the performance parameters of an installed engine. – Enter the chart with the recorded data and get the ITT
For this reason, the engine performance procedures are and Ng allowables.
detailed in the applicable Flight Manual. – Compare allowables and recorded data. Allowables
The charts (curves) establishes acceptable engine param- date must be greater than recorded data to get the
eter limits for different atmospheric conditions.
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engine acceptable for flight. The difference between

allowable and recorded data is called Power Assur-
ance Margin (PAM).

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POWER ASSURANCE CHECK CHART

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CHAPTER 71 - POWER PLANT

SECTION 71-20 - MOUNTS

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SECTION 71-20

MOUNTS

GENERAL LAYOUT
The engine mounts connect the engine to the aircraft on
three points, one on the forward side and two on the rear
side.
The forward mount is a gimbal installation which is com-
posed of a tube connected with a ring which is attached to
the Main Gearbox input case.
This mounting carries vertical, horizontal and torsional
loads.
The rear mounts are composed of a link on each engine
side which is attached to a support on the engine bay
floor.
This mounting allows engine thermal radial expansion.

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ENGINE MOUNTS
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CHAPTER 71 - POWER PLANT

SECTION 71-30 - FIRESEALS

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SECTION 71-30

FIRESEALS

GENERAL LAYOUT
Engine fireseals are composed of a titanium structure
which surrounds the engine on three sides.
The forward side is split to allow engine removal/installa-
tion.
The panel must be sealed after re-installation.
The fireseals are shaped to house the exhaust collector
which run in the area between the two engines.
On the fireseals is installed the electrical fire detection cir-
cuit and the outlet pipelines of the fire extinguishing sys-
tem.

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FIRESEALS (SHEET 1 OF 2)
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FIRESEALS (SHEET 2 OF 2)
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CHAPTER 72 - ENGINE

SECTION 72-00 - GENERAL

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SECTION 72-00 Service Information Letter (SIL)

Service information letters are produced by Customer
GENERAL Support to inform all operators on new techniques, new
products and general information.

Special Instruction (SI)

PUBLICATIONS Special instructions are produced by Customer Support to
provide specific maintenance information to specific cus-
Pratt & Whitney Canada publish various documents and tomers.
manuals to support all the engines in service. This is a
brief description of the documents: Commercial Support Program Notification (CSPN)
Illustrated Parts Catalog (IPC) Program issued to assist operators in the accomplishment
of SB’s.
Contains all part numbers and parts history information
along with identifying drawings for an engine series. Used Training Manual
for ordering parts.
Training manual are published by the Customer Training
Maintenance Manual (MM) P/N 3045332 Center to assist the instructors in class.
The manual defines all the line and heavy maintenance Publication Price List
tasks that can be done on the engine as well as various
The publication price list contains the prices of all P&WC
tests and adjustments.
publications and training material available to customers.
Shop Level Maintenance Manual For more information on Pratt & Whitney Canada publica-
tions contact:
TBD Supervisor, Publications Customer Services
Service Bulletin (SB) (01CA4) 1000 Marie Victorin Longueuil, Quebec
J4G 1A1 Canada
Service bulletins are published to introduce new parts, Telephone: 1-450-647-2705 Fax: 1-450-647-2702
modify existing parts to improve the product. The service Email: [email protected]
bulletins start with number 41,001.

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Airworthiness Directive (AD) MAINTENANCE PRACTICES

Issued by Governmental Aviation Regulatory Agencies. Features:
Requires compliance to rectify potential problems affect-
ing the airworthiness of the aircraft. AD’s refer to applica- – 5000 hours TBO interval
ble SB’s for accomplishment instructions. – No scheduled Hot Section Inspection (HSI) (only On
Condition)
– Minimal line maintenance by reduction of scheduled
on-aircraft maintenance
– No scheduled off-aircraft maintenance
– Helicopter Engine Condition Trend Monitoring (HECTM)

Maintainability Highlights:
– On condition borescope inspection.
– Five borescope access ports.
1. Access to compressor.
2. Access to combustion chamber liner, compres-
sor turbine vane ring and blades.
3. Access to power turbine vane ring and blades.
4. Access to the Accessory Gearbox.
5. Access to the output module.
– Ferrous metal chip detection.
– Display of control system fault

All scheduled line maintenance can be done with the

engine installed in the aircraft. Daily maintenance will be
limited to visual checks of oil level, oil filter impending by-
pass indicator. Periodic inspection is mainly visual inspec-
tion including replacement of oil and fuel filters. The
Engine has two levels of maintenance, ON and OFF air-
craft.
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On Aircraft: GENERAL LAYOUT

• Servicing (daily, pre and post flight basis) Construction
• Periodic inspections (scheduled basis)
– Non modular free-turbine turboshaft engine
• Replacement of LRU’s (Line replaceable unit)
– Power section
• Compressor wash.
– Output section.
• Replacement of Accessory drive seals.
• Off Aircraft: Accessory Gearbox
• Heavy maintenance in shop environment
(hot section inspection, module replacement) – Driven by the compressor.
• Refurbishment, repair and replacement of internal – Provide drives for engine and aircraft accessories.
engine components beyond HSI level. Combustion Chamber
• Replacement of Output shaft Carbon seal.
– Annular
– Reverse flow.

Exhaust
– 57° up LH or RH configuration.

Output section
– Direct drive to the aircraft transmission.

Oil System
– Integral oil tank
– Regulated oil pressure system
– Engine mounted oil cooling system
– Sight glasses for oil level check
– Chip detection
– Oil Pressure and temperature components.

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Fuel & Control System Dimension and weight

– Electronic Engine Control (EEC) – Length: 1.3 m (51”)
– Integral fuel pump / fuel management module (FMM) – Width: 0.64 m (25”)
– Electronic torque measuring system – Total weight: 212 kg (467 lb).
– Interturbine gas temperature system (ITT)
– NG and NF magnetic pulse pick-ups
– Data Collection Unit (DCU).

Compressor
– 4 axial stages plus 1 centrifugal impeller.
– Compressor bleed valve (pneumatic and electronically
controlled)
– Jet flap inlet configuration.

Compressor Turbine
– Single stage (CCW rotation)
– Super Single Crystal Blades.

Power Turbines
– Free Turbine
– 2 stage turbine (CW rotation).

Ignition System
– High energy
– One exciter
– Two igniters.

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ENGINE GENERAL LAYOUT (SHEET 1 OF 2)

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ENGINE GENERAL LAYOUT (SHEET 2 OF 2)

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PERFORMANCES
SHP 1,872
2 ½ MINUTES
Max. Torque 160 *
(OEI)
RATING Max. ITT (°C) 835 *
Max. NG (%) 106
SHP 1,679
CONTINUOUS
(OEI) Max. Torque 140%
RATING Max. ITT (°C) 775
Max. NG (%) 102.3
SHP 1,679
TAKE-OFF Max. Torque 110%
(5 MINUTES) Max. ITT (°C) 775
TWIN ENG.
Max. NG (%) 102,3
NP (%) 102 (CAT A)
SHP 1531
MAXIMUM
CONTINUOUS Max. Torque 100%
TWIN ENG. Max. ITT (°C) 735
Max. NG (%) 100
Max. ITT (°C) 2 sec 1,100
STARTING (*) 5 sec 950
10 sec 870 *
Min. Oil T. (°C) -50
Max. ITT (°C) 5 sec 847
10 sec 790
TRANSIENT
Max. NG (%) 5 sec 107
Max. NF (%) 10 sec 111
* In normal operation the EEC will limit the operation to these values.

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ENGINE MAIN COMPONENTS (SHEET 1 OF 4)

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ENGINE MAIN COMPONENTS (SHEET 2 OF 4)

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ENGINE MAIN COMPONENTS (SHEET 3 OF 4)

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ENGINE MAIN COMPONENTS (SHEET 4 OF 4)

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CHAPTER 73 - ENGINE FUEL AND CONTROL

SECTION 73-00 - GENERAL

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SECTION 73-00 The engine fuel and control systems consist of the follow-
ing units:
GENERAL – Fuel pump and filter as part of the FMM.
– Fuel heater
– Fuel Management Module (FMM).
– Fuel Cooled Oil Cooler (FCOC)
FUNCTION – Ecology Accumulator.
– Fuel manifold.
Provide the engine with clean fuel at the required pres- – Fuel nozzles with integral flow divider.
sure and flow to permit control of the engine power.
The engine fuel and control systems is interfaced with:
GENERAL LAYOUT – Electronic Engine Control (EEC)
The PT6C-67C Turboshaft engine is equipped with a sin- (airframe mounted)
gle channel Electronic Control (EEC system). – Permanent Magnet Alternator (PMA)
This integrated powerplant control system incorporates all – Gas generator and power turbine speed sensors
control units and accessories for complete automatic and – Torque sensor
manual control of the engine. – Gas Temperature (ITT) sensing system
– Data Collection Unit (DCU)
The control systems features are:
– No main rotor droop (Isochronus governing)
– Reduced pilot workload
– Optimized engine power
– Improved engine response
– Precise engine control
– Troubleshooting fault codes

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FUEL SYSTEM SCHEMATIC DIAGRAM

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FUEL SCHEMATIC INTERFACE DIAGRAM

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CHAPTER 74 - IGNITION

SECTION 74-10 - ELECTRICAL POWER SUPPLY

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SECTION 74-10 The automatic ignition is starting by setting the ENG 1 or

ENG 2 MODE selector switch of the ENGINE CONTROL
ELECTRICAL POWER SUPPLY PANEL to IDLE.
During this phase, the MFD will display the green legend
IGN aside the ITT scale on the MFO.
It is disengaged when the EEC senses that the engine
speed value is at 50 ± 1% NG.
DESCRIPTION In case the automatic mode cannot be performed, the
The ignition provides the initial spark to ignite the fuel/air MANUAL mode is selected via the AUTO/MANUAL switch
mixture. of the pilot collective stick panel and the starting sequence
The system consists of a dual output ignition exciter, two is initiated by pressing the START button on the ENGINE
high-tension cable assemblies and two spark igniters. CONTROL LEVEL.
The unit generates sparks in the 10 to 30 VDC range and As the engine speed reaches the 49 ± 1% NG, the ignition
is located on the upper deck, just after the main transmis- sequence is stopped automatically by the relative GCU.
sion. Also during the manual start the legend IGN will be dis-
played.
OPERATION
The ignition exciter is a sealed unit containing electronic
circuitry encased in an epoxy resin.
It transforms the DC input into a pulsed high voltage out-
put.
It is a dual channel capacitor discharge type that has the
capacity of storing 1.25 Joule of energy at an output volt-
age of 8 kW.
The ignition can be performed in two ways: automatically
or manually (according to the starting type) selected by
the AUTO/MANUAL switch on the pilot collective stick
panel.

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CONTROLS AND INDICATORS The ENGINE CONTROL LEVER provides the following
The ENGINE CONTROL PANEL housed on the console functions:
and the pilot collective levers are instead involved in the – ENG 1 (2) START push-button switch :
ignition-starting system when the automatic mode is per- • when pressed, the electrical power is applied to the
formed. spark igniters until the 49 ±1% NG is reached (MAN-
UAL MODE).
The ENGINE CONTROL LEVER housed on the overhead
panel and the pilot collective levers are instead involved in
the ignition-starting system when the manual mode is per-
formed.
The MFD provides the only green legend IGN during the
ignition.

The ENGINE CONTROL PANEL provides the following

functions:
– ENG 1 (2) MODE selector switch :
• OFF - when selected the electrical power to the
spark igniters is not provided
• IDLE - when selected the electrical power is applied
to the spark igniters until the 50 ± 1% NG is reached
(AUTO MODE).

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N. 1 IGNITION EXCITER COMPONENT LOCATION

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IGNITION SYSTEM CONTROLS

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IGNITION SYSTEM INDICATING

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CHAPTER 75 - AIR

SECTION 75-00 - GENERAL

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SECTION 75-00 The combustion chamber has perforations of various

sizes that allow entry of compressor delivery air.
GENERAL The flow of air changes direction 180° as it enters and
mixes with fuel.
Metered fuel is sprayed into a reverse flow annular com-
bustion chamber through fourteen (14) fuel nozzles
mounted around the gas generator case.
DESCRIPTION The nozzles are supplied with fuel by a fuel manifold and
The PT6C-67C engine incorporates four stage axial com- each has a built-in flow divider.
pressor and one stage centrifugal compressor driven by a Two spark igniters powered by a high voltage ignition unit
single-stage compressor turbine. ignite the fuel/air mixture. When the combustion is started
A high voltage ignition unit and two spark igniters are the ignition is turned “OFF”.
used to start combustion. The resultant expanding gases are directed to the com-
A single channel, Digital Electronic Control system, with pressor turbine and power turbines.
an Electro-hydro-mechanical backup (FMM), ensures The expanding hot gases from the combustion chamber
accurate control of the engine output speed and fast reverse direction in the exit duct zone and pass through
response changes in power demand. the compressor turbine vane ring to the single-stage com-
pressor turbine. The stator vanes direct the hot gases
towards the turbine blades at the correct angle, with a
OPERATION
minimum loss of energy.
Inlet air enters the engine through an annular plenum The still expanding gases continue rearward to the first-
chamber, formed by the compressor inlet case. stage power turbine vane ring and turbine, then to the
A wrap-around inlet screen prevents entrance of large second stage power turbine vane ring and turbine.
particles of dirt or debris from entering the engine. The exhaust gas from the power turbine is finally directed
The inlet air moves rearward to the set of axial compres- through an exhaust duct to the atmosphere.
sor and to the centrifugal impeller. The power turbine turns the output shaft located at the
The air from the impeller passes through the diffuser front of the engine.
tubes, which turn the air 90° in direction and converts air The output shaft includes a phase shift torque meter
velocity to static pressure. device with sensors that supply input to the EEC for con-
This high-pressure air surrounds the combustion chamber trol and provides an accurate cockpit indication of engine
and is used in the combustion process. torque.
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The lubricating oil is contained in the integral oil tank – P3 compressor delivery pressure.
located between the air inlet and the accessory gearbox. • Cooling of hot section parts
Oil under pressure is provided to all bearings and various • Sealing of bearing compartments (described in
locations for cooling, lubricating and cleaning by pressure chapter Oil System).
pump and jets. • Operation of bleed valve
• Operation of FMM
SECONDARY AIR SYSTEM Cabin bleed (heating) 5% maximum.

General:
The secondary air system consists of all the pressure air
that is not used directly to produce power.

Of All The Air Entering The Power Section:

– Primary air system (power production)
• 25% is used in the combustion process.
• 60% is used to cool the combustion gasses.
– Secondary air system
• 8% is used for hot section cooling.
• 2% is used for labyrinth / carbon seals and bleed
valve.
• 5% is allowed to airframe use.

Two Sources Of Air Are Used In The

Secondary Air System:
– P2.5 interstage air pressure.
• Sealing of N. 1 Bearing cavity (described in chapter
Oil System).

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DESCRIPTION AND OPERATION (SHEET 1 OF 2)

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DESCRIPTION AND OPERATION (SHEET 2 OF 2)

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CHAPTER 76 - ENGINE CONTROLS

SECTION 76-10 - POWER CONTROL

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SECTION 76-10 The pressurizing and shut-off valve blocks the fuel sup-
plied to the nozzles until a predetermined pressure is
POWER CONTROL achieved. A solenoid shutdown valve, through the OFF
position of the ENG MODE switch in AUTO mode, pro-
vides one of the two independent means of shutting off
fuel from the engine. The second is the ECL at the OFF
position in MANUAL mode.
DESCRIPTION In order to achieve automatic or manual engine running it
The Engine Control System is composed of two major is required that either controls must not be in the OFF
components: an engine mounted Fuel Management Mod- position.
ule(FMM) including fuel pumps and filter assembly, and
an off- mounted Electronic Engine Control (EEC). Electronic Engine Control
The associated sensors, wiring harnesses and interfaced The EEC is a single channel control unit that in conjunc-
components complete the control system. tion with the FMM and a network of sensors controls the
engine gas generator and power turbine speeds in
response to the load demanded by the rotorcraft's rotor
Fuel Management Module system.
The FMM is an electro-hydromechanical unit that is driven The EEC provides electronic interface between the
by the engine Accessory Gearbox to modulate the engine engine sensors and effectors as well as discrete and
fuel flow over the entire operational envelope of the serial communication interfaces between the engine and
engine. This unit supports both normal automatic and rotorcraft.
manual mechanical backup modes of operation. The EEC of the two engines are connected together by a
cross-talk serial link for data exchange.
The FMM incorporates a low and a high fuel pump that
delivers filtered, high pressure fuel to the metering portion The EEC consists of two functionally independent sub-
of the unit. The pressurized fuel is routed to the fuel systems, the control and Npt (Nf) limiter subsystems.
metering valve which is activated by the compressor The control sub-system interfaces with engine sensors as
delivery pressure (P3) and the torque motor controlled by well as rotorcraft command signals to provide control of
the EEC in AUTO mode or the Ng governor cam in MAN- the fuel flow through the FMM torque motor such to keep
UAL mode using the Engine Control Lever (ECL).

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constant Nf speed within ITT, Ng and Torque (Tq) maxi- The EEC also provides a fuel flow calculation as a func-
mum limitation. tion of P3 sent to the Modular Avionic Units to be cor-
rected with aircraft TAS and then displayed on the MFD.
The Nf limiter sub-system provides independent limitation Fuel flow calculation is provided only if Ng speed is within
of inadvertent engine turbine overspeed. Both sub-sys- an applicable range.
tems are isolated from one another including separate
power supplies and signal conditioning interfaces. OPERATION
The limiter sub-system is non-latching in operation and
will engage the FMM overspeed valve solenoid when the Normal Automatic Mode
Nf speed reaches 111% and reset the solenoid when Nf
speed falls below 109%. Normal automatic mode is the primary mode of operation
which is achieved with the ENG MODE switch on the
The system is operating both in AUTO and in MANUAL FLIGHT position and the ENG GOV switch on AUTO.
mode (provided that the power supply is available to the In automatic mode the EEC provides automatic start,
EEC and the limiter sub-system is healthy). main rotor governing, torque/interturbine temperature
matching, OEI training capability over the entire operating
The EEC control and limiter sub-systems are powered envelope without exceeding limiting parameters.
during normal operation by a Permanent Magnet Alterna- In automatic mode, control parameters from the engine
tor (PMA) which is driven by the engine AGB. During and rotorcraft system are input to the EEC, which com-
engine starting or in the event of a PMA failure, the rotor- putes the desired fuel flow through a torque motor to set
craft power supply from each respective essential bus is the position of the metering valve in the FMM to achieve a
provided. new Ng reference point in accordance with variation of
pressure altitude, OAT and collective position.
The EEC incorporates an ambient pressure sensor whose In case of failure or manual mode selection the torque
signal is used in the fuel schedule loop. motor is set to a position which allows the maximum
power to be used with the manual backup.
The EEC controls electronically the Bleed Off Valve (BOV) In automatic mode the manual backup, through hydrome-
in order to tune the engine acceleration loop and improve chanical devices inside the FMM and then not visible in
the Specific Fuel Consumption at steady state. the cockpit, continually tracks the actual Ng speed in
order to minimize the change in engine power when a

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transfer to MANUAL mode will occur either intentionally or The Engine Control Lever is connected directly to the
automatically; this condition is achieved if the ECL is on FMM through a push-pull cable.
FLIGHT position. The ECL is provided with four positions (OFF, MIN,
If the pilot selects the MANUAL mode or if a critical engine FLIGHT and MAX); two latches are provided at the MIN
failure should occur, the mode select solenoid is de-ener- and FLIGHT position while the OFF and MAX are pro-
gized (by the ENG GOV switch in the first case or by the vided with a mechanical stop.
EEC in the second) and the system reverts to the manual The MIN latch is a mechanical one which prevents to
backup mode. move the ECL to the OFF position unless it is first pull
down.
The FLIGHT latch is a magnetic stop which prevents to
Manual Backup Mode
move the ECL beyond the FLIGHT position when the
Manual mode is achieved with the ENG MODE on the AUTO mode is selected; in case of MANUAL mode selec-
IDLE or FLIGHT position, the ENG GOV switch on MAN tion (either intentionally or because of a critical failure) the
and using the ENG TRIM selector to operate the Engine latch is electrically disabled in order to allow pilot's free
Control Lever (in case of failure of the electrical motor the operation over the full travel between MIN and MAX posi-
ECL can be operated directly). tions.
In manual mode the ECL sets the position of the 3D cam A small mechanical step is present at FLIGHT position so
of the Ng speed governor to set the position of the meter- that pilot can feel it and overcome with a negligible force.
ing valve in the FMM in order to match the power required
for the load on the rotor. ECL position in MANUAL mode is not representative of a
It is a normal procedure to set the power of the engine specific engine power setting because its range of travel
operating in manual mode about 10% torque below the is relative to the engine power at the time of transfer from
engine running in AUTO mode during normal flight. In AUTO to MANUAL mode.
case of approach and landing specific techniques should
be carried out to improve pilot's workload or engine power Transfer Mode
requirements.
When running in AUTO mode, the mode select solenoid is
The minimum and maximum power allowable is reflected
by the Ng speed governor min and max stops which are energized to operate the mode select valve such that
EEC controls the position of the metering valve through
set at 68.6% and 106% Ng speed at sea level ISA.
the torque motor.

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When the electrical power is removed the mode select Torque matching between the two engines is active in idle
valve disables the torque motor and enables the metering speed governing also.
valve to be controlled by the pilot through the ECL. Engine starting is achieved providing Ng speed is below
This process takes approximately 200 msec. 20% (e.g. in flight restart).
Engine starting abort or engine shut down can be accom-
The AUTO/MANUAL transfer results in a maximum of ±10 plished at any time by setting the ENG MODE switch to
% power change; this condition is achieved if the ECL is at OFF.
the FLIGHT position only. Should the ECL be in a position Normal engine shut down is carried out following a stabili-
different from FLIGHT at the time of transfer to MANUAL, sation period at idle speed.
the engine power will be in accordance with the ECL posi- Setting the ENG MODE to OFF, the FMM shut-off valve
tion (i.e. if the ECL is at MIN position the engine power solenoid is energized thereby cutting fuel flow to the
would be approximately the ground idle power). engine.

Automatic start and shut down Manual start and shut down
Automatic engine start is achieved by selecting the ENG Manual engine start is achieved by moving the Engine
MODE switch from OFF to IDLE or to FLIGHT position. If Control Lever from OFF to FLIGHT and pressing the start
the switch was in any other position than OFF, the start button at the ECL back side. In case of adverse starting
sequence is inhibited until the switch is first set to OFF. conditions, engine start enrichment is available through
the ECL advancement.
Engine acceleration during start-up is always controlled The ENG MODE switch must stay at IDLE or FLIGHT
by the EEC in order not to exceed ITT and Ng limits. position.
Engine starter and ignition functions are under EEC con- Starter and ignition function are under the GCU control
trol during starting and are switched out when Ng speed during starting and are switched out when Ng speed
reaches 49%. The EEC will then control the free turbine reaches 49%.
idle speed at 65% Nf ( if the engine is driving the rotor oth- The free turbine idle speed is then controlled as a function
erwise the idle speed will be higher) or the free turbine of Ng and P3 (which are function of OAT and altitude).
flight speed at 100% Nf in accordance with the ENG Engine starting abort or engine shut down can be accom-
MODE switch position. plished at any time by setting the ENG MODE switch to
OFF or the Engine Control Lever to OFF.

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The engine can be shutdown by moving the Engine Con- AUTO mode (press the start button at the back of ECL if
trol Lever to the OFF position irrespectively of the ENG the MANUAL mode is used after the ENG GOV switch
MODE switch position. has been set to MAN); the starter must be manually dis-
engaged by setting the ENG MODE switch to OFF (in
Engine motoring AUTO mode) or by pressing again the start button (in
Engine motoring can be performed as a dry cycle or a wet MANUAL mode).
cycle.
Ignition must be disabled during engine dry and wet Main Rotor Governing
cycles by pulling out the relevant circuit breaker. The EEC control system will maintain the nominal Npt (Nf)
governing for all demanded condition within maximum
Dry cycle is used to clear internally trapped fuel and operating limits in accordance with reference Nf selected
vapour following an aborted start or for compressor wash- using a switch on the collective grip to set 100% Nf speed
ing. (normal condition) or 102% Nf speed (cat A flight).
Engine dry motoring is achieved with the ECL at the OFF
position, ENG MODE switch at IDLE if the AUTO mode is Collective lever position is provided to the EEC through
used (any position if the MANUAL mode is used) in order an LVDT used to anticipate a load change such that rotor
to engage the starter (press the start button at the back of droop or overshoot can be minimized during fast collec-
ECL if the MANUAL mode is used after the ENG GOV tive lever applications.
switch has been set to MAN); the starter must be manu-
ally disengaged by setting the ENG MODE switch to OFF Main rotor governing is also achieved maintaining power
(in AUTO mode) or by pressing again the start button (in matching between engines in normal AUTO mode.
MANUAL mode). Torque or ITT matching can be selected using the LD
SHARE switch located on a panel on the console. Torque
Wet cycle is used for maintenance operation such to pre- matching is the normal mode of operation while ITT
serve/depreserve a FMM or to verify/trouble-shooting the matching should be selected in case the engines are ITT
fuel system. limited and there is a large ITT mismatch.
Engine wet motoring is achieved with the ECL not at the The principle of the Torque/ITT matching is to increase
OFF position, ENG MODE switch at IDLE (both in AUTO power delivered by the engine which has the lower load
and MANUAL mode) in order to engage the starter in until the matching is achieved.

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Torque information is passed between the engine EECs coming Ng, ITT and Tq toppings to protect the engine
through the cross-talk link and the remote Nf/Tq sensor from a mechanical or thermal stress.
while ITT information is passed by the cross-talk link only. Engine topping limits (2.5 minutes operation) are the
In case the cross-talk link between the two EECs same both in single or double engine operation.
becomes faulty, ITT matching is disabled while torque
matching is maintained since Nf/Tq signal is exchanged Engine intermediate limitations ( maximum continuous
directly between each EEC by the remote sensor. AEO and OEI, take-off AEO) are intended to protect
engine life only; no control through the EEC is provided to
The control system is operating also during an autorota- respect limits on Ng, ITT and Tq then it is pilot responsibil-
tion condition. The EEC recognizes an autorotation condi- ity not to exceed this limits (e.g. AEO maximum continu-
tion by comparing main rotor Nr speed with engine power ous and take-off power limit, AEO time at take-off range
turbine Nf speed and engine torque level. System gains power, OEI maximum continuous power limit and time at
are lowered to accommodate speed control of the decou- 2.5 minutes range power).
pled free turbine shaft of the engine at nominal Nf speed.
Recovery from an autorotation condition is anticipated by Engines power can be limited in order to protect the main
the control logic in order to minimize rotor droop on fast gearbox when in double engine operation.
collective load application. This function is achieved by pressing the TQ LIM push-
button on the collective grip; when pressed the EECs con-
Engine limitations trols the total engines torque in order to not exceed the
Engine limit governing is responsible for limiting mea- maximum take-off power rating while has no effect in sin-
sured engine parameters to provide protection for the gle engine operation.
engine. Limit governing is accomplished through the con- Torque is the only parameter involved in the limitation, Ng
trol loop selection logic. and ITT could reach the single engine limits even in dou-
ble engine operation if allowed by the environmental con-
In normal operating conditions with the AUTO mode ditions.
selected, each EEC controls the engine to keep rotor Torque limitation is not available in MANUAL mode.
speed at the selected value (100% or 102%) without over- It is pilot responsibility to select the engines torque limita-
tion, the default mode is OFF.

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Engine failure Single faults of this type are latching but can be cleared
when the ENG GOV switch is cycled to MANUAL and
Engine failure is detected when Ng speed decreases
then back to AUTO.
below a threshold or the Ng speed doesn't accelerates in
accordance with specific values.
Typical non critical faults are:
In the event a fault is detected, the EEC will , whenever
– loss of ENG MODE switch signal
possible, accommodate the fault to allow continued oper-
ation of the system. Faults are accommodate by the EEC – loss of T1 sensor (ambient temperature)
depending upon their criticality. – loss of load share function
The faults are categorized into critical and non critical – loss of LVDT sensor (collective pitch position)
faults. – loss of Nr sensor
– loss of OEI training function
Critical faults are such that the EEC reverts to MANUAL
mode. Critical faults are latching therefore the EEC will One Engine Inoperative condition affects only the change
not resume engine control in AUTO mode even though of the scales representation on the Primary Flight Display
signals become valid again, unless the ENG GOV switch and the Multi Function Display.
is cycled to MANUAL and then back to AUTO or upon
EEC power reset. The condition is detected in flight only if:
– the ENG MODE switch is not at the FLIGHT position
Typical critical faults are: – there is a split between Nr and Nf speeds
– FMM torque motor failure – an engine failure is detected.
– mode select solenoid failure
– loss of Ng speed signal OEI Training Mode
– loss of Nf speed signal (double sensor failure) The Training Mode logic uses twin engine power to simu-
late an initial “single engine” transient to “maximum
Non critical faults are accommodate by use of a redun- torque” and rotor droop.Then both engines are used but
dant source of input or use of data from the opposite they are limited to a maximum total PI of 140%. When the
engine (via cross-talk link) or default to fixed values in Training Mode is activated, the PI and NF displays, on the
order that the control system maintain rotor speed govern- PFD, are artificially configured to show OEI condition for
ing in AUTO mode. the engine not selected to OEI TNG.

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On the MFD, the actual engine parameters are displayed EEC Interfaces
while on the NR/NF indicator the coloured ranges are
Each EEC is provided with four serial links used for com-
modified, from AEO to OEI, to allow NR/NF droop to 90%
munication with:
as required by the cat A procedure. With these presenta-
tions the PFD presents the simulated OEI condition while – Modular Avionics Unit 1 and 2
the MFD, for safety reasons, presents the real AEO condi- – Data Collection Unit
tions. – Ground Support Equipment
In order to simulate the transient following an engine fail- – remote EEC
ure the engine selected to OEI TNG will accelerate to a
maximum of 110% torque (MFD display) then reduce to CONTROLS AND INDICATIONS
approximately 70% while the “inoperative” engine will
The engine controls are distributed as the following:
decelerate to a minimum of approximately 25% torque
then accelerate to around 70%. – the miscellaneous panel installed on the console
– the engine control panel installed on the console
The OEI training mode is disabled (not selectable or – the engine control lever installed on the overhead
removed if operating) if: – the pilot and copilot collective grip.
– either engine is in manual mode
– a critical or non-critical fault exists on either engine The miscellaneous panel provides the following functions:
– either engine flames out – LD SHARE selector switch :
– the torque limiter switch is OFF • TORQUE = the engine control system performs the
– the ENG MODE switch is not in FLIGHT position on Torque matching
either engine • TEMP = the engine control system performs the ITT
– the Nr speed drops below 87% matching

NOTE The ZY green triangles are displayed on the left

In case the above conditions apply when the OEI training
and right side of TQ or ITT legends on the MFD
mode is selected, the switch is reset to the center (OFF)
(Main page or Cruise page) in accordance with
position.
the selection.

The Engine Control Panel provides the following func-

tions:
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– ENG 1 (2) MODE selector switch : – either engine detected fault on EEC
• OFF = when the N. 1 (2) engine not running or it – TORQUE LIMiter disactivated.
shuts down the engine or during the N. 1 (2) engine
dry motoring procedure when Manual selected. The Engine Control Lever provides the following functions:
• IDLE = allows the N. 1 (2) engine starting, the mini- – ENGINE N. 1 (2) START pushbutton switch :
mum on ground (65% NF) and the N. 1 (2) engine • when pressed the N. 1 (2) engine starting / dry
stabilization for a period of 60 sec during the shut motoring / wet motoring is engaged in Manual mode.
down phase; during the N. 1 (2) engine wet motoring – E.C.L. position :
procedure both Auto and Manual mode. • OFF = when the N. 1 (2) engine not running; or
• FLT = allows the N. 1 (2) engine the flight nominal when the N. 1 (2) engine shuts down in Manual
speed (100% NF). mode; or
– OEI TNG electrical self-retaining switch : during the N. 1 (2) engine dry motoring procedure in
• Central position = OEI TNG function deactivated. Auto/Manual mode.
• # 1 position = the N. 1 engine goes to TRAINING • MIN = the N. 1 (2) engine running at 65% ±1% NF in
mode, while the N. 2 engine goes to a simulated loss Manual mode.
of power (0% NF and PI on PFD only).
• # 2 position = the N. 2 engine goes to TRAINING NOTE This position is provided with a mechanical latch.
mode, while the N. 1 engine goes to a simulated loss Pull the lever before leaving the MIN position.
of power (0% NF and PI on PFD only).
• FLIGHT = the N. 1/N. 2 engine running at 100% NF
NOTE The OEI TNG is disabled or cancelled if some both Auto and Manual mode.
operative conditions are missing and the self-
retaining switch centers automatically. NOTE 1. The FLIGHT position must always be set dur-
ing the Auto mode operation.
The OEI TNG condition is reset if:
NOTE 2. The FLIGHT position is provided with an elec-
– either engine set to MANUAL MODE
tro-magnetic stop. This stop is removed when the
– either engine ENG MODE not in FLT position
ENG 1/2 GOV AUTO/MANUAL selector switch is
– NR drop below 87%
set to MANUAL.
– either engine flame out

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NOTE 3. An optical sensor is installed inside the lever to NOTE In Auto mode the selector is still operative but with
detect if the lever is out of FLIGHT position in a reduced range between FLIGHT and MIN.
Auto mode. However this procedure is not standard because
When this condition exists, a caution alarm is dis- the ECL is out of FLIGHT position requested dur-
played in the CAS. ing normal operation.

• MAX = allows engine maximum power when the – TQ LIM pushbutton switch :
Manual mode is operative. • when pressed the torque limiter function is activated;
the AEO ENGINE TOTAL TORQUE will be limited to a
The pilot and copilot collective grips provide the following combined torque value of 228%. The OEI ENGINE
functions: TORQUE will not be affected.
– ENG 1 (2) GOV AUTO/MANUAL selector switch : • when pressed a second time, the torque limiter func-
• AUTO = allows the N. 1 (2) engine automatic starting tion is deactivated so full power is available from
/ wet motoring / dry motoring and provides the N. 1 engines.
(2) engine automatic control.
• MANUAL = allows the N. 1 (2) engine manual start- NOTE When the torque limiter is activated, the advisory
ing / wet motoring / dry motoring and provides the N. message TQ LIMITER ON is displayed in the
1 (2) engine manual control. CAS.

NOTE When in Manual mode, the amber legend MAN in – 100% / 102% RPM selector switch :
reverse video is displayed on the left side of the • 100% = set the NR / NF to 100% ± 0,5%
TQ scale (MFD - Main and Cruise pages) and PI • 102% = set the NR / NF to 102% ± 0,5%
scale (PFDs). The legend flashes for 5 sec.
before being displayed steady state in amber. NOTE This last operation is provided by the pilot collec-
tive grip only.
– ENG 1 (2) TRIM selector :
• + (up) = controls the N. 1 (2) ECL movement
towards the MAX position when in Manual mode.
• – (down) = controls the N. 1 (2) ECL movement
towards the MIN position when in Auto/Manual
mode.
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ENGINE CONTROLS OPERATION SCHEMATIC

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PILOTS COLLECTIVE GRIP

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B
J40
B GSE INTERFACE
A CONNECTOR

ELECTRONIC
A ENGINE
CONTROL
N° 2

ELECTRONIC
ENGINE
CONTROL
N° 1

RIGHT E-E BAY

LEFT E-E BAY TM-39-76-10-002

ELECTRONIC ENGINE CONTROLS COMPONENT LOCATION

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ENGINE CONTROLS (SHEET 1 OF 2)

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ENGINE CONTROLS (SHEET 2 OF 2)

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ENGINE INDICATING (SHEET 1 OF 2)

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ENGINE INDICATING (SHEET 2 OF 2)

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ENGINE NO. 1 CONTROL INTERFACE BLOCK DIAGRAM

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ENGINE CONTROL LEVER SCHEDULE

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THIS PAGE INTENTIONALLY LEFT BLANK

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CHAPTER 77 - ENGINE INDICATING

SECTION 77-40 - INTEGRATED ENGINE INSTRUMENT SYSTEMS

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SECTION 77-40

INTEGRATED ENGINE INSTRUMENT

SYSTEMS

DESCRIPTION
The Integrated Engine Instrument Sistems include:
– the interturbine gas temperature system (ITT)
– the gas generator turbine sensor (NG)
– the torque sensor (TQ)
– the power turbine speed sensor (Nf)

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CONTROLS AND INDICATIONS The engines have been assigned three different ratings,
one for All Engines Operating (AEO), one for One Engine
The engine parameters are displayed on the MFD (Main
Inoperative (OEI) and one for One Engine Inoperative
and Cruise pages).
Training (OEI TNG)
The NG, ITT, TQ indications have one single vertical scale
The display of the above information on each engine side
with one analog pointer and one digital readout per
shall occur independently from each other and shall be
engine.
priorized from the highest to lowest TQ, ITT and NG.
The NF indication has one vertical scale combined with
The OEI mode is active when one engine fails or is not
NR and one analog pointer per engine.
capable to deliver power.
At initial power up, the MFD shall display the AEO mode
The PFDs and MFD shall display this status.
by default.
The OEI training mode is activated manually by the pilot
The PFD also shows the PI (Power Index) scale.
through the switch selection on the Engine Control Panel
The objective of the Power Index is to provide a single
and the MFD / PFD shall indicate this condition.
scale, which provides the pilot with an overall indication of
The MFD also provides the malfunction / advisory condi-
engine performance by displaying a composite of the
tion in the CAS message window #1.
three primary engine. Conceptually, the PI will display the
parameter that is closest to reaching its operational limit.
To achieve this, the three parameters are re-scaled to
obtain a Power Index (PI) which enables a meaningful
comparison to be made. The power index is expressed in
terms of tourque equivalent. For ITT and NG, the torque
equivalent is obtained by determining the relationship
between these parameters and torque when operating
near the Maximum Continuous Power (MCP) limit. Having
rescaled the parameters, the largest parameter is then
displayed on the PI scale, together with an annunciation
of which parameter is currently being displayed.
The PI is presented on a piecewise linear scale, with the
section of the scale around the limits being expanded to
provide better control in this critical region.

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CAPTIONS video displayed on the TQ/PI scales.

The warnings provided in the CAS are as follows: The critical fault is latching and the EEC 1 (2) will
not resume engine control in AUTO mode even
– 1 (2) ENG OUT :
through signal becomes valid again, unless the
• when N. 1 (2) engine NG is below 50%; resets
AUTO/MANUAL switch is cycled from AUTO to
above 55%. MANUAL back to AUTO or upon the EEC 1 (2)
power reset.
NOTE If the ECC 1 (2) is faulty, the MAUs detect the
engine failure through the NG1 backup signal
NOTE When this warning is detected, besides the MWL
whose threshold point is active at NG <50% and activation, the AWG shall provide the following:
inactive at NG >55%.
no tone + WARNING – WARNING (aural mes-
NOTE If the NG1 (2) coming from the EEC 1 (2) is not
sage).
valid, the relevant backup analog values is con-
sidered.
This sequence is transmitter once only. This mes-
NOTE When this warning is detected, besides the MWL sage has priority number 5.
activation, the AWG provides the following:
The cautions provided in the CAS message window #1
two pairs of tones (700 Hz → 1700 Hz repeated
are as follows:
twice) + ENGINE 1 (2) OUT – ENGINE 1 (2) OUT
(aural message). – 1 (2) ECL FAIL :
• the N. 1 (2) ECL does not respond to its internal built
This sequence is transmitted once only. This mes- in test (BIT) or link failure between the trim switch
sage has priority number 2. and the electrical motor in the ECL.
– 1 (2) ECL POS :
– 1 (2) EEC FAIL : • the N. 1 (2) ECL is out of FLIGHT position when
• the N. 1 (2) engine control system is not operating AUTO mode selected.
due to a critical fault. – 1 (2) ENG MODE SEL :
• the N. 1 (2) ENG MOD SEL switch failed.
NOTE The EEC 1 (2) will revert to MANUAL mode auto-
matically with the amber legend MAN in reverse
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– 1 (2) OVSPD : NOTE This caution shall be displayed only if 1 (2) NF

• the N. 1 (2) engine NF overspeed detected. backup >25% or 1 (2) NF EEC >25%.
– 1 (2) OVSPD DET :
• the N. 1 (2) engine NF overspeed detector failed. – 1 (2) NG MISCOMPARE :
– 1 (2) ENG LIM EXPIRE : • when for the N. 1 (2) engine a discrepancy of 3%
between the EEC 1 (2) data and the corresponding
• when for the N. 1 (2) engine, the time for the OEI/
backup analog data exists.
OEI TRAINING 2.5 m event class is expired.
– 1 (2) EEC DATA : NOTE This caution shall be displayed only if 1 (2) NG
• if the EEC 1 (2) link interface (RS-422A) between backup >25% or 1 (2) NG EEC >25%.
the relative EEC and MAUs is lost.
– 1 (2) ITT LIMITER : – 1 (2) ITT MISCOMPARE :
• the N. 1 (2) engine ITT limiter failed. • when for the N. 1 (2) engine a discrepancy of 50°C
– 1 (2) TQ LIMITER : between the EEC 1 (2) data and the corresponding
• the N. 1 (2) engine torque limiter failed. backup analog data exists.
– RPM SELECT :
• the RPM switch for N. 1 engine or N. 2 engine failed. NOTE This caution shall be displayed only if 1 (2) ITT
– 1 (2) DCU : backup >100°C or 1 (2) ITT EEC >100°C.
• when the N. 1 (2) Data Collection Unit is detected – 1 (2) TQ MISCOMPARE :
faulty. • when for the N. 1 (2) engine a discrepancy of 5%
– 1 (2) NF MISCOMPARE : between the EEC 1 (2) data and the corresponding
• when for the N. 1 (2) engine a discrepancy of 3% backup analog data exists.
between the EEC 1 (2) data and the corresponding
backup analog data exists. NOTE This caution shall be displayed only if 1 (2) TQ
backup >25% or 1 (2) TQ EEC >25%.

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– ENG ANALOG FAILURE : NOTE Like message shall be combined within a single
• if at least one backup analog data is declared message.
invalid: For instance “1 - 2” shall be embedded in the
same line of message without any need to have
NR MAU1 or NR MAU2; or separated messages, as shown in the following
NF1 MAU1 or NF2 MAU2; or example:
NG1 MAU1 or NG2 MAU2; or 1-2 ECL FAIL
ITT1 MAU1 or ITT2 MAU2; or
[TQ1 MAU1 (if NF1 MAU1 >25%)] or The 1 ECL FAIL, 2 ECL FAIL and 1-2 ECL FAIL
[TQ2 MAU2 (if NF2 MAU2 >25%)] are all considered part of the same message.

– 1 (2) FUEL FILTER : The advisories provided in the CAS message window #1
are as follows:
• when in the associated fuel filter, a clogged situation
exists. – TQ LIMITER ON :
– 1 (2) FUEL HEATER : • when the torque limiter is activated.
• when in the associated fuel system, the fuel temper-
ature is above 74°C or the fuel temperature is below The amber legend displayed on the MFD (Main and
5°C with engine oil temperature above 82°C. Cruise pages) and the PFDs are as follows:
– MAN :
NOTE This caution is active if NG 1 (2) is above 60%. • displayed in reverse video on the right/left side of
TQ/PI scales.
– 1 (2) FUEL ICING : – FAIL :
• when in the associated fuel system, the fuel temper- • displayed in reverse video on the right/left side of tri-
ature is below 5°C. ple tachometer (NF) scales.
– AVIONIC FAULT : – OEI :
• when the loss of communications to a single MAU is • displayed on the right/left side of PI, NG, ITT and TQ
detected for the EEC1 and EEC2: the maintenance scales.
message in the CMC is A429/RS422 BUS.

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– OEI TNG : NOTE The IDLE legend matches the color of corre-
• OEI displayed on the right/left side of PI, NG, ITT sponding NF pointer.
and TQ scales, TNG in reverse video on the right/left
side of PI and TQ scales. – ZY :
– 2.5 m : • displayed aside the TQ or ITT scale legend accord-
• displayed steady amber text on block background on ing to the load sharing switch position.
the right/left side of PI scale and between the NG
and ITT scales when 2.5 m excursion time is
detected;
• displayed blinking red inverse video when the 2.5 m
time is within 10 sec from expiration;
• displayed steady red inverse video when the 2.5 m
time has expired associated with the 1 (2) ENG LIM
EXPIRE caution.

The green legends displayed on the MFD (Main and

Cruise pages) and the PFDs are as follows:
– START :
• displayed on the right/left side of NG scales when
starter is running .
– IGN :
• displayed on the right/left side of ITT scales when
spark igniters are powered.
– IDLE :
• displayed on the right/left side of triple tachometer
(NF) scales when the Engine Mode switch is set to
IDLE.

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ENGINE INDICATING (SHEET 1 OF 3)

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ENGINE INDICATING (SHEET 2 OF 3)

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NOTE If both the EECs data and the corresponding back-up sensor input are not available or invalid, the associated
pointer is removed from the display and amber dashes replace the numerical readouts.

NOTE When a parameter being monitored exceeds the normal range of operation (green band), the color of associ-
ated pointer matches the color of applicable range marking (i.e. amber or red), in order to highlight that partic-
ular critical condition.

NOTE If the NF sensor fails, the relative pointer is removed and replaced by the amber legend FAIL in reverse video.

ENGINE INDICATING (SHEET 3 OF 3)

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DIGITAL READOUT
REF. FUNCTION RANGE NOTE
COLOR MARKINGS
2 ENG 1 NG digital readout 0 to 110.0% RPM see Note 1
3 ENG 2 NG digital readout 0 to 110.0% RPM see Note 1
4 ENG 1 ITT digital readout –50 to 1200°C see Note 1 - 2 - 3
0 to 163.0%
6 ENG 2 ITT digital readout –50 to 1200°C see Note 1 - 2 - 3
0 to 163.0%
7 ENG 2 TQ digital readout 0 to 200% see Note 1 - 4
8 ENG 2 TQ digital readout 0 to 200% see Note 1 - 4
9 NR digital readout 0 to 120% RPM see Note 1

NOTE:
1. In normal condition the background is black and the numerals green; the digital readout features an inverse video
technique when an exceedance occurs.
When the parameter is in amber or red band / line, the digital display background turns amber or red respectively
and the numerals are black or white respectively.
2. The ITT indication can be represented in °C or % according to the selection on the MFD Pwr Plant submenu.
3. The ITT digital readout displays 0°C until ITT exceeds 73°C or 10%; or when decreases below 37°C or 5%.
4. For backup TQ, the display is 0 if NF < 25%

ENGINE LIMITATIONS
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ANALOG SCALE
REF. FUNCTION RANGE NOTE
COLOR MARKINGS
21 ENGINE NG analog scale 102.5 to 110.0% RPM Red band
107.0% RPM Red triangle Transient limit (5 sec)
102.5% RPM Red line Upper limit
100.1 to 102.4% RPM Amber band Take off limit (5 min)
55.1 to 100.0% RPM Green band MCP limit
0 to 55% RPM White band

All Engines Operating (AEO)

ANALOG SCALE
REF. FUNCTION RANGE NOTE
COLOR MARKINGS
21 ENGINE NG analog scale 106.1 to 110.0% RPM Red band
107.0% RPM Red triangle Transient limit (5 sec)
106.1% RPM Red line Upper limit
102.5 to 106.0% RPM Amber band 2.5 min limit
55.1 to 102.4% RPM Green band MCP limit
0 to 55% RPM White band

One Engine Inoperative (OEI)

NG LIMITATIONS (SHEET 1 OF 2)
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ANALOG SCALE
REF. FUNCTION RANGE NOTE
COLOR MARKINGS
21 ENGINE NG analog scale 102.5 to 110.0% RPM Red band
103.3% RPM Red triangle Transient limit (10 sec.)
102.5% RPM Red line Upper limit
98.1 to 102.4% RPM Amber band 2.5 min limit
55.1 to 98.0% RPM Green band MCP limit
0 to 55% RPM White band

OEI Training (OEI TNG)

NG LIMITATIONS (SHEET 2 OF 2)
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REF. FUNCTION RANGE ANALOG SCALE COLOR MARKINGS NOTE

18 ENGINE ITT analog scale 776 to 1176°C Red band
(105.6 to 160.0%)
847°C (115.2%) Red triangle Transient limit (5 sec.)
776°C (105.6%) Red line Upper limit
736 to 775°C Amber band Take off limit (5 min.)
(100.1 to 105.4%)
368 to 735°C Green band MCP limit
(50.1 to 100.0%)
–50 to 367°C Green band
(00.0 to 50.0%)

All Engines Operating (AEO/Autorotation)

REF. FUNCTION RANGE ANALOG SCALE COLOR MARKINGS NOTE
18 ENGINE ITT analog scale 836 to 1176°C Red band
(113.7 to 160.0%)
847°C (115.2%) Red triangle Transient limit (5 sec)
836°C (113.7%) Red line Upper limit
776 to 835°C Amber band 2.5 min limit
(105.5 to 113.6%)
368 to 775°C Green band MCP limit
(50.1 to 105.4%)
–50 to 367°C Green band
(00.0 to 50.0%)

One Engine Inoperative (OEI)

ITT LIMITATIONS (SHEET 1 OF 2)

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REF. FUNCTION RANGE ANALOG SCALE COLOR MARKINGS NOTE

18 ENGINE ITT analog scale 776 to 1176°C Red band
(105.5 to 160.0%)
787°C (107.1%) Red triangle Transient limit (10 sec)
776°C (105.5%) Red line Upper limit
721 to 775°C Amber band 2.5 min limit
(98.1 to 105.4%)
368 to 720°C Green band MCP limit
(50.1 to 98%)
–50 to 367°C Green band
(00.0 to 50.0%)

OEI Training (OEI TNG)

REF. FUNCTION RANGE ANALOG SCALE COLOR MARKINGS NOTE
18 ENGINE ITT analog scale 870 to 1176°C Red band
(118.3 to 160.0%)
1100°C (149.6%) Red dot Start limit (2 sec)
870°C (118.2%) Red line
–50 to 869°C Green band
(0.00 to 118.2%)

All Engines Operating (AEO) during START

NOTE The ITT Start scale is displayed on ground only, when at least one engine start input is active.

ITT LIMITATIONS (SHEET 2 OF 2)

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ANALOG SCALE
REF. FUNCTION RANGE NOTE
COLOR MARKINGS
15 ENGINE TQ analog scale 111 to130% Red band
121% Red triangle Transient limit (5 sec)
111% Red line Upper limit
101 to 110% Amber band Take off limit (5 min)
0 to 100% Green band MCP limit

All Engines Operating (AEO)

ANALOG SCALE
REF. FUNCTION RANGE NOTE
COLOR MARKINGS
15 ENGINE TQ analog scale 161 to180% Red band
176% Red triangle Transient limit (5 sec)
161% Red line Upper limit
141 to 160% Amber band 2.5 min limit
0 to 140% Green band MCP limit

One Engine Inoperative (OEI)

TQ LIMITATIONS (SHEET 1 OF 2)
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ANALOG SCALE
REF. FUNCTION RANGE NOTE
COLOR MARKINGS
15 ENGINE TQ analog scale 111 to130% Red band
121% Red triangle Transient limit (5 sec)
111% Red line Upper limit
101 to 110% Amber band Take off limit (2.5 min)
0 to 100% Green band MCP limit

OEI Training (OEI TNG)

TQ LIMITATIONS (SHEET 2 OF 2)
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ANALOG SCALE
REF. FUNCTION RANGE NOTE
COLOR MARKINGS
11 NR / NF analog scale 111 to 120% RPM Red band
103 to 110% RPM Red band
105% RPM Red triangle
103% RPM Red line Upper limit
102% RPM Amber band Take off limit (5 min)
98 to 101% RPM Green band Normal range
97% RPM Red line Lower limit
81 to 97 % RPM Red band
95% RPM Red triangle
20 to 80% RPM Red band see Note

Power-on Condition (AEO)

NOTE At power-up, the MFD displays the AEO mode by default.

NR/NF LIMITATIONS (SHEET 1 OF 3)

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REF. FUNCTION RANGE ANALOG SCALE COLOR MARKINGS NOTE

11 NR / NF analog scale 111 to 120% RPM Red band
103 to 110% RPM Red band
105% RPM Red triangle
103% RPM Red line Upper limit
102% RPM Amber band Take off limit (5 min)
98 to 101% RPM Green band Normal range
90 to 97% RPM Amber band Cautionary band
89% RPM Red line Lower limit
85% RPM Red triangle
81 to 89% RPM Red band
20 to 80% RPM Red band

Power-on Condition (OEI and OEI Training)

NR/NF LIMITATIONS (SHEET 2 OF 3)

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REF. FUNCTION RANGE ANALOG SCALE COLOR MARKINGS NOTE

11 NR / NF analog scale 106 to 120% RPM Red band
110% RPM Red triangle
106% RPM Red line Upper limit
95 to 105% RPM Green band Normal range
94% RPM Red line Lower limit
90% RPM Red triangle
81 to 94% RPM Red band
20 to 80% RPM Red band

Power-off Condition (Autorotation)

NR/NF LIMITATIONS (SHEET 3 OF 3)

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POWER INDEX INDICATING (SHEET 1 OF 2)

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NOTE The amber legend TNG in reverse video is also displayed on the TQ scale (MFD).

NOTE The display of any of the three primary parameters are prioritized as follows, from highest to lowest: TQ, ITT,
NG.

NOTE The display of the above information on each engine side occurs independently from each other. For instance,
TQ may be limiting the engine 1 and ITT limiting the engine 2.

NOTE When a parameter being monitores exceeds the normal range of operation (green band), the color of associ-
ated pointer matches the color of applicable range making (i.e. amber or red), in order to highlight that particu-
lar critical condition.

POWER INDEX INDICATING (SHEET 2 OF 2)

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ANALOG SCALE
REF. FUNCTION RANGE NOTE
COLOR MARKINGS
1/2 ENGINE CURRENT LIMITING 0 to 200% see Note
PARAMETER digital readout
3/7 ENGINE CURRENT LIMITING – – NG, ITT, TQ as applicable
PARAMETER legend

NOTE In normal condition the background is black and the numerals green; the digital readout features an inverse
video technique when an exceedance occurs.
When the parameter is in amber or red band / line, the digital display background turns amber or red respectively
and the numerals are black or white respectively.

POWER INDEX LIMITATIONS (SHEET 1 OF 2)

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REF. FUNCTION AEO RANGE OEI RANGE OEI TNG RANGE COLOR MARKINGS
5 CURRENT LIMITING 110 to 200 % 177 to 200 % 122 to 200 % Red band
PARAMETER analog scale
121 % 176 % 121 % Red triangle
111 to 121 % 161 to 176 % 111 to 121 % Red band
101 to 110 % 141 to 160 % 101 to 110 % Amber band
81 to 100 % 113 to 140 % 81 to 100 % Green band
41 to 80 % 57 to 112 % 41 to 80 % Green band
0 to 40 % 0 to 56 % 0 to 40 % Green band

NOTE Independently for each engine the display of the above information is inhibited during engine start with the A/C
on ground

POWER INDEX LIMITATIONS (SHEET 2 OF 2)

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CHAPTER 78 - EXHAUST

SECTION 78-10 - COLLECTOR / NOZZLE

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SECTION 78-10

COLLECTOR / NOZZLE

GENERAL
The exhaust collector is attached to the engine exhaust
and is composed of two parts.
The first part runs inside the engine fireseal and turns the
exhaust gases in a straight flow.
The second part run in the area between the engine out-
side the firewall and direct the exhaust gases to the air-
craft side.
The exhaust collector is shielded to isolate the aircraft
from high temperature.

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COLLECTOR EXHAUST
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CHAPTER 79 - ENGINE OIL

SECTION 79-00 - GENERAL

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SECTION 79-00 All returned oil, flow by a magnetic chip detector, located
at the inlet of the oil tank.
GENERAL P2.5 and P3 air pressures are used to pressurize various
bearing cavities for sealing.
The air/oil mixture from the bearing cavities is routed to
the accessory gearbox via the scavenge system.
The air is then separated from the oil and vented over-
FUNCTION board through the impeller type, centrifugal breather.
Supply a flow of filtered oil to the engine in order to cool,
lubricate and clean different components.

GENERAL LAYOUT
The engine lubrication system is a regulated system and
consists of an integral oil tank, a pressure system, a scav-
enge system and a breather system.
The oil tank is integral with the engine.
It is the annular cavity created between the air inlet case
and the accessory gearbox rear case.
A drain plug, located at the bottom of the AGB, permits
drainage of the cavity.
Oil level indication is achieved by means of oil level sight
glasses on each side of the accessory gearbox.
A pressure-regulating valve regulates the pressure sys-
tem.

The scavenge system returns the oil to the gearbox by

means of:
– Gravity, blowdown or dedicated pumps.

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OIL SYSTEM SCHEMATIC DIAGRAM

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CHAPTER 79 - ENGINE OIL

SECTION 79-30 - INDICATING

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SECTION 79-30

INDICATING

DESCRIPTION
The components concerning the engine oil lubricating
system are the following:
– 1 chip detector
– 1 oil pressure transducer
– 1 oil temperature transducer and low pressure switch.

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OPERATION
If enough ferrous metallic particles are collected to bridge
the gap between the magnets of the chip plug, a ground
signal is provided to the MAUs that generate the caution
alarm displayed on the MFD.
The oil pressure transducer is a strain-gauge type, that
provides an analog input to MAU N. 1 (engine 1) and to
MAU N. 2 (engine 2) for the MFD representation.
The oil temperature transducer is a platinum resistance
temperature probe that provides an analog input to MAU
N. 1 (engine 1) and to MAU N. 2 (engine 2) for the MFD
representation.
If the oil temperature rises above a predetermined value,
the MAU N. 1 for engine 1 and the MAU N. 2 for engine 2
generates a caution alarm displayed on the MFD.
The low pressure switch is embedded with the oil temper-
ature transducer.
If the oil pressure drops below a predetermined value, the
MAU N. 1 for engine 1 and the MAU N. 2 for engine 2
generate a warning alarm displayed on the MFD.

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CONTROLS AND INDICATIONS

The engine chip detector test control is housed on the
Test Control Panel located on the console.
The engine oil pressure indicator is represented on one
single vertical scale with one analog pointer and one digi-
tal readout per engine.
The engine oil temperature indicator is represented on
one single vertical scale with one analog pointer and one
digital readout per engine.
The two scales are displayed on the MFD (Main and
Cruise pages).
The MFD also provides the malfunction condition in the
CAS message window #1.

The Test Control Panel provides the following functions:

– ENG 1 (2) CHIP DETECTOR pushbutton test switch :
• when pressed the engine 1 (2) chip detector test is
provided: the caution 1 (2) ENG CHIP appears in
inverse video.

NOTE If the above pushbutton test switches are pressed

together, the caution displayed is 1-2 ENG CHIP
in inverse video.

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CAPTIONS
The warning provided in the CAS is as follows:
– 1 (2) ENG OIL PRESS :
• when the engine 1 (2) oil pressure in the lubricating
system is below 4.2 bar; resets above 4.7 bar.

NOTE When one of this warning is detected, besides the

MWL activation, the AWG shall proved the follow-
ing:

no tone + WARNING – WARNING (aural mes-

sage).

This sequence is transmitted once only. This mes-

sage has priority number 5.

The caution provided in the CAS is as follows:

– 1 (2) ENG OIL TEMP :
• when the engine 1 (2) oil temperature in the lubricat-
ing system is above 140°C; resets below 137°C.
– 1 (2) ENG CHIP :
• when inside the engine 1 (2) oil lubricating system a
chip is detected.

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ENGINE OIL INDICATING SYSTEM CONTROLS

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NOTE When the loss of an analog input signal or an out of range

input condition is detected, the associated pointer is
removed from the display and amber dashes replace the
numerical readouts.
NOTE When a parameter being monitored exceeds the normal
range of operation (green band), the color of associated
pointer matches the color of applicable range marking (i.e.
amber or red), in order to highlight that particular critical
condition.

ENGINE OIL INDICATING (SHEET 1 OF 2)

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ENGINE OIL INDICATING (SHEET 2 OF 2)

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DIGITAL READOUT ANALOG SCALE

REF. FUNCTION RANGE NOTE
COLOR MARKINGS COLOR MARKINGS
2 ENG 1 OIL PRESSURE digital readout 0 to 19.0 bar see Note 1
3 ENG 2 OIL PRESSURE digital readout 0 to 19 bar see Note 1
4 ENG 1 OIL TEMPERATURE digital readout –50 to 180°C see Note 1
5 ENG 2 OIL TEMPERATURE digital readout –50 to 180°C see Note 1
7 ENGINE OIL TEMPERATURE analog scale 146 to 160°C Red band
150°C see Note 2 Red triangle
146°C Red line
141 to 145°C Amber band
10 to 140°C Green band
–50 to 9°C Amber band
10 ENGINE OIL PRESSURE analog scale 10.1 to 19.0 bar Red band
15.2 bar Red dot Start transient
limit. See Note3
10.1 bar Red line
9.0 to 10.0 bar Amber band
6.3 to 8.9 bar Green band
4.2 to 6.2 bar Amber band
4.1 Red line
0.0 to 4.1 bar Red band

ENGINE OIL INDICATING LIMITATIONS (SHEET 1 OF 2)

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NOTE 1: In normal condition the background is black and the numerals green; the digital readout features an inverse
video technique when an exceedance occurs.
When the parameter is in amber or red band, the digital display background turns amber or red respectively
and the numerals are black or white respectively.

NOTE 2: To be displayed only if ENG. OIL TEMP>140°C.

NOTE 3: Engine 1 (2) Red Transient limit is displayed in starting phase only.

ENGINE OIL INDICATING LIMITATIONS (SHEET 2 OF 2)

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CHAPTER 80 - STARTING

SECTION 80-10 - CRANKING

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SECTION 80-10

CRANKING

DESCRIPTION
The engine starting can be done automatically or manu-
ally via an electrical starter/generator motor. Either engine
may be started first.
The starting is controlled through the EEC (AUTO mode)
or the GCU (MANUAL mode).
At all time during start sequence, pilot monitoring of
engine limitations is required to prevent engine deteriora-
tion due to an abnormal starting condition. Following an
engine shutdown due to flameout or by an automatic or
manual shutdown initiated by the pilot, the normal starting
procedure should follow the starting requirements.
During the starting phase, the ignition system is automati-
cally controlled and it is turned on at the beginning of the
start sequence.
During the AUTO mode starting the EEC provides the sig-
nal to the GCU to terminate the starting cycle at 50 ±1%
NG.
During the MANUAL mode (when EEC not involved) the
GCU uses an internal automatic starter cut-out feature,
such that the GCU will open the starter-generator line
contactor to terminate the start cycle at 49 ±1% NG.

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OPERATION – the EEC de-energizes the start-ignition relays at 50

±1% NG.
To start the engines in AUTO mode, the pilot uses the
Engine Control Panel. NOTE The quick engine start procedure (AUTO mode)
may be carried out to speed up the take off.
To start the engines in MANUAL mode, the pilot uses both Set the ENG 1 (2) MODE selector switch to
the Engine Control Lever and the Engine Control Panel. FLIGHT directly, then the second engine to FLT
when NG No. 1 (2) is above 25%.
The engine starting AUTO or MANUAL mode is selected
via the 1 (2) ENG GOV switch on the pilot collective grip. NOTE The engine start duty cycle is the following:
Besides the engine start, cranking is required to perform – 30 seconds on, 1 minute off
the dry motoring run for engine washing/ventilation and – 30 seconds on, 1 minute off
the wet motoring run to check for fuel leaks or engine – 30 seconds on, 30 minutes off.
preservation/depreservation during maintenance opera-
tion. To start the engine in MANUAL mode proceed as follows:
– set the 1 (2) ENG GOV selector switch on the pilot col-
To start the engine in AUTO mode proceed as follows: lective grip to MANUAL and note the amber legend
– set the 1 (2) ENG GOV switch on the pilot collective MAN in view on TQ/PI scales
grip to AUTO – set the ENGINE CONTROL LEVER 1 (2) to OFF posi-
– set the Engine Control Lever 1 (2) to FLIGHT position tion
to allow the engine fuel flowing – set the FUEL PUMP 1 (2) switch of the FUEL CON-
– set the FUEL PUMP 1 (2) switch of the FUEL CON- TROL PANEL to ON
TROL PANEL to ON – set the FUEL SHUT-OFF VALVE 1 (2) of the FUEL
– set the FUEL SHUT-OFF VALVE 1 (2) of the FUEL CONTROL PANEL to ON
CONTROL PANEL to ON – set the ENG 1 (2) MODE selector switch of the
– set the ENG 1 (2) MODE selector switch of the ECP to ENGINE CONTROL PANEL to IDLE position to open
IDLE/FLIGHT position to open the shutdown solenoid the fuel shutdown solenoid to allow the subsequent
and so to allow the engine fuel flowing and to provide engine fuel flowing
the electrical power to starter and spark igniters. – press the START push-button switch on the ENGINE
– the green legends START/IGN are displayed on left/ CONTROL LEVER 1 (2) and advance the ECL as nec-
right side of NG and ITT scale respectively essary to allow the engine fuel flowing

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– the green legends START/IGN are displayed on left/ To start the engine for the wet motoring run proceed as
right side of NG/ITT scales respectively follows:
– once the engine reaches the 49 ±1% NG, the GCU dis- – set the 1 (2) ENG GOV selector either to AUTO or
engages automatically the starter-ignition relays MANUAL
– set the ECL 1 (2) to FLIGHT either to AUTO or MAN-
To start the engine for the dry motoring run, following an UAL
aborted start shutdown, allows a 30 sec fuel drain period – set the FUEL PUMP/VALVE 1 (2) switches to ON
before re-starting. – pull the IGN 1 (2) circuit breaker out
The procedure is used to clear internally trapped fuel and – set the ENG 1 (2) MODE selector switch to IDLE
vapor or if there is evidence of a fire within the engine. – press the start push-button switch if MANUAL. The fuel
Observe the starter-generator duty cycle limitations during flows is delivered to the engine as fuel pump speed
the re-start attempts. increases
– press a second time the start push-button switch to
Proceed as follows: stop the wet motoring run sequence if MANUAL
– set the 1 (2) ENG GOV selector switch either to AUTO – set the ENG 1 (2) MODE selector switch to OFF to stop
or MANUAL the wet motoring run sequence if AUTO.
– set the ECL 1 (2) to OFF either to AUTO or MANUAL
– set the FUEL PUMP/VALVE 1/2 switches to OFF
CONTROL AND INDICATORS
– pull the IGN 1 (2) circuit breaker out
– set the ENG 1 (2) MODE selector switch to IDLE if The ECP housed on the console and the pilot collective
AUTO otherwise OFF levers are involved in the starting when the auto mode is
– press the start push-button switch if MANUAL performed.
– press a second time the start push-button switch to The ECL housed on the overhead panel, the ECP and the
stop the dry motoring run sequence if MANUAL pilot collective levers are instead involved in the starting
when the manual mode is performed.
– set the ENG 1 (2) MODE selector switch to OFF to stop
The MFD provides the green legend START during the
the dry motoring run sequence if AUTO.
starting.
The malfunctions are displayed in the CAS message win-
dow #1.

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 AGUSTA AB 139 TRAINING MANUAL

The ECP provides the following functions: • MANUAL - allows the N. 1 (2) engine manual start-
– ENG 1 (2) MODE selector switch : ing / wet motoring / dry motoring and provides the N.
• OFF - when the N. 1 (2) engine not running or it 1 (2) engine manual control
shuts down the engine or during the N. 1 (2) engine
dry motoring procedure when Manual selected NOTE When in MANUAL, the amber legend MAN in
• IDLE - allows the N. 1 (2) engine starting, the mini- reverse video is displayed on the left side of TQ
mum on ground (65% NF) and the N. 1 (2) engine scale (MFD Main and Cruise pages) and PI scale
stabilization for a period of 60 sec. during the shut- (PFDs).
down phase or during the N. 1 (2) engine wet motor-
The ECL provides the following functions:
ing procedure both Auto and Manual mode.
– ENG 1 (2) START push-button switch :
• FLT - allows the N. 1 (2) engine quick starting at the
flight nominal speed (100% NF) • when pressed the N. 1 (2) engine manual starting /
wet motoring / dry motoring is engaged in Manual
NOTE The MFD and PFDs display the green legend mode
IDLE on the left side of NF scale of the triple
tachometers. The amber legend FAIL is displayed CAPTIONS
on the triplo tachometer in case of TQ/NF sensors The caution provided in the CAS message window is as
failure. It replaces the green legend IDLE. follows:
NOTE During the starting phase, the NG digital readout – 1 (2) HOT START :
with the associated pointer are white until the • the N. 1 (2) engine ITT exceeds limits during engine
49% NG is reached. starting
The two green legends START/IGN are removed
at the same percentage.

The pilot collective stick provides the following functions:

– ENG 1 (2) GOV AUTO/MANUAL selector switch :
• AUTO - allows the N. 1 (2) engine automatic starting
and provides the N. 1 (2) engine automatic control

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AGUSTA AB 139 TRAINING MANUAL

CRANKING CONTROLS
Page 6
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AGUSTA AB 139 TRAINING MANUAL

CRANKING INDICATING (SHEET 1 OF 2)

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AGUSTA AB 139 TRAINING MANUAL

CRANKING INDICATING (SHEET 2 OF 2)

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 AGUSTA AB 139 TRAINING MANUAL

ANNEX A - STUDY QUESTIONS

ANNEX A Jan 05/06

 AGUSTA AB 139 TRAINING MANUAL

SECTION 28-20

FUEL DISTRIBUTION

1. When fuel crossfeed occurs with the switch at NOR-

MAL:
a) all the fuel content in the tanks can be supplied
b) fuel content can be supplied until the FUEL LOW
caution lights on
c) part of fuel content in one tank can't be supplied
with the operating pump.

2. In case of 1 FUEL PUMP caution:

a) land as soon as possible
b) land as soon as practicable
c) continue flight.

3. Fuel manifold is provided with:

a) shut-off valves, cross-feed valve, pressure switch
b) shut-off valves, fuel flow sensor, pressure transmit-
ter
c) shut-off valves, cross-feed valve, pressure trans-
mitter.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 28-40

FUEL INDICATING

1. In case of FUEL PROBE caution:

a) continue flight
b) land as soon as practicable
c) land as soon as possible.

2. In case of FCU FAIL caution:

a) continue flight
b) land as soon as practicable
3 land as soon as possible.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 29-10 4. In case of a total loss of pressure on hydraulic system

2:
MAIN HYDRAULIC POWER SYSTEM a) the cautions HYD UTIL PRESS and SERVO are lit
on
b) extend landing gear using EMER DOWN switch on
Landing Gear Control Panel and land as soon as
1. When setting SOV switch on the Hydraulic Control practicable
Panel to CLOSE:
c) all of the above.
a) F/C and utilities shut-off valves are energized
b) F/C shut-off valve is energized 5. In case of 2 HYD OIL TEMP caution:

c) Utilities shut-off valve is de-energized. a) lower landing gear, set SOV 2 switch on the
Hydraulic Control Panel to CLOSE, land as soon as
2. SOV 1 switch on the Hydraulic Control Panel can be practicable
set to CLOSE only if: b) lower landing gear, set SOV 2 switch on Hydraulic
a) PRESS indicator on the other side of the panel is lit on Control Panel to CLOSE, continue flight

b) TRSOV valve is open c) set SOV 2 switch on the Hydraulic Control Panel to
CLOSE, continue flight
c) oil level is below MIN.
6. The SOV 1 switch on the Hydraulic Control Panel can
3. When setting SOV 1 switch on the Hydraulic Control be set to CLOSE if the following cautions are lit:
Panel to CLOSE, the pressure indicator 1 on MFD
shows: a) 2 SERVO

a) zero bar b) 2 HYD MIN

b) about 207 bar c) none of the above.

c) none of the above.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

7. If the SOV 1 switch on the Hydraulic Control Panel has

been set to CLOSE and there is a subsequent drop of
pressure on system 2:
a) the SOV switch is automatically reset
b) pressure on system 1 is reinstated
c) all of the above

8. The Hydraulic circuit 2 is loosing oil. After some time

you would expect to see :
a) the caution HYD UTIL PRESS and then the caution
2 HYD OIL PRESS
b) the caution HYD UTIL PRESS and then the caution
2 SERVO
c) the caution 2 SERVO and then the caution HYD
UTIL PRESS.

9. The Hydraulic circuit 1 is loosing oil. After some time

you would expect to see the following cautions:
a) EMER LDG PRESS appears together with 1 HYD
MIN, then 1 SERVO appears
b) EMER LDG PRESS appears, then 1 SERVO
appears and EMER LDG PRESS disappears, then
EMER LDG PRESS appears together with 1 HYD
MIN
c) EMER LDG PRESS appears together with 1 HYD
MIN.
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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 29-11 4. Hydraulic utilities shut-off valve is closed:

a) by pilot setting SOV to close
POWER CONTROL MODULE
b) automatically in case of low pressure
c) none of the above.

1. On PCM 1 the utilities shut-off valve is closed by the

following microswitch(es):
a) LOW 1 (50%)
b) LOW 2 (28%)
c) MIN (22%).

2. LOW 2 (28%) microswitch in the PCM 2 provides the

following:
a) opens utilities shut-off, opens TRSOV
b) opens utilities shut-off, closes TRSOV
c) closes utilities shut-off, opens TRSOV.

3. The pressure transducer in the PCM is located:

a) before F/C shut-off valve, after utilities shut-off
valve
b) before F/C shut-off valve, before utilities shut-off
valve
c) after F/C shut-off valve, after utilities shut-off valve.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 29-12

HYDRAULIC POWER SUPPLY

1. In case of 1 HYD PUMP caution:

a) land as soon as practicable
b) land as soon as possible
c) continue flight.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 29-13

TAIL ROTOR SHUT-OFF VALVE

1. In the Hydraulic Circuit 2 the TRSOV solenoid during

normal operation is:
a) de-energized, open
b) energized, open
c) de-energized, closed.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 29-20

AUXILIARY HYDRAULIC POWER SYSTEM

1. The hydraulic Electrical Pump:

a) provides flight hydraulic power to servoactuators in
case of failure of HPS 1
b) is provided with an overheating switch which shut-
down the pump after two minutes
c) none of the above.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 32-30 4. After landing gear emergency extension :

a) land as soon as possible
RETRACTION AND NORMAL/EMERGENCY
EXTENSION b) land as soon as practicable
c) continue flight.

5. Maximum speed for landing gears extension is :

1. When main landing gears are fully retracted: a) 100 kts
a) R/A actuators are retracted, P/R actuators are b) 120 kts
retracted
c) 150 kts.
b) R/A actuators are retracted, P/R actuators are
extended 6. If, after selecting landing gears normal extension, the
c) R/A actuators are extended, P/R actuators are three indicators lights on the Landing Gear Control
retracted. Panel show different status :
a) press LAMP TEST
2. When helicopter is on ground following a normal land-
ing gears extension: b) check landing gear circuit breakers

a) R/A and P/R actuators are de-pressurized c) none of the above.

b) R/A and P/R actuators are pressurized

c) R/A actuators are pressurized only.

3. If the EMER LDG PRESS caution is lit :

a) lower landing gear using normal procedure
b) lower landing gear using emergency procedure
c) none of the above.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 32-40

WHEELS AND BRAKES

1. When setting parking brake, pull and rotate parking

handle and:
a) push pedals brake until PARK BRK PRESS caution
appears
b) push pedals brake until PARK BRK ON advisory
appears
c) pushing pedals is not required.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 32-50

STEERING

1. If NLG center lock pushbutton is pressed to LOCK but

the locking pin is not engaged in the flange hole:
a) no lights are provided on the pushbutton
b) the UNLK amber light is steady on the pushbutton
c) the UNLK amber light is flashing on the pushbutton.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 62-10

ROTOR BLADES

1. Main rotor blades are mainly manufactured with:

a) glass fiber and carbon fiber
b) carbon fiber and Kevlar fiber
c) glass fiber and Kevlar fiber.

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 AGUSTA AB 139 TRAINING MANUAL

SECTION 62-20

ROTOR HEAD

1. The main rotor hub is made of:

a) composite materials
b) aluminium with a glass fiber reinforcement
c) titanium with a graphite fiber reinforcement.

2. The oil quantity in the main rotor damper is checked:

a) using a diagram
b) by sight only
c) by the damper weight.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 62-40

INDICATING

1. The Nr overspeed in power off condition is above:

a) 102 %
b) 105 %
c) 110 %.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 63-20 4. In case of MGB OIL LOW caution :

a) it is expected to have MGB OIL PRESS caution
MAIN GEARBOX also
b) it is expected to have BRG TEMP caution also
c) none of the above.
1. The MGB chip detector which are of the burn-off type
are: 5. In case of CHIP DET UNIT or CHIP DET TEST cau-
tion:
a) the mast chip detector
a) operate chip burner and continue flight
b) the two sump chip detectors
b) operate chip burner and land as soon as practica-
c) the mast and the two sump chip detectors. ble

2. If the MGB OIL FILTER caution appears, monitor MGB c) land as soon as practicable.
parameters and:
a) continue flight
b) land as soon as practicable
c) land as soon as possible.

3. In case of 1 MGB OIL PRESS caution :

a) shutdown engine 1 and continue flight
b) land as soon as practicable
c) land as soon as possible.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 64-10

ROTOR BLADES

1. The tail rotor blade is mainly manufactured with:

a) glass fiber
b) carbon fiber
c) aluminium.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 64-20

ROTOR HEAD

1. The tail rotor damper:

a) is serviced periodically
b) is serviced on-condition
c) is not serviced.

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 AGUSTA AB 139 TRAINING MANUAL

SECTION 65-21

INTERMEDIATE GEARBOX

1. In case of IGB OIL LOW caution:

a) land immediately
b) land as soon as possible
c) none of the above.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 65-22

TAIL GEARBOX

1. The Tail Gearbox has:

a) a pressure sensor, a temperature sensor, a bearing
thermocouple sensor
b) a temperature sensor, an oil low level sensor, a
bearing thermocouple sensor
c) a temperature sensor, a chip detector, an oil low
level sensor.

2. In case of TGB OIL TEMP caution:

a) continue flight
b) land as soon as practicable
c) land as soon as possible.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 67-11

COLLECTIVE PITCH CONTROL

1. The collective control grip is provided with:

a) SAS release switch
b) CAS reset switch
c) Flight director stand-by switch.

2. The ENG GOV switches are provided on the collective

control grip of :
a) pilot and copilot
b) pilot only
c) copilot only.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 67-12

CYCLIC PITCH CONTROL

1. The cyclic control grip is provided with :

a) SAS release switch
b) CAS reset switch
c) Torque limiter switch.

2. The cyclic control grip is not provided with :

a) RPM switch
b) SAS release switch
c) Flight director stand-by switch.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 67-30

SERVO CONTROL SYSTEM

1. The microswitch on servoactuator is operated when:

a) a main spool valve is jammed only
b) a main spool valve is jammed together with a low
pressure condition in the hydraulic circuit
c) a low pressure in the hydraulic circuit is detected.

2. In case of 2 SERVO caution:

a) land as soon as possible
b) land as soon as practicable
c) continue flight.

3. In case of 1 SERVO caution:

a) control valve in a servoactuator is jammed or loss
of pressure on the system
b) Tail Rotor Shut-Off Valve is closed or SOV 1 switch
on the Hydraulic Control Panel is set to CLOSE
c) all of the above.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 76-10

POWER CONTROL

1. When operating OEI TRAINING switch:

a) one engine has increased operating limits, the
other is disengaged
b) one engine is disengaged, the other engine has
decreased operating limits
c) the two engines have decreased operating limits.

2. The engine overspeed protection:

a) is not available in case of EEC FAIL warning
b) is available in MANUAL mode only
c) is available in MANUAL and AUTO modes.

3. If the caution ECL POS is lit on could be the following

conditions:
a) ENG GOV to MAN, ECL to FLIGHT
b) ENG GOV to MAN, ECL to OFF
c) ENG GOV to AUTO, ECL to OFF.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 79-30

INDICATING

1. When engine oil temperature is between 145° C and

150° C:
a) maximum 1 minute flight is permitted
b) maximum 30 minutes flight is permitted
c) shutdown engine.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

SECTION 80-10 4. Following a dry motoring procedure, engine restarting

must not be carried out before:
CRANKING a) 30 seconds
b) 1 minute
c) 2 minutes.
1. Which of the following controls can stay in a position
different from OFF in case of engine shutdown in an 5. Engine starting should not be attempted if the main
emergency: battery voltage is below:
a) ENG MODE a) 18 V

b) FUEL PUMP b) 20 V

c) ENGINE CONTROL LEVER. c) 22 V.

2. Abort engine start if engine doesn't light up within: 6. Engine starter cut-out speed is:
a) 5 sec a) 49 % Nf

b) 10 sec b) 65 % Nf

c) 15 sec. c) none of the above.

3. Before engine shutdown: 7. A quick engine starting is carried out by:

a) stabilize engine for 2 minutes at IDLE or FLIGHT a) ENG 1 MODE to FLT, ENG 2 MODE to FLT when
Ng1 is above 25 %
b) stabilize engine for 60 seconds at IDLE
b) ENG 1 MODE to FLT, ENG 2 MODE to FLT after 5
c) stabilize engine for 2 minutes at IDLE. seconds
c) ENG 1 MODE and ENG 2 MODE to FLT simulta-
neously.

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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

8. Engine restart in flight should be carried out with an 12.In case of a ENG ANALOG FAILURE caution :
airspeed less than : a) engine overspeed protection is lost
a) 80 kts
b) torque matching is lost
b) 100 kts
c) none of the above.
c) 120 kts.
13.During engines starting BUS TIE switch is set to :
9. Manual engine starting requires : a) ON if engine 2 is started as first with battery power
a) push ECL start pushbutton
b) ON if engine 2 is started as first with external power
b) push and hold ECL start pushbutton until Ng is at 49%
c) RESET if engine 2 is started as first with battery
c) push ECL start pushbutton and then a second time power.
when Ng is at 49 %.
14.Which of the following sentences is wrong considering
10.In case of a ( ) MISCOMPARE caution : data indication on PI on PFD:
a) compare digital/analogue data and continue flight a) Tq is 95 on MFD, 100 on PI with limiting parameter
ITT
b) compare digital/analogue data and land as soon as
practicable b) Tq is 95 on MFD, 95 on PI with limiting parameter
Tq
c) land as soon as practicable.
c) Tq is 95 on MFD, 100 on PI with limiting parameter
11.In case of a ENG ANALOG FAILURE caution, on main Tq.
MFD page :
15.Manual engine starting is achieved by :
a) one/more parameter/s has/have three dashed lines
if analog data selected a) ENG GOV to MAN, ENG MODE to IDLE
b) one/more parameter/s has/have three dashed lines b) ENG GOV to MAN, ENG MODE to OFF
if digital data selected
c) ENG GOV to AUTO, ENG MODE to OFF.
c) all engine parameters have three dashed lines.
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ANNEX A Jan 05/06
 AGUSTA AB 139 TRAINING MANUAL

16.To shutdown an engine in an emergency it's required: 19.In case of engine oil overtemperature:
a) ENG MODE to OFF, ECL to OFF a) ENG OIL TEMP warning caption + WARNING mes-
sage + audio tone
b) ENG MODE to OFF
b) ENG OIL TEMP warning caption + WARNING mes-
c) ECL to OFF. sage
17.Engine starter duty cycle is: c) ENG OIL TEMP caution caption.
a) 30 sec ON, 60 sec OFF, 30 sec ON, 60 sec OFF, 30
20.Manual engine starting is achieved by :
sec ON, 30 min OFF
a) press ECL start pushbutton with ENG GOV to
b) 30 sec ON, 60 sec OFF, 30 sec ON, 60 sec OFF, 30 AUTO
sec ON, 60 min OFF
b) ENG MODE to IDLE
c) 60 sec ON, 30 sec OFF, 60 sec ON, 30 sec OFF, 60
sec ON, 30 min OFF. c) ENG MODE to OFF.

18.If engine doesn't shutdown with ENG MODE to OFF

during the aborted engine start procedure:
a) FUEL PUMP to ON, ENG FUEL to OFF, ECL to
FLIGHT
b) FUEL PUMP to OFF, ENG FUEL to OFF, ECL to
FLIGHT
c) FUEL PUMP to OFF, ENG FUEL to OFF, ECL to
OFF.

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 AGUSTA AB 139 TRAINING MANUAL

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26-10-00.fm ../Figure/TM-39-26-10-003a.gif @ 300 dpi 8 29-11-00.fm ../Figure/TM-39-29-11-002.gif @ 300 dpi 9

26-10-00.fm ../Figure/TM-39-26-10-005.gif @ 300 dpi 9 29-11-00.fm ../Figure/TM-39-29-11-005a.gif @ 300 dpi 11
26-10-00.fm ../Figure/TM-39-26-10-004.gif @ 300 dpi 10 29-11-00.fm ../Figure/TM-39-29-11-006a.gif @ 300 dpi 13
26-20-00.fm ../Figure/TM-39-26-20-001.cgm 4 29-11-00.fm ../Figure/TM-39-29-11-020b.gif @ 300 dpi 15
26-20-00.fm ../Figure/TM-39-26-20-002.cgm 5 29-11-00.fm ../Figure/TM-39-29-11-021b.gif @ 300 dpi 17
26-20-00.fm ../Figure/TM-39-26-20-003.cgm 6 29-11-00.fm ../Figure/TM-39-29-11-007b.gif @ 300 dpi 19
26-20-00.fm ../Figure/TM-39-26-10-003a.gif @ 300 dpi 7 29-11-00.fm ../Figure/TM-39-29-11-008b.gif @ 300 dpi 21
28-10-00.fm ../Figure/TM-39-28-10-001a.cgm 3 29-12-00.fm ../Figure/TM-39-29-12-001a.cgm 4
28-10-00.fm ../Figure/TM-39-28-10-002.cgm 4 29-12-00.fm ../Figure/TM-39-29-12-002a.cgm 5
28-20-00.fm ../Figure/TM-39-28-20-001a.cgm 5 29-12-00.fm ../Figure/TM-39-29-12-003.gif @ 300 dpi 6
28-20-00.fm ../Figure/TM-39-28-20-002b.cgm 6 29-12-00.fm ../Figure/TM-39-29-12-004.gif @ 300 dpi 7
28-20-00.fm ../Figure/TM-39-28-20-012a.cgm 7 29-13-00.fm ../Figure/TM-39-29-12-001a.cgm 3
28-20-00.fm ../Figure/TM-39-28-20-013a.cgm 8 29-13-00.fm ../Figure/TM-39-29-13-001.gif @ 300 dpi 4
28-20-00.fm ../Figure/TM-39-28-20-003.gif @ 300 dpi 9 29-13-00.fm ../Figure/TM-39-29-13-002.gif @ 300 dpi 5
28-20-00.fm ../Figure/TM-39-28-20-009.gif @ 300 dpi 10 29-20-00.fm ../Figure/TM-39-29-20-001.gif @ 300 dpi 4
28-20-00.fm ../Figure/TM-39-28-20-010a.gif @ 300 dpi 11 29-20-00.fm ../Figure/TM-39-29-12-004.gif @ 300 dpi 5
28-40-00.fm ../Figure/TM-39-28-40-001.cgm 5 29-20-00.fm ../Figure/TM-39-29-20-002.gif @ 300 dpi 6
28-40-00.fm ../Figure/TM-39-28-40-002.gif @ 300 dpi 6 29-20-00.fm ../Figure/TM-39-29-10-009.cgm 7
28-40-00.fm ../Figure/TM-39-28-40-007a.cgm 7 29-30-00.fm ../Figure/TM-39-29-10-010a.gif @ 300 dpi 5
28-40-00.fm ../Figure/TM-39-28-20-010a.gif @ 300 dpi 9 29-30-00.fm ../Figure/TM-39-29-10-009.cgm 6
28-40-00.fm ../Figure/TM-39-28-40-009BEa.gif @ 300 dpi 10 29-30-00.fm ../Figure/TM-39-29-30-003Ba.gif @ 300 dpi 7
28-40-00.fm ../Figure/TM-39-28-40-010Ea.gif @ 300 dpi 11 29-30-00.fm ../Figure/TM-39-29-30-004Ea.gif @ 300 dpi 8
29-10-00.fm ../Figure/TM-39-29-10-001.cgm 3 29-30-00.fm ../Figure/TM-39-29-30-006.gif @ 300 dpi 9
29-10-00.fm ../Figure/TM-39-29-10-002.cgm 4 29-30-00.fm ../Figure/TM-39-29-30-007.gif @ 300 dpi 10
29-10-00.fm ../Figure/TM-39-29-10-007.gif @ 300 dpi 6 30-30-00.fm ../Figure/TM-39-30-30-002c.gif @ 300 dpi 4
29-10-00.fm ../Figure/TM-39-29-10-008.gif @ 300 dpi 7 30-30-00.fm ../Figure/TM-39-30-30-001a.cgm 5
29-10-00.fm ../Figure/TM-39-29-10-009.cgm 9 30-30-00.fm ../Figure/TM-39-30-30-003a.cgm 6
29-10-00.fm ../Figure/TM-39-29-10-010a.gif @ 300 dpi 10 30-30-00.fm ../Figure/TM-39-30-30-004a.cgm 7
29-11-00.fm ../Figure/TM-39-29-12-002a.cgm 5 30-40-00.fm ../Figure/TM-39-30-40-001a.gif @ 300 dpi 5
29-11-00.fm ../Figure/TM-39-29-12-001a.cgm 6 30-40-00.fm ../Figure/TM-39-30-40-002.cgm 6
29-11-00.fm ../Figure/TM-39-29-11-001.gif @ 300 dpi 7 31-20-00.fm ../Figure/TM-39-31-20-002.cgm 5
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31-20-00.fm ../Figure/TM-39-31-20-001.gif @ 300 dpi 6 32-40-00.fm ../Figure/TM-39-32-40-008.gif @ 300 dpi 9

31-30-00.fm ../Figure/TM-39-31-30-001.gif @ 300 dpi 9 32-40-00.fm ../Figure/TM-39-32-40-010Ba.gif @ 300 dpi 10
31-30-00.fm ../Figure/TM-39-31-30-002b.cgm 10 32-50-00.fm ../Figure/TM-39-32-50-001a.gif @ 300 dpi 5
31-30-00.fm ../Figure/TM-39-31-30-007.cgm 11 32-50-00.fm ../Figure/TM-39-32-50-007.cgm 6
31-50-00.fm ../Figure/TM-39-31-50-001Ea.gif @ 300 dpi 8 32-50-00.fm ../Figure/TM-39-32-50-004.cgm 7
31-50-00.fm ../Figure/TM-39-31-50-002Ba.gif @ 300 dpi 9 32-50-00.fm ../Figure/TM-39-32-50-006.cgm 8
31-50-00.fm ../Figure/TM-39-31-50-003Ba.gif @ 300 dpi 10 32-50-00.fm ../Figure/TM-39-32-50-005Ba.gif @ 300 dpi 9
31-50-00.fm ../Figure/TM-39-31-50-004Bb.gif @ 300 dpi 11 33-10-00.fm ../Figure/TM-39-33-10-001b.cgm 5
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31-50-00.fm ../Figure/TM-39-31-50-006GHa.cgm 13 33-10-00.fm ../Figure/TM-39-33-10-004a.cgm 7
32-10-00.fm ../Figure/TM-39-32-10-001b.cgm 3 33-10-00.fm ../Figure/TM-39-33-10-006.gif @ 300 dpi 8
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32-10-00.fm ../Figure/TM-39-32-10-006.gif @ 300 dpi 6 33-10-00.fm ../Figure/TM-39-33-10-008.gif @ 300 dpi 10
32-20-00.fm ../Figure/TM-39-32-20-001a.cgm 3 33-20-00.fm ../Figure/TM-39-33-20-001.cgm 4
32-20-00.fm ../Figure/TM-39-32-20-002.gif @ 300 dpi 5 33-20-00.fm ../Figure/TM-39-33-20-002.cgm 5
32-20-00.fm ../Figure/TM-39-32-20-006.gif @ 300 dpi 6 33-20-00.fm ../Figure/TM-39-33-20-003.cgm 6
32-30-00.fm ../Figure/TM-39-32-30-001.gif @ 300 dpi 4 33-20-00.fm ../Figure/TM-39-33-20-004.gif @ 300 dpi 7
32-30-00.fm ../Figure/TM-39-32-30-004.gif @ 300 dpi 5 33-30-00.fm ../Figure/TM-39-33-30-001a.cgm 3
32-30-00.fm ../Figure/TM-39-32-30-005a.gif @ 300 dpi 7 33-40-00.fm ../Figure/TM-39-33-40-001a.cgm 4
32-30-00.fm ../Figure/TM-39-32-30-006a.gif @ 300 dpi 9 33-40-00.fm ../Figure/TM-39-33-40-003C.gif @ 300 dpi 5
32-30-00.fm ../Figure/TM-39-32-30-007b.gif @ 300 dpi 11 33-40-00.fm ../Figure/TM-39-33-40-004.gif @ 300 dpi 6
32-30-00.fm ../Figure/TM-39-32-30-008b.gif @ 300 dpi 13 33-50-00.fm ../Figure/TM-39-33-50-001.cgm 4
32-30-00.fm ../Figure/TM-39-32-30-009b.gif @ 300 dpi 15 33-50-00.fm ../Figure/TM-39-33-50-008.cgm 5
32-30-00.fm ../Figure/TM-39-32-30-010a.gif @ 300 dpi 17 34-20-00.fm ../Figure/TM-39-34-20-010BEa.cgm 4
32-30-00.fm ../Figure/TM-39-32-30-011a.gif @ 300 dpi 19 34-20-00.fm ../Figure/TM-39-34-20-003La.gif @ 300 dpi 5
32-30-00.fm ../Figure/TM-39-32-30-012a.gif @ 300 dpi 21 34-20-00.fm ../Figure/TM-39-34-20-004L.cgm 6
32-30-00.fm ../Figure/TM-39-32-30-013Ba.gif @ 300 dpi 23 34-20-00.fm ../Figure/TM-39-34-20-005L.cgm 7
32-40-00.fm ../Figure/TM-39-32-40-004.cgm 5 34-20-00.fm ../Figure/TM-39-34-20-006L.cgm 8
32-40-00.fm ../Figure/TM-39-32-40-007a.gif @ 300 dpi 6 34-20-00.fm ../Figure/TM-39-34-20-007L.cgm 9
32-40-00.fm ../Figure/TM-39-32-40-017.gif @ 300 dpi 7 34-20-00.fm ../Figure/TM-39-34-20-018.cgm 10
32-40-00.fm ../Figure/TM-39-32-40-006.cgm 8 34-20-00.fm ../Figure/TM-39-34-20-009.gif @ 300 dpi 11
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34-40-00.fm ../Figure/TM-39-34-40-001.cgm 6 63-10-00.fm ../Figure/TM-39-63-10-002.gif @ 300 dpi 4

34-40-00.fm ../Figure/TM-39-34-40-002.gif @ 300 dpi 7 63-20-00.fm ../Figure/TM-39-63-20-001a.cgm 5
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34-40-00.fm ../Figure/TM-39-34-40-004.gif @ 300 dpi 9 63-20-00.fm ../Figure/TM-39-63-20-038.gif @ 300 dpi 7
34-40-00.fm ../Figure/TM-39-34-40-005.gif @ 300 dpi 10 63-20-00.fm ../Figure/TM-39-63-20-004a.gif @ 300 dpi 8
34-40-00.fm ../Figure/TM-39-34-40-006.gif @ 300 dpi 11 63-20-00.fm ../Figure/TM-39-63-20-005.gif @ 300 dpi 9
34-40-00.fm ../Figure/TM-39-34-40-007.gif @ 300 dpi 12 63-30-00.fm ../Figure/TM-39-63-30-001.cgm 3
34-40-00.fm ../Figure/TM-39-34-40-008.cgm 13 63-30-00.fm ../Figure/TM-39-63-30-002.gif @ 300 dpi 4
34-40-00.fm ../Figure/TM-39-34-40-009.cgm 14 63-40-00.fm ../Figure/TM-39-63-40-011.gif @ 300 dpi 7
34-40-00.fm ../Figure/TM-39-34-40-010.gif @ 300 dpi 15 63-40-00.fm ../Figure/TM-39-63-40-007Ba.gif @ 300 dpi 8
52-70-00.fm ../Figure/TM-39-52-70-001.cgm 4 63-40-00.fm ../Figure/TM-39-63-40-012E.gif @ 300 dpi 9
53-20-00.fm ../Figure/TM-39-53-20-002a.cgm 3 63-50-00.fm ../Figure/TM-39-63-51-011.cgm 8
53-20-00.fm ../Figure/TM-39-53-20-001.gif @ 300 dpi 4 63-50-00.fm ../Figure/TM-39-63-51-012a.cgm 9
53-30-00.fm ../Figure/TM-39-53-30-002a.cgm 3 63-50-00.fm ../Figure/TM-39-63-50-002.gif @ 300 dpi 10
53-30-00.fm ../Figure/TM-39-53-30-001.gif @ 300 dpi 4 63-50-00.fm ../Figure/TM-39-63-50-003.gif @ 300 dpi 11
53-40-00.fm ../Figure/TM-39-53-40-002a.cgm 3 63-50-00.fm ../Figure/TM-39-21-20-006Ba.gif @ 300 dpi 12
53-40-00.fm ../Figure/TM-39-53-40-001.gif @ 300 dpi 4 64-10-00.fm ../Figure/TM-39-64-10-001.cgm 3
53-50-00.fm ../Figure/TM-39-53-50-006a.cgm 3 64-10-00.fm ../Figure/TM-39-64-10-002.gif @ 300 dpi 4
53-50-00.fm ../Figure/TM-39-53-50-005.gif @ 300 dpi 4 64-20-00.fm ../Figure/TM-39-64-20-001.gif @ 300 dpi 3
62-10-00.fm ../Figure/TM-39-62-10-001_K.jpg @ 96 dpi 3 64-20-00.fm ../Figure/TM-39-64-20-002.gif @ 300 dpi 4
62-10-00.fm ../Figure/TM-39-62-10-008.cgm 4 64-30-00.fm ../Figure/TM-39-64-30-001.gif @ 300 dpi 3
62-20-00.fm ../Figure/TM-39-62-20-001.cgm 3 64-30-00.fm ../Figure/TM-39-64-30-002.gif @ 300 dpi 4
62-20-00.fm ../Figure/TM-39-62-20-002.cgm 4 64-30-00.fm ../Figure/TM-39-64-30-003.gif @ 300 dpi 5
62-20-00.fm ../Figure/TM-39-62-20-023.gif @ 300 dpi 5 65-10-00.fm ../Figure/TM-39-65-10-001.cgm 3
62-30-00.fm ../Figure/TM-39-62-30-001.cgm 3 65-10-00.fm ../Figure/TM-39-65-10-002a.cgm 4
62-30-00.fm ../Figure/TM-39-62-30-002.cgm 4 65-21-00.fm ../Figure/TM-39-65-21-001a.cgm 3
62-30-00.fm ../Figure/TM-39-62-30-004.cgm 5 65-21-00.fm ../Figure/TM-39-65-21-002.cgm 4
62-40-00.fm ../Figure/TM-39-62-40-001BEa.gif @ 300 dpi 4 65-22-00.fm ../Figure/TM-39-65-22-001.cgm 3
62-40-00.fm ../Figure/TM-39-62-40-004Ba.gif @ 300 dpi 9 65-22-00.fm ../Figure/TM-39-65-22-002.cgm 4
62-40-00.fm ../Figure/TM-39-62-40-005a.cgm 10 65-40-00.fm ../Figure/TM-39-65-40-005a.cgm 6
63-10-00.fm ../Figure/TM-39-63-10-001.cgm 3 65-40-00.fm ../Figure/TM-39-65-40-004Ba.gif @ 300 dpi 7
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67-11-00.fm ../Figure/TM-39-67-11-001.cgm 4 72-00-00.fm ../Figure/TM-39-72-00-004.gif @ 300 dpi 10

67-11-00.fm ../Figure/TM-39-67-11-002.cgm 5 72-00-00.fm ../Figure/TM-39-72-00-005.gif @ 300 dpi 11
67-11-00.fm ../Figure/TM-39-67-11-003.cgm 6 72-00-00.fm ../Figure/TM-39-72-00-006.gif @ 300 dpi 12
67-11-00.fm ../Figure/TM-39-67-11-015a.gif @ 300 dpi 7 73-00-00.fm ../Figure/TM-39-73-00-001.gif @ 300 dpi 3
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67-12-00.fm ../Figure/TM-39-67-12-002.cgm 5 74-10-00.fm ../Figure/TM-39-74-10-001.cgm 4
67-12-00.fm ../Figure/TM-39-67-12-003.gif @ 300 dpi 6 74-10-00.fm ../Figure/TM-39-74-10-003F.gif @ 300 dpi 5
67-12-00.fm ../Figure/TM-39-67-12-031.gif @ 300 dpi 7 74-10-00.fm ../Figure/TM-39-74-10-002BEa.gif @ 300 dpi 6
67-13-00.fm ../Figure/TM-39-67-13-001a.cgm 4 75-00-00.fm ../Figure/TM-39-75-00-001.gif @ 300 dpi 4
67-13-00.fm ../Figure/TM-39-67-13-002.gif @ 300 dpi 5 75-00-00.fm ../Figure/TM-39-75-00-002.gif @ 300 dpi 5
67-21-00.fm ../Figure/TM-39-67-21-023.cgm 4 76-10-00.fm ../Figure/TM-39-76-10-018.gif @ 300 dpi 7
67-21-00.fm ../Figure/TM-39-67-21-001b.cgm 5 76-10-00.fm ../Figure/TM-39-76-10-001.cgm 8
67-21-00.fm ../Figure/TM-39-67-21-002.gif @ 300 dpi 6 76-10-00.fm ../Figure/TM-39-76-10-015.gif @ 300 dpi 9
67-21-00.fm ../Figure/TM-39-67-21-024.gif @ 300 dpi 7 76-10-00.fm ../Figure/TM-39-76-10-007.cgm 10
67-30-00.fm ../Figure/TM-39-67-30-001.cgm 5 76-10-00.fm ../Figure/TM-39-76-10-004Ba.gif @ 300 dpi 11
67-30-00.fm ../Figure/TM-39-67-30-002.cgm 6 76-10-00.fm ../Figure/TM-39-76-10-005BEa.gif @ 300 dpi 12
67-30-00.fm ../Figure/TM-39-67-30-003.gif @ 300 dpi 7 76-10-00.fm ../Figure/TM-39-76-10-017.gif @ 300 dpi 13
67-30-00.fm ../Figure/TM-39-67-30-004.gif @ 300 dpi 8 76-10-00.fm ../Figure/TM-39-76-10-016a.gif @ 300 dpi 14
67-30-00.fm ../Figure/TM-39-67-30-005.gif @ 300 dpi 9 77-40-00.fm ../Figure/TM-39-77-40-001Ba.gif @ 300 dpi 8
67-30-00.fm ../Figure/TM-39-67-30-006.gif @ 300 dpi 10 77-40-00.fm ../Figure/TM-39-77-40-004BEa.gif @ 300 dpi 11
67-30-00.fm ../Figure/TM-39-67-30-007.gif @ 300 dpi 11 77-40-00.fm ../Figure/TM-39-77-40-002Ea.gif @ 300 dpi 21
67-30-00.fm ../Figure/TM-39-67-30-009.gif @ 300 dpi 12 78-10-00.fm ../Figure/TM-39-78-10-001a.cgm 3
71-00-00.fm ../Figure/TM-39-71-00-001.gif @ 300 dpi 4 79-00-00.fm ../Figure/TM-39-79-00-001.gif @ 300 dpi 3
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71-30-00.fm ../Figure/TM-39-71-30-002a.cgm 4 80-10-00.fm ../Figure/TM-39-80-10-001F.gif @ 300 dpi 6
72-00-00.fm ../Figure/TM-39-72-00-001.gif @ 300 dpi 6 80-10-00.fm ../Figure/TM-39-80-10-002BEa.gif @ 300 dpi 7
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