PMC-39-A0126-AF001-00

CHAPTER

INDICATING/RECORDING SYSTEMS

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SECTION 00 - INDICATING/RECORDING SYSTEMS

INDICATING/RECORDING SYSTEMS • The outlet vents.

The indicating/recording systems include the subs-systems that follow:
• The instruments panel.
• The independent instruments.
• The recorders.
• The central computers.
• The central warning system.
• The central display system.

INSTRUMENTS PANEL
The instruments panel is in the cockpit in front of the pilots. On the instrument
panel are installed the components that follow:
• The magnetic compass
• The master alarm panels
• The display units
• The fire detection and extinguishing control panel
• The display controllers
• The remote instrument controllers
• The area microphone
• The clocks
• The ELT remote switch panel
• The placards

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INSTRUMENTS PANEL

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INDEPENDENT INSTRUMENTS
This section includes the components that follow:
• The clocks.
• The magnetic compass.
• The outside air thermometer.

CLOCKS
There are two clocks on the instrument panel, one for copilot and other for pilot.
The clocks are chronometers that give the time and elapsed timer.

MAGNETIC COMPASS
The magnetic compass is installed on a support that is attached at the center
of the glareshield on the instrument panel. The magnetic compass detects and
shows the helicopter heading with reference to the magnetic North.

OUTSIDE AIR THERMOMETER

The outside air thermometer is installed on the right vision window-frame. The
outside air thermometer is an aircraft instrument which measures and shows
the external temperature of the air.

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OUTSIDE THERMOMETER

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RECORDERS
This section includes the systems that follow:
• The flight data recorder system.
• The health and usage monitoring system (HUMS) (optional).

FLIGHT DATA RECORDER SYSTEM

The flight data record system includes the Multi-Purpose Flight Data Recorder
(MPFDR) The MPFDR system is composed by:
• Multi-Purpose Flight Data Recorder
• Cockpit Control Unit
• Area Microphone
• Accelerometer
The MPFDR is a crash protected airborne Multi Purpose Flight Data Recorder
to meet mandatory requirements and is used to record selected aircraft
parameters and 4 audio sources. The MPFDR is in the tail boom.

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FLIGHT DATA RECORDER SYSTEM

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CENTRAL COMPUTERS
The central computer system includes two Modular Avionic units (MAU1 and
MAU2). The MAUs are installed in the left and right avionic bays on the
helicopters [1J]; left and right nose compartment on the helicopters [1L]. The
MAUs are part of the Integrated Avionic System (PRIMUS EPIC). The PRIMUS
EPIC architecture is based on the modular avionics units (MAUs).
The MAUs contain the hardware units that host the subsystems and functions
necessary to operate an aircraft.

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MODULAR AVIONIC UNIT (MAU) 1 INSTALLATION

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MODULAR AVIONIC UNIT (MAU) 2 INSTALLATION

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CENTRAL WARNING SYSTEM

The Central Warning System (CWS) provides system alerts to the aircrew
when unsatisfactory aircraft conditions occur. The CWS include Master Alarm
Panels and Crew Alerting System (CAS) messages, visual indications and
aural warning messages. The system alerts are done by the MAUs.

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CENTRAL WARNING SYSTEM

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CENTRAL DISPLAY SYSTEM

The Central Display System (CDS) is part of the Primus Epic® Integrated
Avionics system and shows all the aircraft data to the pilots via four Display
Units (DUs).Options and modes of the data displays could be selected by
control panels.

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CENTRAL DISPLAY SYSTEM

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SECTION 10 - INSTRUMENT AND CONTROL PANELS

PRIMARY COMPONENTS INSTRUMENT PANEL

The instrument panel installation has the primary components that follow: The instrument panel is installed in the cockpit between the STA 1500.00 and
• The glareshield STA 2065.00. The instrument panel is a frame of an aluminum-lithium alloy.
It is the frame that contains the displays, instruments panel and indicators that
• The top cover are in front of the flight crew.
• The instrument panel frame Two mountings hold the instrument panel and attach it to two vibration
dampers.
A bolt, washer and nut attach each mounting to the rod end of each vibration
GLARESHIELD dampers. Each vibration damper is attached to the cockpit structure with two
bolts and four washers.
The glareshield is installed between the instrument panel frame and the top The vibration dampers prevent damage from helicopter vibrations to the
cover, at BL621.0. equipment installed in the instrument panel.
Seven screws and seven washers attach the glareshield to its supports of the
instruments panel frame.
The glareshield is the protection of the instrument panel from the light that goes
into the cockpit thought the windscreen. Also it decreases the light reflection
around the instrument panel and lets air flow on the instruments to decreases
their temperature.

TOP COVER
The top cover is installed above the glareshield. The top cover is attached to
the instrument panel as follows:
• 16 screws and 16 washers to the forward supports.
• 12 screws and 12 washers to the upper supports.
• 16 screws and 16 washers to the aft supports.

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INSTRUMENTS PANEL INSTALLATION

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SECTION 20 - INDEPENDENT INSTRUMENTS

INDEPENDENT INSTRUMENTS The Number 1 clock has back lighting for connection to the display dimmer
panel. It is readable under all ambient light conditions from darkness, with
This section includes the maintenance data applicable to: internal lighting energized, to bright sunlight.
• The clock installation. An electrical connector connect the Number 1 clock to the circuit breaker CB73.
• The magnetic compass installation.
• The outside air thermometer installation. NUMBER 2 CLOCK
The Number 2 clock (M6) is installed in the right side of the instrument panel
adjacent to the pilot accessibility.
PRIMARY COMPONENTS
The Number 2 clock has a front panel with three push-button switches, a liquid
The primary components of clock installation are: crystal display (LCD) with six numerals and annunciators for indicating the
• The Number 1 clock display mode.
Four screws attach the Number 2 clock to the instrument panel.
• The Number 2 clock The Number 2 clock has these switches:
• The RST or SET push-button switch
NUMBER 1 CLOCK • The MODE push-button switch
The Number 1 clock (M7) is installed in the left side of the instrument panel. • The ST/SP or ADV push-button switch.
The Number 1 clock has a front panel with three push-button switches, a liquid The normal power source for the chronometer is from the aircraft power supply.
crystal display (LCD) with six digit numbers. An internally mounted AAA size alkaline battery is used for keep-alive power
The Number 1 clock has these switches: when the aircraft power is removed.
• The RST or SET push-button switch The chronometer has back lighting for connection to the display dimmer panel.
It is readable under all ambient light conditions from darkness, with internal
• The MODE push-button switch lighting energized, to bright sunlight.
• The ST/SP or ADV push-button switch. The switches have legends to indicate the function of the switch.
Each switch has the indication that show the related functions. Four screws attach the Number 2 clock to the instrument panel. An electrical
The usual power source for the Number 1 clock is from the aircraft power connector connect the Number 2 clock to the circuit breaker CB76.
supply. The Number 2 clock is a chronometer that gives the time, date and elapsed
The Number 1 clock includes an AAA alkaline battery. The battery gives the timer with a hold or time-out feature.
power when the aircraft de-energized.

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CLOCK N.1 AND N.2 INSTALLATION

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SYSTEM OPERATION
The chronometer provides the following operating modes:
• Local Time (LT) of day in a 12 hour format.
• Coordinate Universal Time (UTC), formerly known as Greenwich Time,
in a 24 hour format.
• Flight Time (FLT) that accumulates up to 99 hours, 59 minutes and 59
seconds; the flight time continues to run when the chronometer is in other
modes.
• Stop Watch (SW) that counts up to 99 hours, 59 minutes and 59 seconds;
the stop watch continues to run when the chronometer is in other modes.
• Down Counter (DC) that counts down for a maximum count of 99 hours,
59 minutes and 59 seconds; the down counter continues to run when the
chronometer is in other modes.
The clock installation operates from a 28 VDC power supply. The cockpit
dimming system controls the 28 VDC power supply for the clock green internal
lighting.
The clock has a battery installed in it.

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SYSTEM OPERATION

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CONTROLS AND INDICATORS • Press the ADV to advance the hours, to 23 and then go to 00.
The chronometer is installed on the instruments panel and the controls are on • Set the hours to correspond to a time standard, press SET and minutes
the unit itself. and seconds digits are displayed with the hours digits blank, press
The controls are as follows: ADV and the seconds are reset to 00 and hold, press ADV to advance
1 MODE push-button switch .... it selects the operating mode of the the minutes, to 59 and then go to 00.
display and advances the • SET the minutes to correspond to a time standard + 1 minute.
annunciators across the bottom of
the display. Each time the push-
• Press SET and all digits show the selected time, with the seconds
holding at 00. Start the time counting by pressing the ST/SP when the
button is pressed the different mode time standard reaches the time showing on the display.
is displayed (LT, UTC, FLIGHT, SW,
DC). • FLIGHT setting
2 ST/SP - ADV push-button .......... the ST/SP push-button starts and • while in this mode, the flight timer is not running.
The flight timer runs when the W. OFF W. condition is detected.
stops the stop watch.
• The flight timer stops when the W ON W condition is detected.
3 RST - SET push-button ............
pressing the RST push-button to
reset to zero the stop watch. • Press ST/SP and the flight timer is reset to zero.
The Mode push-button enables the following operating modes:
• LT setting
• while in this mode, press the SET push-button switch, the hours digits
are displayed and the other digits are dark, press the ADV push-button
switch to advance the hours, to 12 and then go to 1.
• Set the hours to corresponding to a time standard.
• Press the SET switch and minutes and seconds digits are displayed
and the hours digits blank, press ADV and the seconds are reset to 00
and hold, press ADV to advance the minutes, to 59 and then to 00.
• Press the SET switch and all digits show the selected time with the
seconds holding at 00.
Start the time counting by pressing the ST/SP switch when the time
standard reaches the time showing on the display.
• UTC setting
• while in this, press the SET push-button switch, the hours digits are
displayed and the other digits are blank.

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CHRONOMETERS CONTROLS AND INDICATORS (SHEET 1 OF 2)

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• STOP WATCH setting

• while in this mode, the ST/SP push-button starts and stops the stop
watch. With the stop watch not running, press RST and the stop watch
is reset to zero.
• Press ST/SP to start the stop watch.
• If the RST is pressed, the stop watch is reset to zero and then
continues to count.
• DOWN COUNTER setting
• while in this mode, the ST/SP starts and stops the counter.
• Press SET and the display shows 0:00:00.
• Press SET a second time to enter the DC set condition. The hours
digits are displayed and the other digits blank.
• Press ADV to advance the hours, to 99 and then go to 0.
• Press SET and the minutes digits are displayed with the other digits
blank.
• Press ADV and hold to advance the minutes, to 59 and then go to 00.
• Press SET and the seconds digits are displayed with the other digits
blank.
• 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.

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CHRONOMETERS CONTROLS AND INDICATORS (SHEET 2 OF 2)

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CHRONOMETERS BATTERY REPLACEMENT

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CAPTIONS The magnetic compass is installed on a support that is attached at the center
of the glareshield with four screws. Two electrical cables connect the magnetic
Cautions and advisories are not involved with the chronometers. compass to the display dimmer panel.
The standard magnetic compass shows the helicopter heading with reference
to the magnetic North. The compass consists of a rotating compass card. Two
MAINTENANCE OPERATION
magnetic bars attached to the compass card make the compensation system.
The internally mounted AAA size alkaline battery should be replaced every 24 The compass card and the magnetic bars are contained in a sealed case filled
months. To replace the battery, remove the chronometer from the instrument with damping fluid. The compass card has lines at 5-degree intervals and
panel first. shows letters and numbers at 30-degree intervals. A lubber line on the
transparent window shows the helicopter heading.
The flight crew can remove the position errors of the magnetic bars through a
LEADING PARTICULARS screw that is installed on the external side of the instrument. The compass has
a backlighting system that is compatible with NVG's.
• Pilot chronometer power supply.................. 28VDC ESS BUS No.2 The INSTR knob on the display dimmer panel controls the lighting of the
• Time keeping accuracy............. better than one second per day magnetic compass.
under stabilized temperature
conditions
• Operating temperature................ -15°C to 70°C. The low operating
temperature is -40°C
• Copilot chronometer power supply............ 28VDC MAIN BUS No.1
• Timekeeping accuracy................. better than one second per day
under stabilized temperature
conditions
• Operating temperature................ -15°C to 70°C. The low operating
temperature is -40°C

MAGNETIC COMPASS INSTALLATION

The primary component of the magnetic compass installation is the magnetic
compass M3.

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MAGNETIC COMPASS INSTALLATION

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OUTSIDE AIR THERMOMETER INSTALLATION

The outside air thermometer is an aircraft instrument which measures and
shows the external temperature of the air. The primary component of the
outside air thermometer installation is the Outside Air Thermometer (OAT).
The OAT is installed in the top of the right direct-vision window-frame at
STA2855. It includes the parts that follow:
• The sunshield.
• The dished washers.
• The bracket.
• The thermometer light.
• The bezel and dial assembly.
The OAT has a temperature range of -70 C thru +50 C. Its dial has luminous
graduations of 10 C measured by means of a bimetallic probe which protrudes
through the right overhead window.
The OAT is installed on the metal tube that is installed on the right vision
window-frame. The OAT bracket is attached to the vision window-frame. The
bracket holds the OAT light. A sunshield is installed on the shaft to give
protection to the metal tube. The holes on the sunshield let the air flow freely
around the metal tube.
The OAT has a bi-metallic element installed in a metal tube.
This element contains two strips of different metals made into a helix and
welded together. One end of the helix is attached to a plug.
The other end of the helix is attached to a spindle with a pointer.
The changes of the external temperature cause a turn movement of the free
end of the bi-metal element.
The OAT has a thermometer light (DS39) controlled by a pushbutton switch
adjacent to the light.

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OUTSIDE THERMOMETER INSTALLATION (SHEET 1 OF 2)

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OUTSIDE THERMOMETER INSTALLATION (SHEET 2 OF 2)

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SECTION 30 - RECORDERS

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

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENTS LOCATION (SHEET 1 OF 10)

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENTS LOCATION (SHEET 2 OF 10)

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENTS LOCATION (SHEET 3 OF 10)

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENTS LOCATION (SHEET 4 OF 10)

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENTS LOCATION (SHEET 5 OF 10)

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENTS LOCATION (SHEET 6 OF 10)

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENTS LOCATION (SHEET 7 OF 10)

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENTS LOCATION (SHEET 8 OF 10)

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENTS LOCATION (SHEET 9 OF 10)

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MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM COMPONENTS LOCATION (SHEET 10 OF 10)

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OPERATION The primary recording data and audio parameters of the MPFDR are the
following:
An MPFDR Cockpit Control Unit (CCU), installed in the Avionics Bay provides
to the Flight Crews the control of the following functions: • 4 Audio channel input (including Cockpit Voice Recorder input and
providing also radio COMMs, NAV and Approach aids signals):
• A TEST function of the system • CH1: Cabin ICS;
• A Voice Erase of the Cockpit Voice Recording • CH2: Copilot Headset;
• A FDR RCDR • CH3: Pilot Headset;
None of the above controls need to be used by the pilot in Flight. • CH4: Cockpit Microphone.
The MPFDR Cockpit Control Panel indicates to the Flight Crew the following • Flight Data aircraft parameters input selected from MAU No. 1.
functions: • Audio output going to the Headphone Jack via the MPFDR Control Panel
• CVR FAIL indication visible on the CAS to monitor the sum of all the Audio Channel input on the Ground only.
The Cockpit Voice Recording starts automatically on the application of power
• FDR FAIL indication visible on the CAS to the MPFDR and stops within 10 minutes if the now recording condition
persists. The CVR recording restarts for 10 minutes if the TEST pushbutton is
The CVR and FDR fail lights on the CCU indicate both a recognized failure in activated.
the CVR/FDR system or a CVR/FDR non-recording mode. The CCU fail lights If one engine not OFF or aircraft not on ground, the FDR/ CVR data recording
are not constrained by any suppression logic, they just visualize the current start automatically.
MPFDR status. When the aircraft is on ground and both engines OFF, the FDR data recording
stops immediately while the CVR data recording stops within 10 minutes.
The CCU has a Headphone jack socket too.

The Multi Purpose Flight Data Recorder Unit Cockpit Area Microphone
The MPFDR records selected aircraft parameters, including audio, into Solid The Remote Microphone records the conversation of the Flight Crew and the
State Non-volatile Memory. The MPFDR retains, as a minimum, either the different noises in the Cockpit. It is mounted on the Instrument Panel in a
most recent of aircraft data and the most recent 120 minutes of four audio suitable location to provide the main audio source or to supplement the Internal
sources. Microphone on the Control Unit.
The MPFDR is designed to operate in conjunction with the Modular Avionics
Unit and suitable Portable Replay Equipment (PRE) for maintenance purpose.
An Underwater Locator Beacon (ULB) is fitted to the Crash Survivable Memory Accelerometer
Module as an aid to location in the event of an accident over water.
The Accelerometer sends data to the MAU No. 1 the different acceleration of
the three axes: lateral, longitude, vertical. it is mounted inside the baggage

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compartment and it is supplied from the same power supply of the MPFDR. Its
ranges are:
• Vertical: +6G to -3G;
• Longitudinal: +/- 1G;
• Lateral: +/- 1G.

Fdr, Cvr System Check For Maintenance Purpose

It is possible to download the MPFDR, CVR information from the MPFDR on
to a copy PC. The downloaded data can be transferred to an analysis PC for
investigation.
The MPFDR System Check maintenance is carried out with the MPFDR ON
or removes it from the aircraft and not in Flight.

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 PMC-39-A0126-AF001-00

ICN-39-A-313000-G-A0126-01334-A-01-1

MULTIPURPOSE FLIGHT DATA RECORDER ELECTRICAL SCHEMATIC

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 PMC-39-A0126-AF001-00

MPFDR OPERATION

FDR CAPACITY • 25 hours Flight parameters

• 2 hours Audio Voice data
AUDIO VOICE RECORDING STARTS AFTER A/C POWER APPLIED

AUDIO RECORDING WILL STOP AFTER 10 MINS UNLESS • Weight On Wheels is false, or
• Eng 1 is not OFF, or
• Eng 2 is not OFF
AUDIO VOICE DATA RECORDER FOR 2 HOURS

AUDIO RECORDING WILL CONTINUE FOR 10 MINS AFTER A/C SHUT DOWN

FLIGHT DATA RECORDING WILL BE PERFORMED ONLY WHEN • Weight On Wheels is false, or
• Eng 1 is not OFF, or
• Eng 2 is not OFF
MODULAR AVIONIC UNIT #1 TRANSFER FLIGHT DATA VIA ARINC 573 DATABUS TO FDR

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

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 PMC-39-A0126-AF001-00

NO. PARAMETER TYPE OF SIGNAL SOURCE

2a Pressure Altitude (ALT) ASCB-D ADC1, ADC2

2b Vertical Speed (VS) ASCB-D ADC1, ADC2

3 Indicate Airspeed (IAS) ASCB-D ADC1, ADC2

4 Magnetic Heading ASCB-D AHRS1, AHRS2

4 Magnetic Variation ASCB-D AHRS1, AHRS2

5a Normal Acceleration Analog Tri-axial Accelerometer

5b Tri-Axial Accelerometer Valid Analog Tri-axial Accelerometer

5c Normal Acceleration (AHRS) ARINC-429 AHRS1, AHRS2

6 Pitch Attitude ASCB-D AHRS1, AHRS2

7a Pitch Altitude ASCB-D AHRS1, AHRS2

8a Radio PTT key (pilot) Discrete PTT Switch (pilot)

8b Radio PTT key (co-pilot) Discrete PTT Switch (co-pilot)

9a NF1 & 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

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 PMC-39-A0126-AF001-00

NO. PARAMETER TYPE OF SIGNAL SOURCE

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

11a Collective Pitch Rs-422A EEC1, EEC2

11b Longitudinal Cyclic Analog RVDT (dual sensor – AFCS)

11c Lateral Cyclic Analog RVDT (dual sensor – AFCS)

11d Tail Rotor Pedal Analog RVDT (dual sensor – AFCS)

11e Hydraulic 1 Selection Discrete Switch

11f Hydraulic 2 Selection Discrete Switch

12a Hydraulic 1 Low Pressure Discrete Pressure Switch

12b Hydraulic 2 Low Pressure Discrete Pressure Switch

12c Hydraulic 1 / 2Oil Temp Analog Sensor

13 T1, OAT RS-422A 6 Anal. EEC, EEC2 and OAT Probe 1&2

14 AFCS Mode and Engagement Digital (ASCB) AFCS Mode Selector

15a SAS1 On Discrete SA1 Controller

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 PMC-39-A0126-AF001-00

NO. PARAMETER TYPE OF SIGNAL SOURCE

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

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

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 PMC-39-A0126-AF001-00

NO. PARAMETER TYPE OF SIGNAL SOURCE

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-422 EEC1, EEC2

26j ADC1 & ADC2 Valid ASCB-D ADC1, ADC2

26k AHRS1 & AHRS2 Valid ASCB-D AHRS1, AHRS2

26l NAV1 & NAV2 Valid ASCB-D MRC1, MRC2

26m DME Valid ASCB-D MRC1

26n FMS Valid ASCB-D FMS (if installed)

26o All “Amber” Cautions Digital MAU (acquired each 4 seconds)

26p MAU 1 / 2 failure on PFDs Digital DU

26q 1 / 2 CAS Miscomp. on PFDs Digital MAU

27 VOR/ILS 1 & 2 Frequency ASCB-D MRC1, MRC2

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 PMC-39-A0126-AF001-00

NO. PARAMETER TYPE OF SIGNAL SOURCE

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)

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)

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 PMC-39-A0126-AF001-00

NO. PARAMETER TYPE OF SIGNAL SOURCE

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)

44c Selected flight path (All pilot selectable course of operation: VOR 1 / 2, LOC 1 / 2, FMS 1 / ASCB-D PFD (Pilot)
2

44d Selected flight path (All Co-Pilot selectable course of operation: VOR 1 / 2, LOC 1 / 2, FMS ASCB-D PFD (Co-Pilot)
1/2

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

45b Selected Decision Height (Co-Pilot) ASCB-D PFD (Co-Pilot)

46a PFD Format (Pilot) ASCB-D PFD (Pilot)

46b PFD Format (Co-Pilot) ASCB-D PFD (Co-Pilot)

47a MFD Format (Pilot) ASCB-D MFD (Pilot)

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 PMC-39-A0126-AF001-00

NO. PARAMETER TYPE OF SIGNAL SOURCE

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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 PMC-39-A0126-AF001-00

ground with engines OFF for

maintenance purpose.
MPFDR SYSTEM CONTROLS
5 HEADSET jack socket .............. this receptacle is used to test the
The MPFDR controls are housed on the Cockpit Control Unit located on the audio coming from cockpit area
left E-E Bay (central shelf). The CAS message window No.1 displays the microphone and flight crew
caution messages. interphones. This function is used
The CCU provides the following functions: only on ground with engines OFF.
1 TEST pushbutton ....................... when pressed, initiates its 6 ERASE pushbutton ................. when pressed for more than two
requested Built-In-Test function. seconds, initiates the Cockpit Voice
The two leds illuminates for 8 sec. Recorder erase cycle only. This
about, after which each is function is enable on ground with
asserted only if its associated test engines OFF. The erase lasts for
is failed. This action also initiates approximately 5 sec during which
the CVR recording for 10 minutes. period the CVR FAIL yellow led will
2 CVR FAIL yellow led .............. illuminates steady or flashes. steady flash.
when a fail has been detected after
BIT sequence or when the MPFDR
has been put into a non-recording
mode.
Flashes during data recovery or
Voice Erase modes. This led is OFF
if no problem exists (recording
mode).
3 FDR FAIL yellow led .............. illuminates steady or flashes.
Steady when a fail has been
detected after BIT sequence or
when the MPFDR has been put into
a non-recording mode. Flashes
during data recovery or Voice Erase
modes. This led is OFF if no problem
exists (recording mode).
4 FDR RCRD spring loaded when set to RCRD, the system is
momentary toggle switch: ......... forced recording parameter on

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 PMC-39-A0126-AF001-00

ICN-39-A-313000-G-A0126-02946-A-01-1

MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM CONTROLS

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 PMC-39-A0126-AF001-00

MPFDR SYSTEM INDICATING

The caution provided in the CAS message window is as follows:
1 CVR FAIL ............................. when a malfunction of the CVR or a
non-recording mode with at least one
engine running is detected.
2 FDR FAIL ............................. when a malfunction of FDR or a non-
recording mode with at least one
engine running is detected.

NOTE A
The above cautions are suppressed on ground if engines OFF or
starting not active.

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 PMC-39-A0126-AF001-00

ICN-39-A-313000-G-A0126-01340-A-01-1

MULTIPURPOSE FLIGHT DATA RECORDER SYSTEM INDICATING

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 PMC-39-A0126-AF001-00

LEADING PARTICULARS
• Multipurpose Flight Data Recorder
- Nominal supply voltage................... 28VDC (ESS BUS No.1)
• Cockpit Control Unit
- Nominal supply voltage.......... 18VDC ±1VDC (from the
MPFDR)
- Current consumption.......................................... 100 mA max
• Accelerometer
- Nominal supply voltage................... 28VDC (ESS BUS No.1)
• Underwater acoustic beacon
- Operating frequency................................... 37.5 KHz ±1 KHz
- Operating depth....................................... surface to 20.000 ft
- Pulse length................................ not less than 9 milliseconds
- Pulse repetition rate................. not less than 0.9 pulse per
second
- Useful life................................................................. six years
- Operating life........................................... 30 days (minimum)
• Battery characteristics.................................. single cell, six year life

End of data module 39-A-31-30-00-00A-046A-T

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 PMC-39-A0126-AF001-00

PAGE INTENTIONALLY LEFT BLANK

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 PMC-39-A0126-AF001-00

SECTION 40 - GENERAL COMPUTERS

GENERAL DESCRIPTION • MAU 2 PRI PWR connected to ESS 1 bus

The Central Computer includes the systems that follow: • MAU 2 AUX PWR connected to ESS 2 bus
The number 1 modular avionics unit system.
The number 2 modular avionics unit system. NOTE A
The PRIMUS EPIC® system is an Integrated Avionic System whose MAU 1 power inputs are connected to ESS 1 and ESS 2 buses when
architecture is based on the modular avionics units (MAUs). the aircraft is on the ground or when starting an engine.
The two Modular Avionics Units:
• handle, compute and distribute data of all aircraft systems to the four Two electrical fans are installed in each MAU cabinet to keep the electronic
Display Units modules cool; they are automatically operated and monitored.
• interface mechanical and virtual controllers to control the displays and
the avionics
• integrate the functions of crew alerting, navigation and autoflight systems
The MAUs contain the hardware units that host the subsystems and functions
necessary to operate an aircraft. All the hardware units, installed inside the
MAUs, are called line replaceable modules (LRM).The Modular Avionics Unit
is a cabinet that contains line replaceable modules that integrate the different
MAU functions.
The most important modules are duplicated in MAU 1 and MAU 2 for
redundancy, while other modules are single.
The MAU uses a Digital Engine Operating System (DEOS) and data is made
available through a bus (called Virtual Back Plane Peripheral Component
Interconnect (VbPCI) bus) that connects the NIC to all the modules in the MAU
and to the ASCB-D.
The Power Supply module in each MAU is supplied with two 28 VDC inputs
for redundancy: one power input only is used at a time.
Two circuit breakers are therefore provided for each MAU:
• MAU 1 PRI PWR connected to MAIN 1 bus
• MAU 1 AUX PWR connected to MAIN 2 bus

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ICN-39-A-314000-G-A0126-02947-A-01-1

SHORT NOSE – MODULAR AVIONIC UNIT (MAU 1) INSTALLATION

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DESCRIPTION AND OPERATION OF MAJOR COMPONENTS

MAU 1
The MAU 1 is installed in the left avionic bay (helicopters [1J]/left nose
compartment (helicopters [1L].
The MAU1 system includes the primary components that follow:
• The Number 1 Modular Avionic unit system (MAU1) cabinet
• The Number 1 Power Supply (PS1) module
• The Number 1 Custom Input/Output (CSIO1) module
• The Control Input/Output (CIO1) module
• The Air Management module
• The Number 1 Network Interface Controller/processor (NIC/PROC1)
module
• The Number 1 Actuator Input/output Processor (AIOP1) module
• The Number 3 Actuator Input/output Processor (AIOP3) module
• The Central Maintenance Computer (CMC)
• The Number 1 fan assembly
• The Configuration Module.

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ICN-39-A-314000-G-A0126-02948-A-01-1

LONG NOSE – MODULAR AVIONIC UNIT (MAU 1) INSTALLATION

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NUMBER 1 MODULAR AVIONICS UNIT (MAU1) CABINET

The MAU1 cabinet is installed in the left avionic bay (helicopters [1J]/left nose
compartment (helicopters [1L].
The three swing bolts, clamps and a bracket attach the MAU cabinet to its
mounting platform. The bracket holds the mounting wedge.
The MAU1 cabinet contains the modules that follow:
• The Power Supply module
• The NIC/PROC module
• The six User Modules.
It has slots to hold the modules.
The MAU1 cabinet also contains the back plane bus, slots, cam bar, the
Number 1 fan assembly and the related support.

CENTRAL MAINTENANCE COMPUTER MODULE (CMC)

The CMC module is installed in the MAU1 cabinet. It is installed on the left side
of the cabinet. The module it is aligned to the number 9 mark on the cam bar.
Two jackscrews attach the CMC module to the MAU1 cabinet. The CMC
module has a backshell, which is attached to the module with two captive
screws. On top of the backshell there is a hook that engages the cam bar of
the MAU1 cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.

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ICN-39-A-314000-G-A0126-01394-A-01-1

NUMBER 1 MODULAR AVIONIC UNIT (MAU 1) (SHEET 1 OF 4)

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NUMBER 3 ACTUATOR INPUT/OUTPUT PROCESSOR The backshell also has an alignment pin that engages the keyway in the
(AIOP3) MODULE module to align the two components.

The AIOP3 module is installed in the MAU1 cabinet, on the left side. Two
jackscrews hold the AIOP3 module in its slot in the MAU1 cabinet. CONFIGURATION MODULE
The AIOP3 module has a backshell, which is attached to the module with two
The configuration module is installed in the NIC/PROC backshell connector
captive screws. On top of the backshell there is a hook that engages the cam
and connects to the NIC/PROC module. The configuration module memorizes
bar of the MAU1 cabinet, thus the backshell cannot move.
equipment data, rigging data and the primary identification data.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.

NUMBER 1 ACTUATOR INPUT/OUTPUT PROCESSOR

(AIOP1) MODULE
The AIOP1 module is installed in the MAU1 cabinet, on the left side. Two
jackscrews hold the AIOP1 module in its slot in the MAU1 cabinet.
The AIOP1 module has a backshell, which is attached to the module with two
captive screws. On top of the backshell there is a hook that engages the cam
bar of the MAU1 cabinet, thus the backshell cannot move.
The backshell also has a alignment pin that engages the keyway in the module
to align the two components.

NUMBER 1 NETWORK INTERFACE CONTROLLER/

PROCESSOR (NIC/PROC1) MODULE
The NIC/PROC1 module is installed in the MAU1 cabinet. It is installed on the
left side of the cabinet, adjacent to the air management module. Two
jackscrews attach the NIC/PROC1 module to the MAU1 cabinet.
The NIC/PROC1 module has a backshell, which is attached to the module with
two captive screws. On top of the backshell there is a hook that engages the
cam bar of the MAU1 cabinet, thus the backshell cannot move.

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ICN-39-A-314000-G-A0126-01395-A-01-1

NUMBER 1 MODULAR AVIONIC UNIT (MAU 1) (SHEET 2 OF 4)

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 PMC-39-A0126-AF001-00

AIR MANAGEMENT MODULE

An Air Management Module (AMM) is installed in the MAU1 cabinet. It is
installed on the right side of the MAU1 cabinet adjacent to the CIO1 module.
Two jackscrews hold the AMM module in its slot in the MAU1 cabinet.

NUMBER 1 CONTROL INPUT/OUTPUT (CIO1) MODULE

The CIO1 module is installed in the MAU 1 cabinet. It is installed on the right
side of the cabinet, adjacent to the CSIO1 module. Two jackscrews attach the
CIO1 module to the MAU1 cabinet.
The CIO1 module has a backshell, which is attached to the module with two
captive screws. On top of the backshell there is a hook that engages the cam
bar of the MAU1 cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.

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ICN-39-A-314000-G-A0126-01400-A-01-1

NUMBER 1 MODULAR AVIONIC UNIT (MAU 1) (SHEET 3 OF 4)

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 PMC-39-A0126-AF001-00

NUMBER 1 POWER SUPPLY (PS1) MODULE

The PS1 module is installed in the MAU1 cabinet, on the right side. Two
jackscrews hold the PS1 in its slot.
The PS1 module has a backshell, which is attached to the module with the two
captive screws. On top of the backshell there is a hook that engages the cam
bar of the MAU1 cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.
A handle is installed on the module front to make its installation and removal
easier.

NUMBER 1 CUSTOM INPUT/OUTPUT (CSIO1) MODULE

The CSIO module is installed in the MAU1 cabinet. It is installed on the right
side of the cabinet, adjacent to PS1 module.
Four jackscrews attach the CSIO1 module to the MAU1 cabinet.
The CSIO1 module has two backshell, which are attached to the module with
four captive screws.
On top of the backshell there is a hook that engages the cam bar of the MAU1
cabinet, thus the backshell cannot move.
Each backshell also has an alignment pin that engages the keyway in the
module to align the two components.

NUMBER 1 FAN ASSEMBLY

The Number 1 fan-assembly is installed in the rear side of the MAU1 cabinet.
Eighteen screws attach the Number 1 fan-assembly to the housing assembly.
Two electrical connectors connects the Number 1 fan-assembly to the MAU1
cabinet. The PS1 module energizes the Number 1 fan assembly.

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ICN-39-A-314000-G-A0126-01401-A-01-1

NUMBER 1 MODULAR AVIONIC UNIT (MAU 1) (SHEET 4 OF 4)

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 PMC-39-A0126-AF001-00

MAU 2
The MAU 2 is installed in the right avionic bay (helicopters [1J])/right nose
compartment (helicopters [1L]).
The Number 2 Modular avionics unit system (MAU2) system includes the
primary components that follow:
• The Number 2 Modular Avionic unit system (MAU2) cabinet
• The Number 2 Power Supply (PS2) module
• The Number 2 Custom Input/Output (CSIO2) module
• The Data base module (DBM)
• The Number 2 Network Interface Controller/processor (NIC/PROC2)
module
• The Number 2 Actuator Input/output Processor (AIOP2) module
• The Number 4 Actuator Input/output Processor (AIOP4) module
• The Global Positioning System (GPS) (optional).

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ICN-39-A-314000-G-A0126-02949-A-01-1

SHORT NOSE – MODULAR AVIONIC UNIT (MAU 2) INSTALLATION

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ICN-39-A-314000-G-A0126-02950-A-01-1

LONG NOSE – MODULAR AVIONIC UNIT (MAU 2) INSTALLATION

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NUMBER 2 MODULAR AVIONIC UNIT SYSTEM (MAU2)

CABINET
The MAU2 cabinet is installed in the right avionic bay helicopters [1J] right nose
compartment helicopters [1L].
The three swing bolts, clamps and a bracket attach the MAU2 cabinet to its
mounting platform. The bracket holds the mounting wedge.
The MAU2 cabinet has slots to hold the modules that follow:
• The Power Supply module
• The NIC/PROC module
• The six User Modules.
The MAU2 cabinet also contains the back plane bus, slots, cam bar, the
Number 2 fan assembly and the related support.

GLOBAL POSITIONING SYSTEM (GPS) MODULE

The GPS module is installed in the MAU2 cabinet. It is installed on the left side
of the cabinet, adjacent to the AIOP4 module.
Two jackscrews hold the GPS module in its slot in the MAU2 cabinet.
The GPS module has a backshell, which is attached to the module with two
captive screws. On top of the backshell there is a hook that engages the cam
bar of the MAU2 cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.

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ICN-39-A-314000-G-A0126-01404-A-01-1

NUMBER 2 MODULAR AVIONIC UNIT (MAU 2) (SHEET 1 OF 4)

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 PMC-39-A0126-AF001-00

NUMBER 4 ACTUATOR INPUT/OUTPUT PROCESSOR

(AIOP4) MODULE
The AIOP4 module is installed in the MAU2 cabinet. It is installed on the left
side of the cabinet, adjacent to the AIOP2 module. Two jackscrews hold the
AIOP4 module in its slot in the MAU2 cabinet.The AIOP4 module has a
backshell, which is attached to the module with two captive screws. On top of
the backshell there is a hook that engages the cam bar of the MAU2 cabinet,
thus the backshell cannot move.The backshell also has an alignment pin that
engages the keyway in the module to align the two components.

NUMBER 2 ACTUATOR INPUT/OUTPUT PROCESSOR

(AIOP2) MODULE
The AIOPA2 module is installed in the MAU2 cabinet. It is installed on the left
side of the cabinet, adjacent to the NIC/PROC2 module. Two jackscrews hold
the AIOP2 module in its slot in the MAU2 cabinet.
The AIOP2 module has a backshell, which is attached to the module with two
captive screws. On top of the backshell there is a hook that engages the cam
bar of the MAU2 cabinet, thus the backshell cannot move.The backshell also
has an alignment pin that engages the keyway in the module to align the two
components.

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ICN-39-A-314000-G-A0126-01405-A-01-1

NUMBER 2 MODULAR AVIONIC UNIT (MAU 2) (SHEET 2 OF 4)

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NUMBER 2 NETWORK INTERFACE CONTROLLER/

PROCESSOR (NIC/PROC2) MODULE
The NIC/PROC2 module is installed in the MAU2 cabinet. It is installed on the
left side of the cabinet, adjacent to the database module. Two jackscrews
attach the NIC/PROC2 module to the MAU2 cabinet.
The NIC/PROC2 module has a backshell, which is attached to the module with
two captive screws. On top of the backshell there is a hook that engages the
cam bar of the MAU2 cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.

DATA BASE MODULE

The data base module is installed in the MAU2 cabinet. It is installed on the
right side of the cabinet, adjacent to the CIO2 module. Two jackscrews attach
the data base module to the MAU2 cabinet.

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ICN-39-A-314000-G-A0126-01406-A-01-1

NUMBER 2 MODULAR AVIONIC UNIT (MAU 2) (SHEET 3 OF 4)

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NUMBER 2 CONTROL INPUT/OUTPUT (CIO2) MODULE

The CIO2 module is installed in the MAU2 cabinet. It is installed on the right
side of the cabinet, adjacent to the CSIO2 module. Two jackscrew attach the
CIO2 module to the MAU2 cabinet.
The CIO2 module has a backshell, which is attached to the module with two
captive screws. On top of the backshell there is a hook that engages the cam
bar of the MAU2 cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.

NUMBER 2 CUSTOM INPUT/OUTPUT (CSIO2) MODULE

The CSIO2 module is installed in the MAU2 cabinet. It is installed on the right
side of the cabinet, adjacent to the PS2 module.
Two jackscrews attach the CSIO2 module to the MAU2 cabinet.
The CSIO2 module has two backshells, which are attached to the module with
four captive screws. On top of each backshell there is a hook that engages the
cam bar of the MAU2 cabinet, thus the backshell cannot move.
Each backshell also has an alignment pin that engages the keyway in the
module to align the two components.

NUMBER 2 POWER SUPPLY (PS2) MODULE

The PS2 module is installed in the right side of the MAU2 cabinet. Two
jackscrews hold the PS2 in its slot.
The PS2 has a backshell, which is attached to the module with two captive
screws. On top of the backshell there is a hook that engages the cam bar of
the MAU2 cabinet, thus the backshell cannot move.
The backshell also has an alignment pin that engages the keyway in the
module to align the two components.A handle is installed on the module front
to make its installation and removal easier.

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ICN-39-A-314000-G-A0126-01407-A-01-1

NUMBER 2 MODULAR AVIONIC UNIT (MAU 2) (SHEET 4 OF 4)

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NUMBER 2 FAN ASSEMBLY

The Number 2 fan-assembly is installed in the rear side of the MAU2 cabinet.
Eighteen screws attach the Number 2 fan-assembly to the housing assembly.
Two electrical connectors connects the Number 2 fan-assembly to the MAU2
cabinet. The PS2 module energized the Number 2 fan assembly.

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ICN-39-A-314000-G-A0126-01408-A-01-1

FAN ASSEMBLY

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OPERATION
The Modular Avionics Unit system (MAU) transmits and receives data through
the ASCB-D bus and the LAN bus. The Custom I/O (CSIO), Control I/O (CIO)
and the other modules send the data from the sensors and the systems to the
processor modules. The processor modules give at output the data to control
and monitor the helicopter.
The most important module in the MAU is the NIC/PROC (Network Interface
Controller and Processor) module which:
• Handles, processes and distributes all the data via the ASCB D
• Provides the Monitoring Warning Function
• Houses the Flight Management System (FMS) software
Failure of the NIC/PROC module causes the total failure of the MAU that is
annunciated by the 1(2) MAU caution message in the bottom left corner of both
PFDs.
Interface with aircraft systems, controllers and sensors is provided by two
modules in each MAU:
• CIO (Control Input/Output) module
• CSIO (Custom Input/Output) module
Only the CSIO module in MAU 2 provides Aural Warning Generator function
(see chapter 31-50).
Each MAU also contains two AIOP (Actuator Input/Output with Processor)
modules: they provide AFCS functions (see chapter 22 00).
The GPS module and the DATABASE module are only provided in MAU 2 (see
chapter 34 00).
The CMC (Central Maintenance Computer) module and the optional VIDEO I/
O module are only provided in MAU 1.

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ICN-39-A-314000-G-A0126-01409-A-01-1

MODULAR AVIONIC UNIT SYSTEM (SHEET 1 OF 2)

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The MAU system is a hardware cabinet that contains the line replaceable
modules (LRM). The LRMs connect to the avionics-standard communications
bus, version D (ASCB-D). The ASCB-D network interchanges data between
the primary-system computers. All modules are connect to the high-speed
parallel backplane bus in the MAU. Only the PS and GPS modules are not
connect to backplane bus. The GPS module only receives power and serial
data from the backplane bus. To transmit data between the ASCB-D and the
internal modules, the MAU channel uses a NIC/PROC module. The NIC/PROC
supplies a high-integrity, high availability procedure for connection of the MAU
and the displays to the ASCB-D. Each NIC/PROC connects to three of the four
ASCB-D buses. Each NIC/PROC transmits and receives on one onside-
primary and one onside-backup ASCB-D bus and receives only on the cross-
side-primary ASCB-D bus. The NIC/PROC modules in the MAU connect to a
configuration module to receive configuration data.
Each module uses the BIC to connect to the backplane bus in the MAU.
The NIC/PROC module includes a LAN. The LAN connects to the CMC for
system maintenance and to the RMT for software and database updates. The
LAN gives the access to tests tools. The MAU has the input/output (I/O),
processing, and data base storage modules. These modules are linked to the
Avionics Standard Communication Bus (ASCB) of the Network Interface
Controller with the Processor (NIC/PROC) module and Power Supply Module
(PSM).
Each module has a standard interface (the Backplane Interface Controller
(BIC)) to supply data to the MAU.
The MAU sends and receives data through the ASCB-D and the Local Area
Network (LAN).

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ICN-39-A-314000-G-A0126-01410-A-01-1

MODULAR AVIONIC UNIT SYSTEM (SHEET 2 OF 2)

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POWER SUPPLY (PS) MODULE • The RS-422 receivers

The PS module energizes the MAU with 28 V DC power. Two 28 V DC inputs • The low-level DC inputs
are available for each MAU, by aircraft power buses. The tachometer inputs
•
• The discrete inputs
CUSTOM INPUT/OUTPUT (CSIO) MODULE The AC analog inputs
•
The CSIO module uses I/O conversion routines to change external I/O data to The Linear Variable Displacement Transformer (LVDT) inputs.
•
and from the ASCB-D network. The CSIO module uses two MAU slots. The
module is only connected to one of the backplanes in the two slots. The main
circuit card in the CSIO is a generic I/O card that supplies ARINC 429, discrete,
CIO MODULE
and analog I/O interfaces.
• The generic I/O card has the inputs that follows: The CIO module is an interface for the external I/O data on the ASCB-D. The
CIO module is an interface for the system display controllers, cursor control
• The ground/open discrete input devices (CCD) and the multifunction control display units (MCDU). The CIO2
• The single-ended DC analog input module also has an aural warning circuitry that cause warning to be heard in
the cockpit.
• The differential DC analog input
The module also supplies the interfaces that follow:
• The thermistor/resistive thermal device input • The RS-422 receivers
• The potentiometer Input. • The RS-422 transmitters
The generic I/O card also has the interfaces that follow: The RS-232 receiver
•
• The multiple discrete Inputs (ground/open and/or 28 V DC/open) The RS-232 transmitter
•
• The multiple ARINC 429 receivers (high or low speed) The ARINC 429 receivers
•
• The multiple ground/open, 200 mA discrete inputs. The analog audio generator with two buffered outputs (for aural warning)
•
The second circuit card in the CSIO module has more inputs and custom
interfaces than those available on the generic I/O card. The second circuit card • The ground/open discrete input
is connected to the generic I/O card through a mezzanine connector. The • The 28 V DC/open discrete input (for aural warning)
processor on the generic I/O card controls the hardware on the custom I/O
card. • The versatile discrete inputs (any combination of ground/open or 28 V
DC/open)
• The custom I/O card has the circuits that follow:
• The ground/open discrete outputs (500 mA each)
• The thermocouple inputs

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• The 28 V DC/open discrete output (used for guidance controller) receives from the NIC, and sends them to the modules in sequence. But the
transmission occurs only when the modules are prepared to receive the data.
• The +5 V DC/ground power output (used for guidance controller). The hardware mechanism that stores, transmits and receives the data in
sequence is the BIC frame buffer. The BIC frame buffer has dual ports and
uses Random Access Memory (RAM). The NIC and the MAU can read and
AIR MANAGEMENT MODULE write to the BIC frame buffer.
The air management module is a card without data on it that has a front plate To decode and encode the data to and from the BIC, the MAU modules use a
and is attached to the MAU with jackscrews. This module is installed in each software function of the module processing circuit. This is a standard function
empty slot of the MAU to help control the airflow to the modules. the name of which is Periodic Device Driver (PDD). The PDD is a high-integrity,
table-driven routine. It applies ASCB-D data to software functions available on
the modules that are synchronized with the ASCB-D network.
DATA BASE MODULE The NIC/PROC modules supply the interface between the internal MAU
backplane, the ASCB-D, and the LAN.
The database module is installed in the MAU2 cabinet It has a central area that
The NIC/PROC controls all the data interchanged between the modules and
stores the data. It also stores a backup copy of the MAU flight software and of
the ASCB-D/LAN. The NIC/ PROC module uses two slots in the MAU cabinet.
the maintenance database. The backup copies let the software be installed
The NIC/PROC module does the functions of a processor module. The primary
when an LRM is replaced. The database module uses a solid-state non-volatile
function of the NIC/PROC is to let the MAU modules access the ASCB-D and
memory.
the LAN.
The NIC/PROC also:
NETWORK INTERFACE CONTROLLER WITH PROCESSOR • Synchronizes the ASCB-D network
(NIC/PROC) • Broadcasts System Configuration
The NIC/PROC transmits and receives data from the ASCB-D and the LAN, • Supplies date/time to the System
and makes them available to the other modules in the MAU. The data are made Does a check of channel configuration
available through a special Peripheral Component Interconnect (PCI)
•
backplane that has this name: Virtual back Plane Peripheral Component • Monitors the power module when power is applied
Interconnect (VbPCI) bus. The VbPCI is a 32-bit wide, passive, parallel • Monitors MAU fan operation.
backplane bus. The system uses this bus to connect the NIC to all the modules
The processor of the NIC/PROC module uses a digital engine operating
in the MAU on the ASCB-D. All module data in these units (I/O included) are
system (DEOS). The NIC/PROC supplies partitioned space and time
available to all other modules or to the ASCB-D in the integrated avionics
resources for multiple functions as those of:
system.
A standard hardware interface the name of which is Backplane Interface • The flight management system
Controller (BIC) supplies the connection to the MAU VbPCI. The BIC is
installed on the MAU modules. The BIC stores the ASCB-D and LAN data it

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• The monitor warning system. CENTRAL MAINTENANCE COMPUTER MODULE (CMC)

The CMC module receives the fault data from part systems and transmits
commands to them. The fault data are store in a fault-history database on the
ACTUATOR INPUT/OUTPUT PROCESSOR (AIOP) MODULES CMC module. The CMC has different maintenance modes that the user sets
The AIOP module do the functions of the Automatic-Flight Control-System through the Remote Maintenance Terminal (RMT).
(AFCS) and have interfaces with: The CMC functions are as follow:
• The six linear actuators • To transmit data to the central display system (CDS) and to the RMT
• The trim actuators • To transmit data to the central display system (CDS)

• The position sensors • To do the built-in test (BIT)

Each AIOP module has an interface with three of the six linear actuators. The • To download the fault-data memory of the member systems
interfaces are one for the pitch axis, one for the roll axis and one for the yaw
• To give the serial numbers and part numbers of the member systems
axis. The AIOP module also has an interface with three (or four) rotary
actuators. The three rotary actuators include pitch, roll, and yaw trim actuators • To monitor the continuous BIT
with an option for collective parallel actuator. The pulse with modulation PWM To monitor the parameters for the rigging tests.
•
controls the rotary actuator.
The AIOP module is a two-slot module with one connection to the backplane. The data loading function loads the program software and data into storage
The module has an I/O card and a processor card. The I/O card contains no devices or downloads the fault-history data. The RMT is connected to the LAN
software and the processor card communicates directly with the I/O card when necessary.
through the Peripheral Component Interconnect (PCI) local bus. The primary
use for the I/O is for control of actuators, excitation/demodulation of position
GLOBAL POSITIONING SYSTEM (GPS)
sensors, and control of functional enable-and-disable control lines.
The I/O parts of the AIOP modules contain the circuits that follow: The GPS module is installed in the MAU2 cabinet. The GPS module is a stand-
• ARINC 429 receivers alone satellite navigation sensor. The GPS module received GPS satellite
signals with the input transmit power (RF port) of -121.0 (minimum) and -86.0
• Discrete I/Os
dBm (maximum).
• AC sensor excitation circuitry for LVDT and resolver type sensors
• Analog input processing circuits, and AC demodulation circuits FAN ASSEMBLY
• Control Area Network (CAN) buses to interface with the linear actuators
The MAU has the fan assembly. It blows cool air on the modules to decrease
• PWM circuits for trim actuator functions. their temperature. The two cooling fans receive power from the PS module.

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ICN-39-A-314000-G-A0126-03398-A-01-1

PRIMUS EPIC SYSTEM BLOCK DIAGRAM

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CAPTIONS Failure of the NIC/PROC module causes the total failure of the MAU that is
annunciated by the 1(2) MAU caution message in the bottom left corner of both
A temperature switch triggers the 1(2) MAU OVHT caution message in the CAS PFDs.
if the MAU temperature exceeds a set value following dual fan failure in an The failure messages, relevant to the Central Computer system, shown in the
MAU. CAS messages window are as following:

CAS CAUTION MESSAGES

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

Associated MAU overheat MODULAR AVIONICS UNIT OVER- Section 3

HEAT / FAIL EMERGENCY AND MALFUNCTION
PROCEDURES
Hardware or software configuration SYSTEM CONFIGURATION FAILURE
problem
(displayed on ground only)

Hardware or software changed, con- VALIDATE CONFIGURATION

figuration validation operation re-
quired
(displayed on ground only)

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PFD CAPTION

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

Associated MAU failure MODULAR AVIONICS UNIT OVERHEAT / Section 3

FAIL EMERGENCY AND MALFUNCTION PRO-
CEDURES

End of data module 39-A-31-40-00-00A-046A-T

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PAGE INTENTIONALLY LEFT BLANK

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SECTION 50 - CENTRAL WARNING SYSTEM

DESCRIPTION The CAS message window has 12 lines with 18 characters for each line.
The warning messages (red) show at the top of the list. When a new warning
The Central Warning System (CWS) supplies system alerts to the flight crew message is active, it is displayed as a white text on red background (inverse
when unsatisfactory aircraft conditions occur. System alerts include Crew video technique), until it is acknowledged. When acknowledged, via the master
Alerting System (CAS) messages, visual indications, and aural warning warning light pushbutton, it is displayed as red text on black background.
messages. The system alerts are done by the Monitor Warning Function When a new caution message (amber) is active, it is displayed as a black text
(MWF) installed in the both Modular Avionics Units (MAU). on amber background until it is acknowledged.
The Central Warning System has the components that following: When acknowledged, via the master caution light pushbutton, it is displayed
• Network Interface Controller with Processor (NIC/ PROC) Modules as amber text on black background.
supply the processing for the MWF. The NIC/PROC function supplies the When a new advisory message (green) is active, it is displayed as a black text
interface between the Avionics Standard Communication Bus, version-D on green background for the first 5 seconds. After this time, this message is
(ASCB-D) and the MAU backplane. automatically acknowledged and it is displayed steady-on green text on black
• Control Input/Output #2 (CIO 2) Module supplies the aural warnings background.
output for the pilots Audio Panel that are generated by the AWG. The MAINTENANCE status message is displayed steady-on white text on
Custom Input/Output (CSIO) Modules sense the discrete input warning/ black background. Any unused message lines show blank spaces.
•
caution malfunction that are processed by the MWF. All messages show in the chronological sequence for each category of
message. The newest message shows at the top, and the oldest message
shows at the bottom of the display. The end of the message stack is indicated
MONITOR WARNING FUNCTION (MWF) by a white message "END" being displayed.
The purpose is to indicate the existence of non-displayed caution or advisory
The MWF is a software function in the NIC/PROC module. The MWF monitors or status messages.
the other helicopter systems continuously to send the pilot and copilot
messages through the CAS display Primary Flight Display (PFD).
The MWF messages along with the CAS function supplies message logic and CREW ALERTING SYSTEM (CAS)
timing and lists the messages on the CAS display. The importance is identified
by color codes. Each message shown with the colors that follow: The CAS transmits warning, caution, advisory and status data that come in
view on the Multi Function Display (MFD).
• Priority 1 – Warning Message (Red) Thus the CAS lets the flight crew know about the conditions of the helicopter
• Priority 2 – Caution Message (Amber) systems. If there is a warning, caution or condition, the CAS causes the master
warning indicator on the master caution indicator to flash.
• Priority 3 – Advisory Message (Green)
• Priority 4 – Maintenance Status Message (White)

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The CAS also sends the warning and caution signals to the audio control
panels and the related aural tone must heard in the cockpit.

CAS MESSAGE SCROLL

The warning messages can not be scrolled out of view. The number of warning
messages has a limit of the total number of display lines.
The CAS messages of lower criticality (caution, advisory and status) for which
display space is not available can be scrolled if all displayed warning and
caution message have been acknowledged.
The pilot and copilot can use the relative Cursor Control Device (CCD) to scroll
up (CW) or down (CCW) the caution, advisory, and maintenance status
messages out of view.
An out of view message display (at the bottom of the message list) shows how
many messages are scrolled out of view.
All messages to be scrolled off must be acknowledged. When a new CAS
message becomes active and CAS messages are scrolled off the display, the
new message is placed at the top of its respective color stack and the entire
CAS message list from that point down in priority is brought back into view
automatically.
Thus, if all active messages are scrolled off the display and a new caution
massage becomes active, the new caution message is placed at the top of all
the active caution messages, and all active caution and advisory messages
are brought into view, within the limits of the CAS display.
If the new message is an advisory message, it would be placed at the top of
all active advisory messages and only all active advisory messages are
brought into view within the limits of the CAS display.

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ICN-39-A-315000-G-A0126-01448-A-01-1

CENTRAL WARNING SYSTEM

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CAS MESSAGES - PRIORITY AND FORMAT

Priority 1 = WARNING Messages INITIAL DISPLAY AFTER ACKNOWLEDGEMENT

NOTE A NOTE B
Warning messages are always in view (not scrol- All Warning messages trigger an aural warning
lable)

Priority 2 = CAUTION Messages INITIAL DISPLAY AFTER ACKNOWLEDGEMENT

Priority 3 = ADVISORY Messages INITIAL DISPLAY AFTER FIVE SECONDS

Priority 2 = STATUS Messages

NOTE C
On ground only

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MASTER WARNING/CAUTION LIGHTS audio panel. The audio control panels have the volume controls that let the
pilot or copilot adjust the volume of the incoming signal.
When warning or caution alerts occur, the CAS function causes the master
warning/caution lights to flash.
There are two master warning lights and two caution lights.
One set of master warning/caution lights are installed on the side of the pilot,
and the other is installed on the side of the copilot. When a warning or caution
alert occurs, the applicable light comes on to supply a visual indication to the
pilot or copilot.
The master warning/caution lights flash until the pilot or copilot presses the
light itself.
On the pilots collective sticks there is a CAS RST pushbutton that, when
pressed, resets the warning or caution flashing lights.
The MWL and MCL are dimmable.
• The Master Warning Lights:.... when pressed, the pilot or copilot
acknowledges the warning. The
lights stop flashing and the aural
message removed.
• The Master Caution Lights: .. . when pressed, the pilot or copilot
acknowledges the caution and the
light stop flashing.

AURAL WARNING GENERATOR

The Aural Warning Generator (AWG) function supplies sounds (tones) and
aural messages (voice) to alert the pilot and copilot about possible dangerous
operations or flight conditions.
The aural warning generator hardware is inside the CIO 2 module in the MAU.
The necessary tones are digitized and kept in programmable memory in the
system.
When a warning occurs, the MWF informs the AWG on the applicable tone and
aural voice message to be generated. These ones are then routed to he pilots

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ICN-39-A-315000-G-A0126-02951-A-01-1

CAS WINDOW

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ICN-39-A-315000-G-A0126-01451-A-01-1

CAS MESSAGE LIST PRESENTATION (SHEET 1 OF 3)

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ICN-39-A-315000-G-A0126-01452-A-01-1

CAS MESSAGE LIST PRESENTATION (SHEET 2 OF 3)

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ICN-39-A-315000-G-A0126-01453-A-01-1

CAS MESSAGE LIST PRESENTATION (SHEET 3 OF 3)

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AURAL WARNING MESSAGES

Priority Aural Message No. of cycles Cause

1 "ROTOR LOW - ROTOR LOW" Continuous

2 "ENGINE 1(2) OUT - ENGINE 1(2) OUT" 1

3 "ENGINE 1(2) OUT - ENGINE 1(2) FIRE" Continuous

4 "ROTOR HIGH - ROTOR HIGH" 1

5 "ENGINE 1(2) IDLE - ENGINE 1(2) IDLE" 1

6 "WARNING - WARNING" 1 Any other warning message

7 "AUTOPILOT - AUTOPILOT" 1

8 "AIRSPEED - AIRSPEED" 1 VNE Exceeded

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AURAL WARNING MESSAGES

Priority Aural Message No. of cycles Cause

9 "LANDING GEAR" 1

10 "ONE-FIFTY FEET" 1 Descending below 150 ft AGL

AURAL WARNING GENERATOR TONES AND MESSAGES LIST

AWG TONES AND MESSAGES

PRIORITY TONE AURAL MESSAGE 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

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AURAL WARNING GENERATOR TONES AND MESSAGES LIST

AWG TONES AND MESSAGES

PRIORITY TONE AURAL MESSAGE NO. OF CYCLES

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 1 On the Cursor Control Device
acknowledgment is done.
• The smaller knurled knob: enables pilot/copilot to perform
NOTE D ............................................. the scroll up (CW) or down
(CCW) of the CAS messages.
This message is generated when any of the following warning
condition is detected: 1(2) EEC FAIL, 1(2) ENG OIL PRESS, MGB OIL 2 On the pilots collective stick
PRESS, MGB OIL TEMP, MAIN (AUX) BATT HOT, 1-2 DC GEN, BAG
• The CAS RST pushbutton: when pressed, the pilot or
FIRE, DE-ICE. ............................................. copilot acknowledges the
warning/caution. the MWL/MCL
light stop flashing and the aural
message removed.
CONTROLS AND INDICATORS
3 On the TEST CONTROL PANEL
The CAS message window houses the warning, caution advisory,
Maintenance Status messages and the word “END”. The “END” message is • AWG pushbutton: ................. when momentarily pressed
(both on ground and in flight)
not included in the count of messages scrolled off the bottom of the display
the “AURAL SYSTEM TEST”
queue.
message is heard twice.
When pressed for 6 sec (on
ground only) all the tones and
aural messages are heard in

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the specific priority order. This

test lasts 1 min about.
4 On the MISCELLANEOUS PANEL – AWG Switch
• NORMAL: ............................. the tone and the “150 FEET”
aural message is normally
heard when the aircraft is
descending below 150 feet.
• REGRADE: .......................... the tone and the “150 FEET”
aural message is suppressed.

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ICN-39-A-315000-G-A0126-02952-A-01-1

CENTRAL WARNING SYSTEM – CONTROLS

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ICN-39-A-315000-G-A0126-02953-A-01-1

MASTER ALARM PANEL

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CAPTIONS The annunciation is inside a green

box.
The CAS miscompare monitor verifies that both monitor warning functions are
producing the same active text messages. The function calculates a checksum The caution provided in the CAS message window is as follows:
for the entire list of active CAS messages.
Additionally, a second checksum is calculated for the warning messages. A 2 AWG FAIL: ............................. when the Aural Warning Generator
miscompare annunciation is displayed on the PFD if the warning message fails
checksum fails to compare for 3 seconds or if the active list checksum
miscompares for 7 seconds.
The miscompare is annunciated on the PFD.
1 "1(2)CASMSCP" ...................... is the annunciations of the
miscompare and depending on the
MW function currently being
displayed. When the miscompare
is first detected, the CCD cursors is
synchronized to the CASMSCP
annunciation and a switch symbol
() is displayed adjacent to the
annunciation. While the
CASMSCP annunciation is
highlighted by the cursor, the pilot
can toggle the CAS message list
(pressing the “ENTER” pushbutton
on the CCD) between the two
monitor warning or caution
message lists. This allows the pilot
to ensure that he has read all
messages to resolve the
discrepancy.
If the CAS miscompare involves a
warning message the "1(2)
CASMSCP" is displayed in red,
otherwise it is displayed in amber.

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ICN-39-A-315000-G-A0126-02954-A-01-1

CENTRAL WARNING SYSTEM – INDICATING (SHEET 1 OF 2)

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ICN-39-A-315000-G-A0126-01458-A-01-1

CENTRAL WARNING SYSTEM – INDICATING (SHEET 1 OF 2)

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PRIORITY ACTIVATION
If a higher priority message is activated while a lower priority message is being
generated, the two message are generated using the following interleaving
method:

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ICN-39-A-315000-G-A0126-01459-A-01-1

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

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ICN-39-A-315000-G-A0126-01460-A-01-1

CENTRAL WARNING SYSTEM SCHEMATIC DIAGRAM

End of data module 39-A-31-50-00-00A-046A-T

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SECTION 60 - CENTRAL DISPLAY SYSTEMS

GENERAL DESCRIPTION • The DU dimmer panel

The Central Display System (CDS) is part of the Primus Epic® Integrated • The Cursor Control Devices (CCDs)
Avionics system and shows all the aircraft data to the pilots via four Display The Remote Instrument Controllers (RICs)
•
Units (DUs).
The most important data provided by the CDS are: • The Display Controllers (DCs)
• attitude and heading (HDG) from the Attitude and Heading Reference • The Multifunction Control Display Units (MCDUs)
System (AHRS)
• The Reversion Control Panel (RCP).
• airspeed, vertical speed, and altitude data from the Air Data System
(ADS)
• navigation data (such as deviations, bearing, distance, etc.) from the PRIMARY COMPONENTS
navigational radios and from the Flight Management System (FMS)
The central display system shows the primary flight data and navigation data
• guidance data from the Automatic Flight Control System (AFCS)
to the flight crew. The primary components of the central display system are:
• active COM and NAV radio frequencies and ATC Transponder code • The Number 1 primary flight display (A31)
• engine and aircraft system parameters (such as NG, NF, NR, torque, • The Number 1 primary flight display mounting-tray
temperatures, pressures, etc.)
• The Number 2 primary flight display (A30)
• engine and aircraft system failure and status indications
• The Number 2 primary flight display mounting-tray
• digital map data from the FMS and from Digital Map Generator (if
installed) • The Number 1 cursor control device (PL7)
• weather and ground-map data from the weather radar (WXR) system (if • The Number 2 cursor control device (PL23)
installed) The Number 1 remote instrument controller (A35)
•
• terrain data from the Enhanced Ground Proximity Warning System The Number 2 remote instrument controller (A34)
(EGPWS) (if installed) •
• traffic data from the Traffic Alert and Collision Avoidance System (TCAS) • The Number 1 display controller (A33)
(if installed) • The Number 2 display controller (A32)
• video images from FLIR and/or cameras (if installed)
• The Number 1 multifunction display (A95)
The DUs are controlled by the following equipment:
• The Number 1 multifunction display mounting-tray

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• The Number 2 multifunction display (A42)

• The Number 2 multifunction display mounting-tray
• The display dimmer panel (PL22)
• The display-reversion control panel (PL21).

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ICN-39-A-316000-G-A0126-01461-A-01-1

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DISPLAY UNIT (DU)

The DU is a Line Replaceable Unit (LRU) provided with an 8”×5” color flat-
panel Active Matrix Liquid-Crystal Display (AMLCD).
Each DU is connected directly to the ASCB-D and the Local Area Network
(LAN). Each DU receives digital data from the Avionics-Standard
Communication-Bus version-D (ASCB-D), generates the graphic information
and displays them.
Four DU’s are installed on the instrument panel, two in front of the pilot and
two in front of the co-pilot and are numbered DU 1 to DU 4 from left to right.
The outboard DU’s (DU 1 and DU 4) automatically operate as Primary Flight
Displays (PFD).
The inboard DU’s (DU 2 and DU 3) automatically operate as Multi-Function
Displays (MFD).
The DUs are electrically supplied by different buses:
• DU 1 (PFD1) from MAIN 1 bus via the DISPLAY – PFD CPLT circuit
breaker
• DU 2 (MFD1) from MAIN 2 bus via the DISPLAY – MFD CPLT circuit
breaker
• DU 3 (MFD2) from ESS 1 bus via the DISPLAY – MFD PLT circuit breaker
• DU 4 (PFD2) from ESS 2 bus via the DISPLAY – PFD PLT circuit breaker
NOTE A
Copilot’s DUs power inputs are connected to ESS 1 and ESS 2 buses
when the aircraft is on the ground or when starting an engine.
Each unit has an internal cooling fan that supplies the necessary
cooling.

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ICN-39-A-316000-G-A0126-01462-A-01-1

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NUMBER 1 PRIMARY FLIGHT DISPLAY

The Number 1 Primary Flight Display (PFD1) is a Line Replaceable Unit (LRU).
It is installed in the external left side of the instrument panel. The display unit
is the front of the PFD1. It is a flat panel of the LCD type. The PFD1 is installed
on a mounting tray and is attached to it with a latch. The PFD1 has a handle
that operates the latch. A latch release button is installed in the handle for easy
removal of the PFD1 from its mounting tray. Three electrical connectors
(A31P1, A31P3 and A31P4) in the rear of the PFD1 connect the PFD1 to the
components that follow through the connector interface on the mounting tray:
• The Number 1 modular avionic unit
• The Number 1 cursor control device
• The Number 1 remote instrument controller
• The Number 1 display controller
• The Number 1 multifunction control display unit.

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ICN-39-A-316000-G-A0126-02955-A-01-1

N.1 PRIMARY FLIGHT DISPLAY

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NUMBER 1 PRIMARY FLIGHT DISPLAY MOUNTING TRAY

The PFD1 mounting-tray is installed behind the instrument panel. Three
screws attach it to the instrument panel, and three screws and washers attach
its rear part to the structure.
The mounting tray holds the PFD1 attached to the instrument panel. On the
connector interface, three electrical connectors let the connection of the three
PFD1 electrical connectors A31P1, A31P3 and A31P4.

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ICN-39-A-316000-G-A0126-02956-A-01-1

N.1 PRIMARY FLIGHT DISPLAY MOUNTING TRAY

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NUMBER 2 PRIMARY FLIGHT DISPLAY

The Number 2 Primary Flight Display (PFD2) is a Line Replaceable Unit (LRU).
It is installed in the external right side of the instrument panel. The display unit
is the front of the PFD2. It is a flat panel of the LCD type. The PFD2 is installed
on a mounting tray and is attached to it with a latch. The PFD2 has a handle
that operates the latch. A latch release button is installed in the handle for easy
removal of the PFD2 from its mounting tray. Three electrical connectors
A30P1, A30P3 and A30P4 in the rear of the PFD2 connect the PFD2 to the
components that follow through the connector interface on the mounting tray:
• The Number 2 modular avionic unit
• The Number 2 cursor control device
• The Number 2 remote instrument controller
• The Number 2 display controller
• The Number 2 multifunction control display unit.

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ICN-39-A-316000-G-A0126-02957-A-01-1

N.2 PRIMARY FLIGHT DISPLAY

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NUMBER 2 PRIMARY FLIGHT DISPLAY MOUNTING TRAY

The PFD2 mounting tray is installed behind the instrument panel. Three screws
attach it to the instrument panel, and three washers and three screws attach
its rear part of the structure. The PFD2 mounting tray holds the PFD2 attached
to the instrument panel.
On the connector interface is installed in the rear of the PFD2 tray. On the
connector interface, three electrical connectors let the connection of the three
PFD2 electrical connectors A30P1, A30P3 and A30P4.

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ICN-39-A-316000-G-A0126-02958-A-01-1

N.2 PRIMARY FLIGHT DISPLAY MOUNTING TRAY

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PRIMARY FLIGHT DISPLAY (PFD)

The PFD is connected directly to the ASCB-D and the Local Area Network
(LAN). The PFD receives digital data from the Avionics-Standard
Communication-Bus version-D (ASCB-D), generates the graphic information
and displays them.
The PFD has a single format and its main function is to provide the following:
• ADI (Attitude Director Indicator) display
• HSI (Horizontal Situation Indicator) display
• Airspeed Indicator
• Vertical Speed Indicator
• Barometric Altimeter
• Power Index Indicator (PI)
• Triple Tachometer (NR, NF)
• Navigational data (Source, Ident, Course, Distance, etc)
• Radio Altimeter (RADALT)
• OAT and Wind Vector Indicators
• COMM / NAV / XPDR Frequencies and Code

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ICN-39-A-316000-G-A0126-01467-A-01-1

PRIMARY FLIGHT DISPLAY

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NUMBER 1 MULTIFUNCTION DISPLAY

The Number 1 Multi-Function Display (MFD1) is installed in the left side of the
instrument panel adjacent to the PFD1. The display unit is the front of the
MFD1. It is a flat panel of the LCD type. The MFD1 is installed on a mounting
tray and is attached to it with a latch. The MFD1 has a handle that operates
the latch. A latch release button is installed in the handle for easy removal of
the MFD1 from its mounting tray. Three electrical connectors A95P1, A95P3
and A95P4 in the rear of the MFD1 connect the MFD1 to the components that
follow through the connector interface on the mounting tray:
• The Number 2 modular radio cabinet (A7)
• The Number 1 modular radio cabinet (A8)
• The MFD2 (A42)
• The PFD1 (A31).

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ICN-39-A-316000-G-A0126-02959-A-01-1

N.1 MULTIFUNCTION DISPLAY

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NUMBER 1 MULTIFUNCTION DISPLAY MOUNTING TRAY

The MFD1 mounting tray is installed behind the instrument panel. Three
screws attach it to the instrument panel, and three screws and three washers
attach its rear part to the structure. The mounting tray holds the MFD1 attached
to the instrument panel.
A connector interface is installed in the rear of the MFD1 tray. On the connector
interface, three electrical connectors let the connection of the three MDF1
electrical connectors A95P1, A95P3 and A95P4.

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ICN-39-A-316000-G-A0126-02960-A-01-1

N.1 MULTIFUNCTION DISPLAY MOUNTING TRAY

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NUMBER 2 MULTIFUNCTION DISPLAY

The Number 2 Multi-Function Display (MFD2) is installed in the right side of
the instrument panel adjacent to the PFD2. The display unit is the front of the
MFD2. It is a flat panel of the LCD type. The MFD2 is installed on a mounting
tray and is attached to it with a latch. The MFD2 has a handle that operates
the latch. A latch release button is installed in the handle for easy removal of
the MFD1 from its mounting tray. Three electrical connectors A42P1, A42P3
and A42P4 in the rear of the MFD2 connect the MFD2 to the components that
follow through the connector interface on the mounting tray:
• The Number 2 modular radio cabinet (A7)
• The Number 1 Modular radio cabinet (A8)
• The MFD1 (A92)
• The PFD2 (A30).

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ICN-39-A-316000-G-A0126-02961-A-01-1

N.2 MULTIFUNCTION DISPLAY

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NUMBER 2 MULTIFUNCTION DISPLAY MOUNTING TRAY

The MFD2 mounting-tray is installed behind the instrument panel. Three
screws attach it to the instrument panel, and three screws and three washers
attach its rear part to the structure.
The mounting tray holds the MFD2 attached to the instrument panel.
A connector interface is installed in the rear of the MFD2 tray. On the connector
interface, three electrical connectors let the connection of the three MDF2
electrical connectors A42P1, A42P3 and A42P4.

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ICN-39-A-316000-G-A0126-02962-A-01-1

N.2 MULTIFUNCTION DISPLAY MOUNTING TRAY

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MULTIFUNCTION DISPLAY
The Multifunction Display (MFD) is connected directly to the ASCB-D and the
Local Area Network (LAN). Refer to 39-A-00-00-00-00A-044B-A. The MFD
receives digital data from the Avionics-Standard Communication-Bus version-
D (ASCB-D), generates the graphic information and displays them.
The MFD shows navigation map (NAV) displays, other system (synoptic)
pages, engine instrument and Crew Alerting System (CAS) pages. The MFD
show the primary flight display (PFD) in a composite format for automatic and
manual reversion modes. The MFD uses the data from the primary aircraft
systems to show NAV, WX, air traffic, and other displays.
The windows of the MFD are:
• The menu bar
• The top window
• The bottom window
• The CAS window.
The Power Plant format is the default for the MFD. When the Power Plant
format is set the top and lower windows become one window.
The CAS window shows indications from the CAS. This window always shows
when the aircraft is in flight. Only in ground If you set the Maintenance or
Configuration formats, all three MFD windows become one full-screen window.

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ICN-39-A-316000-G-A0126-01488-A-01-1

MULTIFUNCTION DISPLAY PRESENTATION

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MENU BAR POWER PLANT FORMAT

The menu bar is at the top of the MFD. It is used to set the display format of The Pwr Plant format is the standard format for MFD. The MFD shows the
the MFD. The menu bar has four virtual pushbuttons. A green box cursor shows primary, secondary engine and system data. When the Main format is set the
that the set menu is the one related to it. Each menu has a fold-down sub-menu top and bottom windows become one window.
that lets system modes be set and format details be shown. To do the The main function of the MFD Power Plant format is to provide the following:
selections in the menu bar, the pilots must move the green box cursor with the • Engine primary data (NG, ITT, TQ)
joystick of the cursor control device (CCD) to the applicable virtual pushbutton,
• Triple Tachometer (NR, NF)
then push the enter button on the CCD.
The menu bar has the virtual pushbuttons that follow: • Engine secondary indications (Oil Press and Temp)
• Pwr Plant • Gearboxes indications (Oil Press and Temp)
• System • Electrical power system indications (Voltage, Load)
• Map • Hydraulic power system indications (Oil Press and Temp)
• Plan. • Fuel system indications (Fuel Press, Quantity and Flow)
If a menu virtual pushbutton is selected, the related sub-menu comes in view
• Crew Alerting System (CAS) messages
when the CCD joystick is moved in the down direction.
The CCD joystick must be moved up or down to do the selection of the items
on the menu list.

TOP WINDOW
The top window shows the formats that follow:
• Pwr Plant (default at power up)
• System
• Map
• Plan.
The different formats are selectable via Curse Control Device (CCD).

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ICN-39-A-316000-G-A0126-02963-A-01-1

MULTIFUNCTION DISPLAY (POWER PLANT FORMAT)

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SYSTEM FORMAT
Different sub-formats are available to display different system data; selection
is performed via the CCD.
Standard System sub-formats are:
• “Electrical” (Electrical power system synoptic diagram)
• “Hydraulic” (Hydraulic power system synoptic diagram)
• “Flt Contr” (AFCS indications)
• “Maintenance” (Central Maintenance Computer data)
• “Sys Config” (Configuration management data)
• Time/Date
• Config

NOTE B
“Maintenance” and “Sys Config” formats are designed for maintenance
purposes and can only be selected on the ground.

In case the helicopter is fitted with optional systems that output a video signal,
additional sub-formats will be available (Eg: Cameras, FLIR, Digital Map, etc.).
All the sub-formats that are selectable during flight show the relevant system
data in the top window of the MFD; the bottom window shows reduced Power
Plant format data.

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ICN-39-A-316000-G-A0126-02964-A-01-1

MULTIFUNCTION DISPLAY (SYSTEM FORMAT)

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PLAN FORMAT
The main function of the MFD Plan format is to display a North-Up synthetic
map based on FMS data in the top window of the MFD. The bottom window of
the MFD shows reduced Power Plant format data.

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ICN-39-A-316000-G-A0126-02965-A-01-1

MULTIFUNCTION DISPLAY (PLAN FORMAT)

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MAP FORMAT Configuration formats is set, the three MFD windows become one full-screen
window.
The main function of the MFD Plan format is to display a Heading-Up synthetic
map based on FMS data in the top window of the MFD. The bottom window of
the MFD shows reduced Power Plant format data.

BOTTOM WINDOW
The bottom window in the bottom left corner of the MFD. The bottom window
shows the parameters that follow:
• Engines Oil Pressure
• Engines Oil Temperature
• MGB Oil Pressure
• MGB Oil Temperature
• IGB Oil Temperature
• TGB Oil Temperature.
• HYD systems Pressure
• Fuel systems Pressure
• Tanks and total Fuel quantity
• Fuel Flow
The format of the scales for these parameters is the same format used when
on the Pwr plante page.

CAS WINDOW
The CAS window shows messages from the CAS in the bottom right corner of
the MFD. This window always shows when the aircraft is in flight. When the
MFD is in the composite display mode, the CAS message window is in view at
the bottom center of the composite PFD format. If the Maintenance or

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ICN-39-A-316000-G-A0126-02966-A-01-1

MULTIFUNCTION DISPLAY (MAP FORMAT)

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COMPOSITE FORMAT
Any DU shows the Composite format whenever the paired DU is off, so as to
provide pilot or co-pilot with minimum essential information for safe flight with
a single DU.
The Composite format can either be automatically or manually selected.
Automatic reversion to Composite format occurs when the paired DU becomes
inactive on the ASCB D and latches to prevent flashing due to intermittent
failures.
Manual reversion can be selected via the Reversion Control Panel (RCP) PLT
or CPLT selectors: this causes the non-selected paired DU to turn off.
When the PLT or CPLT selectors are returned to NORM, the automatic
reversion operation is reset.
Composite format is a reduced PFD format with the addition of the following:
• Crew Alerting System (CAS) messages
• Pressure readouts (Engines, Main Gearbox, Hydraulic power systems)
• Fuel Quantity indicator

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MULTIFUNCTION DISPLAY (COMPOSITE FORMAT)

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DISPLAY DIMMER PANEL

The display dimmer panel is installed on the interseat console. Two quick-
release fasteners attach it to the interseat console. The display dimmer panel
has four dimming potentiometers. Two electrical connectors connect the
display dimmer panel to the PFD1, PFD2, MFD1 and MFD2.
DU Dimming control panel allows adjusting the LCD brightness of the two PFD
and two MFD individually by means of four potentiometers. The backlighting
system uses a fluorescent lamp that has a long life and a stable colour range.
Each display monitor the ambient light on the front of the unit and automatically
adjusts the unit brightness and contrast to be compatible with the levels set by
the pilot through the display dimmer panel.

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DISPLAY DIMMER PANEL

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NUMBER 1 CURSOR CONTROL DEVICE

The Number 1 Cursor Control Device (CCD1) is installed in the left side of the
interseat console. Four quick-release fasteners attach the CCD1 to the
interseat console. The CCD1 has three buttons and two knobs. The electrical
connector PL7P1 on the rear side of the device connects the CCD1 to the
Number 1 display controller and Number 2 display controller.

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NUMBER 1 CURSOR CONTROL DEVICE

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NUMBER 2 CURSOR CONTROL DEVICE

The Number 2 Cursor Control Device (CCD2) is installed in the right side of
the interseat console. Four quick-release fasteners attach the CCD2 to the
interseat console. The CCD2 has three buttons, and two knobs. The electrical
connector PL23P1 connects the CCD2 to the Number 1 display controller and
Number 2 display controller.
CCD is used to manage data and control the DU’s. The control panel has two
DISPLAY SELECT buttons, the SET control (dual concentric knobs), a joystick
and an ENTER button.

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NUMBER 2 CURSOR CONTROL DEVICE

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NUMBER 1 DISPLAY CONTROLLER

The Number 1 display controller is installed in the left side of the instrument
panel. Four quick-release fasteners attach the Number 1 display controller to
the instrument panel. Two electrical connectors A33P1 and A33P2 connect
the Number 1 display controller to the components that follow:
• The display reversion control panel
• The Number 2 display controller
• The CCD1
• The CCD2
• The circuit breaker CB82 (28 V DC).
The Number 1 display controller uses 0 to 5 V AC or 0 to 5 V DC to supply
power for the lights. The controller is night vision goggle (NVG) compatible.

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N.1 DISPLAY CONTROLLER

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NUMBER 2 DISPLAY CONTROLLER

The Number 2 display controller is installed in the center-right side of the
instrument panel. Four quick-release fasteners attach the Number 2 display
controller to the instrument panel. Two electrical connectors A32P1 and A32P2
connect the Number 2 display controller to the components that follow:
• The display reversion control panel
• The Number 1 display controller
• The CCD2
• The CCD1
• The circuit breaker CB79 (28 V DC).
All buttons on the controller are back-lighted to see better at night. The knobs
on the controller use halos to help find them in the dark. The controller uses 0
to 5 V AC or to 5 V DC to supply power for the lights.
The controller is night vision goggle (NVG) compatible. The back-lighted panel
and buttons are internally filtered.
The two DC provide pilot/co-pilot independent selection of:
• Barometric pressure reference
• Selected Altitude
• Short-range and long-range navigation sources
• On-side/cross-side bearing sources
• HSI format for display on the associated PFD
The DC also provides for interface of the on-side Cursor Control Device (CCD)
and Remote Instrument Controller (RIC) to the MAU’s.

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N.2 DISPLAY CONTROLLER

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NUMBER 1 REMOTE INSTRUMENT CONTROLLER

The Number 1 Remote Instrument Controller (RIC1) is installed in the left side
of the instrument panel. Two quick-release fasteners attach the RIC1 to the
instrument panel. The RIC1 has three knobs, each of which has a button at
center. The electrical connector A35P1 connects the RIC1 to the Number 1
display controller.

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N.1 REMOTE INSTRUMENT CONTROLLER

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NUMBER 2 REMOTE INSTRUMENT CONTROLLER

The Number 2 Remote Instrument Controller (RIC2) is installed in the right side
of the instrument panel. Two quick-release fasteners attach the RIC2 to the
instrument panel. The RIC2 has three knobs, each of which has a button at
center. The electrical connector A34P1 on the rear of the controllers connects
the RIC2 to the Number 2 display controller.
The two RIC are used to set Course, Decision Height (DH) and Heading and
to perform Radio Altimeter self-test by means of three control knobs with
associated buttons.
All RIC selections except Heading Set are independent for pilot and co-pilot.
CCD, RIC and DC panels constitute a set of control panels for the DUs.
CCD and RIC are interfaced with the DC panel; the DC interfaces the set of
panels to the MAUs.
The co-pilot set of panels is supplied by MAIN 1 bus and protected by DISPLAY
– PFD CPLT CONTR circuit breaker.
The pilot set of panels is supplied by ESS 1 bus and protected by DISPLAY –
PFD PLT CONTR circuit breaker.

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ICN-39-A-316000-G-A0126-02974-A-01-1

N.2 REMOTE INSTRUMENT CONTROLLER

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DISPLAY REVERSION CONTROL PANEL

The display-reversion control panel is installed on the interseat console. Four
quick-release fasteners attach it to the interseat console. The display-reversion
control panel has four switches.
Two electrical connectors PL21P1 and PL21P2 connect the display-reversion
control panel to the components that follow:
• The Number 2 multifunction display (A42)
• The Number 1 primary-flight display (A31)
• The Number 2 primary-flight display (A30)
• The Number 2 display controller (A32)
• The Number 1 display controller (A33).
RCP permits manual reversion to single-unit operation for DU’s in pilot’s and
co-pilot’s stations, and manual reversion to single-source display for the Air
Data System (ADS) and the Attitude and Heading Reference System (AHRS).
Such manual reversion actions permit recovering from single unit/system
failure where loss of important data on displays occurs.

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DISPLAY REVERSION CONTROL PANEL

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OPERATION The CDS uses the DUs to show all data. The Display Unit is a flat panel screen
that uses an active matrix liquid crystal display (LCD) technology. The Display
CDS Unit (DU) is a line replaceable unit (LRU) is located in the aircraft cockpit
The central display system (CDS) is the aircraft integrated display system. It supplying flight, navigation (NAV) and airframe subsystem data. On board are
gives the flight crew a visual indication of data supplied by many different installed four Display Units that receive digital display data from the avionics
aircraft systems. standard communications bus version-D (ASCB-D).
The central display system shows the flight crew data for aircraft control, Each DU is connected directly to the ASCB-D and the Local Area Network
navigation, and system condition monitoring. The central display system (LAN). Each DU receives digital data from the Avionics-Standard
includes the engine indicators and the crew alerting system. Communication-Bus version-D (ASCB-D), generates the graphic information
The central display system shows the data that follow: and displays them.
The DU has no user controls or buttons. Functions of the four Display Units
• attitude and heading (HDG) from the Attitude and Heading Reference are controlled by the following equipment:
System (AHRS)
• The DU dimmer panel
• airspeed, vertical speed, and altitude data from the Air Data System
(ADS) • The Cursor Control Devices (CCDs)
• navigation data (such as deviations, bearing, distance, etc.) from the • The Remote Instrument Controllers (RICs)
navigational radios and from the Flight Management System (FMS)
• The Display Controllers (DCs)
• guidance data from the Automatic Flight Control System (AFCS)
• The Multifunction Control Display Units (MCDUs)
• active COM and NAV radio frequencies and ATC Transponder code
• The Reversion Control Panel (RCP).
• engine and aircraft system parameters (such as NG, NF, NR, torque,
temperatures, pressures, etc.)
• engine and aircraft system failure and status indications
• digital map data from the FMS and from Digital Map Generator (if
installed)
• weather and ground-map data from the weather radar (WXR) system (if
installed)
• terrain data from the Enhanced Ground Proximity Warning System
(EGPWS) (if installed)
• traffic data from the Traffic Alert and Collision Avoidance System (TCAS)
(if installed)
• video images from FLIR and/or cameras (if installed)

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SYSTEM OPERATION

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DU
The main component of the Display Unit is the LCD module. The LCD module
mixes red, green, and blue pixels to show full colour images on the display. A
thin film transistor (TFT) controls each element. The TFT gives maximum
control and performance for the transmission of each element.
Each display contains the software to show all formats and to connect it to the
ASCB-D.
The graphics generator causes a fully anti-aliased image to supply a smooth,
step less, painted-on display format.
The template shown on the Display Unit can have one of the following formats:
• PFD. The PFD is supplied to show data as an attitude director indicator
(ADI) and a horizontal situation indicator (HSI) at the same time. The ADI
and HSI show the heading, attitude and other primary flight data.
• MFD. The MFD is supplied to show data from the primary aircraft
systems, NAV, WX, air traffic and other displays.
• Composite. Composite mode is supplied to make sure that essential flight
data is available after a failure of one of the aircraft DUs. The composite
mode uses the normal PFD layout where possible.

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ICN-39-A-316000-G-A0126-01503-A-01-1

DU SYSTEM OPERATION

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DU COLOURS
Normally many of the graphic and digital displays change colour when limits
are reached or exceeded (usually from white or green to amber or red). Colours
used in the PFD and MFD displays follow the rules listed in the table.

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ICN-39-A-316000-G-A0126-01505-A-01-1

DU SYSTEM COLORS

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DU SYSTEM COLORS

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CURSOR
Pilot and co-pilot can independently control cursors using their own CCD.
At power up cursors are automatically selected on the two MFD’s, to scroll the
CAS. Cursors can be toggled between PFD and MFD by using the DISPLAY
SELECT buttons.
Cursors are typically shown as green boxes and respond either to the joystick
and the associated ENTER button or to any of the SET concentric knobs.

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CURSOR CONTROL DEVICE

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MENU BAR Plant menu is set, the display system shows analog primary engine data as
alternative to the EEC data.
The menu bar is at the top of the MFD. It is used to set the display format of
the MFD. The menu bar has four virtual pushbuttons for each menu.
The menu bar has the virtual pushbuttons that follow:
• Pwr Plant
• System
• Map
• Plan.
Each menu has a fold-down sub-menu that lets system modes be set and
format details be shown.
To do the selections in the menu bar, the pilots must move the green box cursor
with the joystick of the cursor control device (CCD) to the applicable virtual
pushbutton, then push the enter button on the CCD.
If a menu virtual pushbutton is selected, the related sub-menu comes in view
when the CCD joystick is moved in the down direction. The CCD joystick must
be moved up or down to do the selection of the items on the sub-menu list.
PWR PLANT
At power-up, the Pwr Plant format is automatically selected and there is also
a cursor on the CAS window to scroll the CAS list.
The Pwr Plant format is the standard format for MFD. The top window shows
the primary or secondary engine and system data. When the Pwr Plant format
is set for the top window, the top and bottom windows become one window.
The Pwr Plant sets and controls the display of the power plant pages on the
MFD. The Pwr Plant has two menu items that follow:
• Main Page
• Analog input/output.
The Main Page shows the digital primary engine data by Electronic Engine
Controllers (EEC).
The Analog menu item lets the pilot manually set the display of analog engine
data on the MFDs and PFDs. A check mark shows in the check box when the
display of analog engine data is set to ON. When the Analog button on the Pwr

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MENU BAR

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SYSTEM
The System menu on the menu bar sets and controls the display of the different
aircraft system pages on the MFD.

To see the most recent system page, use the CCD to move the cursor to the
System menu button, then move down the joystick to see the sub menu and
the synoptic page available. Move the course on the system page required and
after press the enter button on the CCD, to see the sys page.

The System pages that follow shows:

• The DC Electrical-menu item to show the DC electrical synoptic-page in
the top window of the MFD.
• The Hydraulic menu-item to show the hydraulic synoptic page in the top
window of the MFD.
• The Flight Ctrl-menu item to show the flight-control synoptic-page in the
top window of the MFD.
• The Maintenance menu item to show the output of the CMC on the MFD
in a full-screen format. A selection of the Maintenance menu-item is
possible when the Central Maintenance Computer (CMC) is applicable
and the aircraft is on the ground.
• The Sys Config menu-item shows the output of the configuration
monitoring function in full-screen format. The selection of the Sys Config
menu-item is possible only when the aircraft is on the ground.
• The Time/Date menu-item shows the real-time clock. If the global
positioning system (GPS) receiver is operating, the system clock is
automatically synchronized with the time and date from the GPS receiver
automatically. If the GPS receiver is unserviceable, or is not installed, the
Time/Date menu-item must be used to set the system clock manually.
• The Config submenu lets the selection of the units that show the
parameters of the fuel parameters, barometric pressure, and interturbine
temperature (ITT).

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SYS CONFIG
The Software Configuration Monitoring System (SCMS) is a function of the
MAU that performs automatic monitoring of the hardware and software
configuration items that are connected to the Avionics Standard
Communication Bus (ASCB).
In case new software or hardware has been loaded in the system and the new
configuration has not been validated, the

Configuration validation is then required.

Pilot or copilot selects the Configuration window via the System / Sys Config
drop-down menu to display the current configuration for verification.
When a pilot selects the Configuration submenu, the submenu is grayed out
on the other MFD.

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SYSTEM CONFIGURATION PAGE

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TIME / DATE SETTING

Moving the joystick in the direction of the arrow when cursor is on the Time/
Date option of the System drop-down menu opens a sub-menu that shows the
Primus EPIC® real time clock; the Time/Date submenu also permits manual
setting of time and date.
When the GPS receiver is valid and is receiving satellite data, the system clock
automatically synchronizes with the time and date from the GPS receiver.
When the system time is synchronized with the GPS, both SET TIME and SET
DATE prompts are displayed in gray to indicate that pilots cannot manually
update the time and date.
When the system time and date are not synchronized with the GPS, the pilot
(or co-pilot) can manually set them by:
• moving the cursor to the parameter that needs modification
• rotating the SET knob on the CCD to change values and
• pressing the ENTER on the CCD with cursor on SET TIME or SET DATE,
as appropriate, to save the value
When a pilot selects the Time/Date submenu, the submenu is grayed out on
the other MFD.

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TIME/DATE SETTING

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CONFIGURATION SETTING
Moving the joystick in the direction of the arrow when cursor is on the Config
option of the System drop-down menu opens a sub-menu that permits setting
of the following:
Metric Altimeter checkbox
• Fuel.............................................. Unit for Weight data (KG or LBS)
• Baro........................................ Unit for Barometric Pressure
Reference (IN or HPA)
• ITT...................................................
Unit for ITT Indicator (°C or %)
The Metric Altimeter is displayed as an additional digital readout in the top
portion of the Barometric Altimeter when the option box is checked.
The selection of Weight data unit affects the following:
• Fuel Quantity Indicator
• Fuel Flow Indicator: unit will be KPH (kg per hour) or PPH (pounds per
hour)
• Weight data readouts on the MCDU (see FMS in chapter 34-00)
Changes to the selections are made by using the cursor to highlight the
parameter to be configured, and by using the ENTER button on the CCD to
toggle between the available states.
When a pilot selects the Config submenu, the submenu is grayed out on the
other MFD.
The selections made by a pilot affect all DUs and are memorized (i.e. the
configuration selected before removing power is shown again at the next
power-up).

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SYSTEM CONFIGURATION

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PLAN
The Plan menu on the MFD menu bar sets and controls the Plan page. The
selection of the Plan menu gives the pilots the data that follow:
• The heading refer to the magnetic north
• The navigation Source
• The WPT current
• The WPT Distance
• The ETE (estimate time en-route).
• The Holding Pattern
• The Lateral Deviation
When the Plan menu is open, the menu-items that follow become available for
selection:
• Navaids: shows the NAVAIDs on the map
• Airports: shows the airports on the map
• Idents: shows the symbol identifiers on the map
• Helicopter centered: shows the helicopter at the center of the range rings
• WPT centered: shows the WPT at the center of the range rings.
• Designator: starts the designator mode on the Map page.

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PLAN CONFIGURATION

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MAP
The Map menu on the MFD menu bar sets and controls the Map page. The
selection of the Map menu gives the pilots the data that follow:
• The heading (HDG)
• The navigation source
• The current to-WPT
• The to-WPT Distance
• ETE (estimate time en-route).
• The WPT (waypoint), which includes Radials and Non-display Features
• The Holding Pattern
• The Lateral Deviation
When the Map sub-menu is open the menu-items that follow become available
for selection:
• Traffic: shows Traffic alert and collision avoidance system (TCAS) data
and the configuration menu
• TAWS: shows the data of the terrain-avoidance warning-system (TAWS)
which are received from the Enhanced ground-proximity warning-system
(EGPWS). The Flight Plan (FP) is shown ON the terrain display
• Weather: shows the WX image on the Map page
• OFF: the TAWS and WX displays are OFF
• Navaids: shows the position and identifiers of navigational aids (NAVAID)
found in the map range
• Airports: shows the airports on the map
• Idents: shows an identifier adjacent to the FP WPT symbols shown on
the page
• Designator: starts the designator mode on the Map page.

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MAP CONFIGURATION

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CENTRAL DISPLAY SYSTEM - CONTROLS AND 4 SET inner knob

INDICATORS • MFD selected ...................... scrolls the CAS window
messages
CURSOR CONTROL DEVICE (CCD)
• PFD selected ...................... adjusts decimals of the
1 DISPLAY SELECT pushbutton highlight standby frequency or
• LH pressed .......................... activates the cursor(s) on the the last two digits of XPDR code
LH display of the relevant
5 SET outer knob
pilot’s station (PLT = MFD;
CPLT = PFD) • MFD selected ..................... sets the scale range (Map or
Plan formats) or the highlighted
• RH pressed .......................... activates the cursor(s) on the value in the drop-down menu
RH display of the relevant
pilot’s station (PLT = PFD; • PFD selected ...................... adjusts units of the highlight
CPLT = MFD) standby frequency or the first
two digits of XPDR code
2 ENTER pushbutton
• MFD selected ..................... executes the highlighted menu
selection or toggles between
highlighted menu options;
deactivates the designator (Map
or Plan formats)
• PFD selected ..................... toggles the highlighted active/
standby values
3 JOYSTICK
• MFD selected ..................... controls cursor position in the
drop-down menu or the
designator position (when
active)
• PFD selected ...................... controls cursor position in the
COMM/IDENT window

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CURSOR CONTROL DEVICE (CCD) – CONTROLS AND INDICATORS

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REVERSION CONTROL PANEL (RCP) • 1 .......................................... both pilot’s stations display the
ADS 1 data
1 CPLT selector
• NORM ................................ automatic reversion selected • 2 ......................................... both pilot’s stations display the
ADS 2 data
• PFD ONLY ......................... the copilot MFD is turned off; the
copilot PFD is set to composite
format
• MFD ONLY ....................... the copilot PFD is turned off; the
copilot MFD is set to composite
format
2 PLT selector
• NORM ............................... automatic reversion selected

• PFD ONLY ......................... the pilot MFD is turned off; the

pilot PFD is set to composite
format
• MFD ONLY ....................... the pilot PFD is turned off; the
pilot MFD is set to composite
format
3 AHRS selector
• NORM ................................ each pilot’s station displays the
on-side AHRS data
• 1 .......................................... both pilot’s stations display the
AHRS 1 data
• 2 ......................................... both pilot’s stations display the
AHRS 2 data
4 ADS selector
• NORM ................................ each pilot’s station displays the
on-side ADS data

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REVISION CONTROL PANEL (RCP) – CONTROLS AND INDICATORS

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DU DIMMING CONTROL PANEL

1 CPLT PFD potentiometer
• MIN .................................. set the copilot PFD to the
minimum brightness value
• MAX ................................. set the copilot PFD to the
maximum brightness value
2 CPLT MFD potentiometer
• MIN .................................. set the copilot MFD to the
minimum brightness value
• MAX ................................. set the copilot MFD to the
maximum brightness value
3 PLT MFD potentiometer
• MIN .................................. set the pilot MFD to the minimum
brightness value
• MAX ................................. set the pilot MFD to the maximum
brightness value
4 PLT PFD potentiometer
• MIN .................................. set the pilot PFD to the minimum
brightness value
• MAX ................................. set the pilot PFD to the maximum
brightness value

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DU DIMMING CONTROL PANEL (DCP) – CONTROLS AND INDICATORS

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REMOTE INSTRUMENT CONTROLLER (RIC) reference system (AHRS) or to

the heading of the on-side AHRS
1 COURSE select knob when the flight director is not
• rotated ............................. selects the desired course when coupled
VOR/LOC is selected as the
Primary Navaid or as the PRV
(Preview) on the on-side HSI
• PUSH DIR button pressed selects the Direct Course, i.e.
.......................................... synchronizes the selected
course to the VOR bearing, when
VOR is selected as the Primary
Navaid or as the PRV (Preview)
on the on-side HSI
2 DH select knob
• rotated ............................. selects the desired course when
VOR/LOC is selected as the
Primary Navaid or as the PRV
(Preview) on the on-side HSI
• PUSH TEST button selects the Direct Course, i.e.
pressed ........................... synchronizes the selected
course to the VOR bearing, when
VOR is selected as the Primary
Navaid or as the PRV (Preview)
on the on-side HSI
3 HEADING select knob
• rotated ............................. controls the Heading Set bug on
both HSI's.
• PUSH SYNC button synchronizes the selected
pressed ............................ Heading Set bug on both HSI's to
the current aircraft heading of the
coupled attitude and heading

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REMOTE INSTRUMENT CONTROLLER (RIC) – CONTROLS AND INDICATORS

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DISPLAY CONTROLLER (DC) source (VOR/LOC) is selected

as the Primary Navaid
1 Circle BRG (LH) pushbutton
4 LNAV pushbutton
• pressed ............................ selects VOR1 for display on
circle (white) bearing pointer on • pressed ............................ selects the on-side long-range
the on-side HSI. Subsequent navigation source (FMS) as the
presses toggle between the Primary Navaid on the on-side
different sources following the PFD. Subsequent presses
sequence: OFF VOR1 toggle between the on-side and
ADF1 DF (if installed) cross-side FMS.
FMS1 OFF
5 Diamond BRG (RH) pushbutton
2 NAV pushbutton • pressed ............................ selects VOR2 for display on the
• pressed ............................ selects the on-side short-range diamond (green) bearing pointer
navigation source (VOR/LOC) on the on-side HSI. Subsequent
as the Primary Navaid on the on- presses toggle between the
side PFD. Subsequent presses different sources following the
toggle between the on-side and sequence: OFF VOR2
cross-side VOR/LOC. ADF2 DF (if installed)
FMS2 OFF
3 PRV (Preview) pushbutton
6 HSI pushbutton
• pressed ............................ when LNAV is selected as the
Primary Navaid allows to • pressed ............................... toggles between FULL
preview the on-side VOR/LOC Compass and ARC modes on
deviation to be displayed on a the on-side HSI.
secondary CDI on the on-side If FD HOV mode is available, it
HSI. Subsequent presses toggle toggles between HSI modes in
between the different sources the following sequence:
following the sequence: PRV FULL Compass ARC
OFF on-side VOR/LOC HOV FULL Compass
cross-side VOR/LOC PRV
OFF. Note: ineffective if pressed NOTE C
when short-range navigation if HOV mode is engaged, the HSI button is ineffective

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7 MAP pushbutton
• pressed ............................. selects ARC+MAP mode on the
on-side HSI.
Subsequent presses toggle
MAP on and off.
8 WX or WX/TERR pushbutton
• pressed ............................. (if Weather Radar is installed)
selects ARC+WX mode on the
on-side HSI.
Subsequent presses toggle WX
on and off, or between HSI
modes in the following
sequence:
ARC ARC+WX ARC
+TERR (is EGPWS is installed)
ARC
9 ALT SEL knob
• rotated ............................... sets the Selected Altitude
reference (bug + digital readout)
on both barometric altimeters
10 BARO knob
• rotated ............................... sets barometric pressure
reference for the on-side
barometric altimeter

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DISPLAY CONTROLLER (DC) – CONTROLS AND INDICATORS

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Three buttons labelled HSI, MAP, and WX (or WX/TERR) operate together to
control the format of the HSI. NOTE D
The HSI formats that can be selected are the following: (*)
Available only if Enhanced AFCS is installed.
FULL (Default format) Displays a conventional HSI with a full 360° com- (**)
pass rose Available only if Weather Radar (WX) is installed.
(***)
ARC Displays an expanded arc of the compass rose Available only if Enhanced Ground Proximity Warning System
extending to ±45° across heading (EGPWS) is installed.
HOV (*) Displays the HSI HOV mode with a velocity vector

HOV+360° MAP (*) Displays HOV mode with velocity vector with 360°
FMS map overlay

ARC+MAP Displays the ARC mode with an FMS map overlay

ARC+WX (**) Displays the arc format with a WX overlay

ARC+TERR (***) Displays the arc format with EGPWS terrain over-
lay

ARC+MAP+WX (**) Displays the arc mode with FMS map and WX
overlays

ARC+MAP+TERR (***) Displays the arc format with FMS map and EGP-
WS terrain overlays

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PFD ATTITUDE INDICATIONS When too much attitude occurs, the display does not show the less important
items. Too much attitude occurs with the conditions that follow:
The ADI is an artificial horizon, pitch tape, flight-path vector, roll pointer/scale
and aircraft symbol. The ADI extends from the airspeed tape to the altitude • The bank angle is more than ±65 degrees
tape with a cut sphere outline. The PFD has the attitude indications that follow: • The pitch angle is more than 30 degrees up
• The Artificial Horizon • The pitch angle is more than 20 degrees down.
• The helicopter Symbol The display does not show the items that follow:
•
• The Pitch Tape The Flight Director (FD) mode indications and command bars
•
• The Excessive Pitch Indications The marker beacons
•
• The Roll Scale/Roll Pointer The vertical deviation scale, printer, and indication
•
• The Slip/Skid Display The speed bugs and readout
•
• The Attitude Source Indication The groundspeed
•
• The Excessive Attitude Declutter The FD fail flag, lateral/vertical deviation flags, speed/altitude target flags,
•
• The Attitude Miscompare Indication. and radio altitude flags
The artificial horizon has a line on it that simulates the horizon. The blue area • All the comparators and indicator, Attitude, Airspeed, and Altitude stay in
above the horizon line simulates the sky, and the brown area below the horizon view.
line simulates the ground. The horizon line always agrees with the earth’s • The Monitor Warning System (MWS) compares the attitude data from the
horizon, while the pitch and roll movements of the helicopter show around it. two AHRS.
The attitude-reference helicopter-symbol is at the centre of the artificial horizon When an attitude miscompare is sensed, the attitude display shows the ATT
and does not move. The pitch tape shows the pitch attitude of the helicopter. indication in its top right area. The indication flashes for the first 5 seconds,
The attitude roll pointer and scale show the aircraft roll attitude. The scale has then its color changes to amber on a black background.
thick marks at ±10, ±20, ±30, ±60 degrees and a triangle at 0 and ± 45 degrees. The indication goes off when the attitude miscompare is no more sensed.
The bottom half of the roll pointer is a slip/skid (lateral acceleration) PITCH comes in view when the pitch attitudes of the two AHRS are different.
annunciator. The skid pointer changes colour to amber when the lateral ROLL comes in view when the roll attitudes of the two AHRS are different. ATT
acceleration is more than 0.1 g. comes in view if the pitch and the roll attitudes of the two AHRS are different.
The attitude indication source (AHRS1 or AHRS2) shows at the 11 o'clock-
position in the related ADI. If the pilot and copilot set the same AHRS source,
the indication colour is amber. If the pilot or copilot does not use the default PFD AUTOPILOT AND FLIGHT DIRECTOR INDICATIONS
source for their side, the indication colour is white. The PFD supplies the Autopilot (AP) and Flight Director (FD) items that follow:
• The FD command bars

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• The FD mode indication The DH digital readout comes in view below and on the right of the attitude
display. The display control function sets the DH. The data range is the same
• The coupled FD indication
as the radio altitude range (<2500 feet). The first turn of the control-knob sets
• The vertical deviation display the display to 200 feet. The DH display is not into view when the decision height
data is less than the 20 feet. It is also not in view when the radio altitude is
• The Glideslope (GS) display
equal to DH +100 feet climb.
• The GS miscompare indication During the descent, when radio altitude is equal to DH +100 feet, an empty box
The collective cue display comes in view on the top right part of the attitude display.
•
The indications related to the inner, middle, and outer marker beacons are also
• The radio altitude tape available on the attitude display.
• The radio-altitude source selection The marker beacon indication is a letter. The I is for the inner marker, M for the
middle marker and O for the outer marker. The NAV (very high frequency
• The Decision Height (DH) omnidirectional radio range localizer [VOR/LOC]) receiver sets the marker
• The marker beacons. beacon data. The marker-beacon visual indication is on the lower left corner
The FD bars comes in view in the middle of the attitude display when the FD of the attitude display.
is engaged. One bar is vertical and the other bar is horizontal.
The FD mode indication comes into view near the attitude display. The change ALTITUDE INDICATIONS
from the armed to locked condition causes the locked indication mode to flash
for 5 seconds. The PFD supplies the indications that follow:
The related indication comes in view by an arrow above the attitude sphere. • The altitude display (includes the altitude tape and altitude digital
The vertical deviation scale comes in view on the right attitude display when readout)
localizer (LOC) or the flight management system (FMS) is the primary NAV • The altitude trend vector
source.
The radio altitude tape is in the lower right corner of the PFD. It shows altitudes • The altitude barometric-correction indication
less then 1000 feet. The radio-altitude digital-readout below the triple-tach • The low altitude indication
shows altitudes less then 2500 feet.
• The metric altitude
The resolution of the digital readout is 1 foot from -20 to +250 feet and 10 feet
from +250 to +2500 feet. The PFD does the automatic source selection for the • The altitude preselect display (includes altitude preselect bug)
radio altitude data. The low altitude awareness
The red RAD indication comes in view when the radio altitude becomes not
•
applicable. • The FMS Vertical Navigation (VNAV) Altitude Target and Bug
When the EDS software senses a radio altitude miscompare, a RAD indication The Air Data System (ADS) Source Indication
•
comes in view in the amber reverse video on top of the radio altitude scale.
• The Altitude Miscompare Indication.

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Read the aircraft altitude on a tape and a scale on the right side of the attitude • The altitude hold, or vertical path.
display. The tape shows the data in intervals in the range of ±550 ft, with the
The ADS indications come in view on top of the attitude display and at the right
highest values at the top of the tape. It also has a digital readout at its center,
of the roll-zero index marker. When the two pilots use the same ADS, (ADS1
which shows the altitude from -2000 to +60000 ft. The NEG legend is in view
or ADS2) amber indications come into view on the two PFDs.
above the digital readout if the altitude is negative.
When an altitude miscompare is sensed, an amber reverse-video ALT-
The altitude "trend" vector, on the left side of the altitude tape, gives a visual
indication comes in view on the top half of the altitude tape. This indication is
indication of the helicopter possible altitude after the subsequent 6 seconds.
above all scale marks. The indication changes to the amber reverse video for
The barometric correction indication comes in view below the attitude tape.
the first 5 seconds. The indication goes out of the view when the altitude
This indication can show inches of mercury (inHg) or hecto pascals (hPa). A
miscompare condition is not not longer available.
label (IN or HP) tells you which unit of measure the system uses. The indication
When the EDS software senses a BAROALTITUDE miscompare, the ALT
resolution is 0.01 inHg or 1.0 hPa.
indication changes to the cyan reverse video for the first 5 seconds. If
The altitude (given in meters) comes in view above the applicable value in the
applicable altitude data are not available from the ADS function, this causes
altitude window with a M on the right of the digital readout. The resolution is 1
the removal of the ALT indication from the display.
meter.
With the GS mode engaged, the altitude indication is not shown.
The selection of the altitude functions occurs through the MFD menu.
The digital readout of the altitude and the altitude bug come in view above the
altitude tape. Its range is from of -2000 to +51000 feet. AIRSPEED AND VERTICAL SPEED INDICATORS (VSI)
The usual colour of the digital readout and bug is the cyan.
When the bug is off the scale, it becomes an arrow which points to the direction The VSI indications are as follows:
in which the off scale condition occurs. The shape of an arrow is the off scale • The airspeed tape
indication for the bug. • The airspeed rolling drum display
The radio altitude gives the low altitude display on the altitude tape. When the
radio altitude is less than 550 feet, the lower part of the altitude tape starts to • The overspeed/autorotation speed warning indication
show a brown colour. The low altitude indication is shown linearly between 550 • The airspeed trend vector
and 0 feet. The lower part of the altitude tape becomes fully brown when the
• The airspeed reference bug and readout
radio altitude is 0 feet.
The altitude-target digital readout comes in view when: • The VNE (Never-exceed velocity)
• The VNAV Altitude Alert is enable • The airspeed miscompare indication
• The VNAV Altitude Target is valid. The vertical speed dial display
•
When one of the VNAV modes that follow is engaged: The vertical speed target bug and readout.
•
• The flight level change The airspeed tape comes in view on the left of the attitude display. The airspeed
• The altitude select tape window shows the airspeed in ±40 knots.

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The airspeed tape has the higher speeds on top and the lower ones at the • The heading select display
bottom, and thick marks at intervals of 10 knots.
• The heading bug out of view
The tape has a label each 10 knots below 200 knots and each 20 knots at more
then 200 knots. • The heading miscompare indication
The airspeed digital readout is a window at the centre of the airspeed tape.
• The drift bug display
The last digit changes in 1 knot increments. The right edge of the digital display
has a notch for the location of the airspeed reference bug. • The course pointer
The airspeed trend vector-display is an indication of acceleration direction. The course select/desired track pointer
•
This indication comes into view as a thermometer type scale to the right side
of the airspeed tape. • The course select/desired track readout
The trend vector is not in view when the helicopter acceleration is less than • The lateral deviation display
0.1 knots for each second.
The airspeed reference-digital readout comes in view on the airspeed tape • The localizer deviation scaling
when the FD airspeed held mode is set. • The VOR deviation
A red barber pole line gives the indication of the VNE on the airspeed tape
• The FMS lateral deviation
when All Engines Operate (AEO) correctly. The VNE comes into view as a red/
white barber pole line in "One Engine Inoperate" (OEI) condition or helicopter • The to/from display
"auto-rotation". The OEI/auto-rotation VNE is the offset from the VNE indication The VOR NAV source
at AEO with a parameter that is in memory on the APM. A thermometer, in a
•
colour that agrees with the VNE line, is on the airspeed tape. The thermometer • The FMS NAV source
comes in view when the airspeed is more than VNE less 5 knots. • The NAV source indications
• The LOC Miscompare Indication.
HEADING INDICATIONS The heading scale comes in view on a compass that is below the attitude
The AHRS supplies the data for the heading indications. display.
The heading display has four formats as set through the control function. The When the full compass format is set, the compass shows a 360 degrees card.
full compass shows a 360 degree heading display that moves In the arc mode, the heading scale shows 45 degrees to the left and right the
counterclockwise for positive heading angles that increase. The arc mode applicable heading.
comes in view in the centre and a 90 degree section of the full compass on the The two AHRSs supply the heading data. The heading source comes in view
heading. adjacent to the set heading indication when their source is the same or the DG
The annunciators are as follow: mode is set.
When the flight director operates in the heading select mode, it supplies signals
• The heading scale to align the helicopter to the heading set by the heading bug.
• The heading source selection and indication

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The heading select bug has the shape of a rectangle open on the lower side The LOC indication comes in view in the reverse video for 1 second and for
with a triangle on top. It moves around the external of the compass card. A 0.5 seconds is OFF for the first 5 seconds. When a localizer miscompare is no
digital readout shows the heading set with the heading bug. more sensed, the indication goes out of the view.
The heading bug goes out of the view in the arc mode. At the point the bug
goes out of the view, an arrow shows the compass card that identifies the
shortest direction to the bug. When the bug comes into view, the arrow goes BEARING AND FMS INDICATIONS
out of the view. The central display system receives the bearing data from the VOR, automatic
After the supply of data from a SRN source (VOR/LOC) the set NAV source direction finder (ADF) and FMS through the ASCB-D data bus. The VOR uses
comes in view above the digital CRS/DTK readout (course set/desired track). magnetic (MAG) headings. The FMS uses true headings. The ADF data shows
The VOR1 or VOR2 indication comes in view when the NAV source is tuned the bearing of the signal from the aircraft.
to a VOR frequency. When the NAV source is tuned to a localizer frequency, If the FMS is in the view against a MAG compass card, the MAG variation it is
the LOC1 or LOC2 indication comes into view. applied to the true heading to get the MAG heading. The FMS bearing pointer
The VOR1 or LOC1 indication comes in view if the source is the copilot's then shows the MAG heading.
system. The VOR2 or LOC2 indication if the source is the pilot's system. If the The bearing and FMS indications are as follows:
data are from the FMS, the
• The bearing pointers
FMS1 or FMS2 come in view. If only one FMS is installed, the indication is
FMS. • The bearing-pointer source indication
The VOR indication is in the view when VOR/LOC is set and the NAV source • The TO waypoint identifier
is not tuned to a localizer frequency. Differently the LOC indication comes in
view when the NAV source is tuned to a localizer frequency. • The TO waypoint-distance readout
The NAV sources are as follows: • The Estimated Time Enroute (ETE) readout
• The VOR1 • The groundspeed (if available).
• The VOR2 The bearing pointers come in view when applicable and set by the control
• The LOC1 function. The circle bearing pointer is used for the left side sources. The
diamond bearing pointer is used for the right side sources.
• The LOC2
The bearing-pointer source indications come in view near the lower right corner
• The FMS1 of the PFD. The indications are:
• The FMS2 (optional). • The VOR1
When a localizer miscompare is sensed, a LOC indication comes in view in the • The VOR2
lower half of the compass card, below the helicopter symbol. • The ADF1 (optional)
• The ADF2

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• The FMS • The APP: Approach

• The FMS1 (if second optional FMS is installed) • The XTK: Offset
• The FMS2 (optional). • The MSG: CDU Message
If a VOR/LOC receiver is set and the equipment (DME) station is available, the • The DR: Dead Reckoning
station of the DME identifier comes in view. When the FMS is set as the primary
• The DGR: Degrade.
NAV source, the identifier of the subsequent FMS waypoint comes in view.
The DME distance comes in view when the VOR/LOC receiver is in operation The XTK and APP indications use the same location above the TO waypoint
and the primary NAV source and a DME station is available. The DME H comes Identifier. The MSG indication location is adjacent to the XTK/APP indications.
in view above. The XTK/APP indications come in view in the reverse video for the first 5
the DME distance readout when the DME is tuned to an applicable VOR seconds. The DR and DGR indications use the same location above the FMS
station. distance field.
When the DME is set in the hold mode and is not synchronized with the VOR,
the H indication comes in view.
The full scale of the distance digital readout is 999 NM. From 0 to 99.9 NM, WIND WINDOW
the resolution of the shown data is 0.1 NM. The FMS can show the speed and direction of the wind on the PDF.
If the distance is more than 99.9 NM, the resolution is 1 NM. The letters NM, The indication of the wind direction occurs through an arrow included in a circle
identify the digital readout. on the left side of the HSI compass card. Wind speed comes in view adjacent
When DME distance comes in view, the DME groundspeed calculates the ETE to the arrow, and the scale resolution is 1 knot. The wind value is not in view
to the station. in zero wind conditions.
When FMS distance comes in view, the FMS calculates the ETE to the
waypoint.
If the ETE is less than 1 hour, two digits (in minutes) gives its visual indication. PFD WXR DISPLAY
If ETE is one hour or more (hours + minutes), the format becomes H + MM. The Weather Radar (WXR) display gives the indications that follow:
The maximum ETE that is possible to give the visual indication is 8 hours and
31 minutes (8+31). • The range display
The groundspeed indication is digital. It comes in view at the bottom of the • The WX mode indication
airspeed tape, and the DME or the FMS supplies the related data. When VOR The transmit indication
•
is the primary NAV source, the groundspeed transmitted from the related DME
channel is in view. When FMS is the primary NAV source, the groundspeed • The target alert indication
transmitted from the FMS is in view. The groundspeed digital readout shows • The sector scan
the GS indication to the left and the value, from 0 thru 999 knots, to the right.
The used FMS mode comes in view in the lower left corner of the PFD display. • The lightning display (optional).
The FMS mode indication can show:

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A half-range ring comes in view at the one-half of the arc-mode compass

radius. A range indication comes in view at the end of the half-range ring. The
range indication is equal to the one-half of the set WXR range.
The WXR indication comes in view adjacent to the heading display. This occurs
when the radar signals are set to come in view on PFD or, when weight is on
wheels and transmit mode is on. The WX mode annunciation flashes 1 second
on and 0.5 seconds off if you do not have the conditions that follow:
The WX mode is WAIT
The transmit mode is on and the aircraft is on the ground.
With the selection one transmit modes (with the aircraft on the ground), an
amber TX indication flashes 1 second on and 0.5 seconds off independently
from the display selection.
When the target alert mode is set and a radar target is sensed, a TGT indication
comes in view. The alert flashes for 1 second ON and 0.5 seconds OFF for 5
seconds when a target is first sensed.
The TGT indication stays in view until the alert condition continues. The
indication is on the two full or the arc mode.
The PFD WX format colours are the same of the standard WX colour.
The PFD ARC mode only shows ±45 degrees around the applicable heading.
Also the WX display limits have this range.
When the WX system operates in the sector-scan zone scan-mode, the left
and right thick marks come in view at ±30 degrees on the scale arc.

NORMAL MODE ENGINE INDICATIONS

The primary engine annunciates are:
• The Power Index (PI)
• The triplex tach display.
The PI annunciator is at the left of the HSI. This annunciator shows the speed
of the compressor-gas-generator (Ng), the inter-turbine temperature (ITT), or
the torque (TQ) indications from 0 to 200 percent.
The triplex tachometer display is at the right of the HSI. It shows the fan speed
(Nf) for each engine and the rotor speed (NR).

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PFD RADIO TUNING

The PFD tuned the radios of the helicopter. The PFD supplies tuned control of
the COM1, COM2, the NAV, and the transponder codes. The PFD shows only
the immediately tuned frequency for each radio.

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ICN-39-A-316000-G-A0126-01527-A-01-1

PFD RADIO TUNING

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COMPOSITE MODE • The NR

The composite mode supplies the flight data available after one of the two • The NF
Display Units (DUs) of the helicopter goes off. The composite format shows
• The fuel quantity
the data that follow:
• The source indications
• The attitude display
The slip/skip indicator • The source miscompare.
•
• The FD command bars
• The FD mode indications COMPOSITE MODE ENGINE INDICATIONS
• The AP mode indications The composite mode engine indications are:
• The vertical deviation pointer and scale • CAS Messages
The radio altitude • Engine Oil Pressure Indication
•
The DH • Main Gearbox Oil Pressure Indication
•
The marker beacons • Fuel Quantity Indication
•
The altimeter scale and digital displays • Hydraulic Pressure.
•
The lower side of the PFD shows the CAS indications window. The window
• The airspeed scale and digital displays
shows 12 CAS indications. The maximum number of characters that can come
• The vertical speed scale and digital displays into view on the display is 18.
The heading A digital indication of the oil pressure of Number 1 and the Number 2 engine
•
comes in view in the bottom part of the PFD.
• The drift bug A digital indication of the oil pressure in the main gearbox comes in view in the
• The lateral deviation scale bottom part of the PFD.
In the bottom part PFD there is a digital indication of the quantity of the fuel in
• The bearing ½ the Number 1 and Number 2 tanks. The same part of the PFD also shows a
• The distance digital indication of the Number 1 and Number 2 hydraulic system-pressure.

• The FMS messages

• The preview mode
• The ITT, TQ, and Ng in the form of a PI

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ICN-39-A-316000-G-A0126-01528-A-01-1

COMPOSITE MODE - COMPOSITE MODE ENGINE INDICATIONS

End of data module 39-A-31-60-00-00A-046A-T

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