DHRUV (ALH) TRAINING FACILITY

TRADE TRAINING NOTES

ON

ELECTRICAL SYSTEMS
OF

DHRUV
(Advanced Light Helicopter)

HELICOPTER DIVISION

Main menu
 FOREWORD

THIS DOCUMENT PROVIDES IN A TEACHING FORM ALL

THE INFORMATION REQUIRED FOR OPERATION AND
MAINTENANCE (UPTO II LINE) ON THE ELECTRICAL SYSTEMS
OF ALH.

THIS DOCUMENT IS MEANT ONLY FOR TRAINING PURPOSE

THE APPROPRIATE OPERATIONAL AND MAINTENANCE
MANUALS ARE TO BE REFFERED FOR ACTUAL OPERATIONAL
AND MAINTENANCE ACTIVITIES.

MAY 2005
Contents Page No.

Chapter 1: DC Power System 1-1 to 1-46

1.1 Introduction 1-1
1.2 DC Power Generation 1-2
1.3 DC Power Distribution 1-8
1.4 Modes of Operation 1-22
1.5 DC Loads 1-41
1.6 Maintenance 1-45

Chapter 2: AC Power System 2-1 to2-36

Introduction 2-1
2.1 AC Power Generation 2-1
2.3 AC Power Distributions 2-10
2.4 Modes of Operation 2-21
2.5 Maintenance 2-35

Chapter 3: Engine Starting System 3-1 to 3-20

3.1 Introduction 3-1
3.2 Starting Accessories 3-1
3.3 Operation of the Starting System 3-13
3.4 Engine Shutdown 3-17
3.5 Dry Motoring 3-18
3.6 Wet Motoring 3-19
3.7 Maintenance 3-20

Chapter 4: Engine Control System 4-1 to 4-31

4.1 Engine Automatic Control 4-1
4.2 Functions of FADEC 4-1
4.3 Digital Control Components 4-4
4.4 Analog Control Components 4-9
4.5 Modules of FADEC 4-20
4.6 Manual Control 4-27
4.7 FADEC Self test 4-28
4.8 Maintenance 4-31
Contents Page No.
Chapter 5: Fire Detection And
Extinguishing System 5-1 to 5-11
5.1 Description 5-1
5.2 Operation 5-5
5.3 Fire Extinguishing System 5-7
Chapter 6: Actuated Free Wheel System 6-1 to 6-6
6.1 Description 6-1
6.2 Operation 6-3
6.3 Maintenance 6-6
Chapter 7: Chip Burning System 7-1 to 7-5
7.1 Description 7-1
7.2 System Operation 7-4
7.3 Fault Warnings 7-5
7.4 Maintenance 7-5

Chapter 8: Fuel System 8-1 to 8-12

8.1 Aircraft Fuel System: description 8-1
8.2 Fuel Transfer Pumps 8-2
8.3 Fuel Shut off Valve 8-5
8.4 Fuel Cross-feed Valve 8-8
8.5 Fuel System CWP Warnings 8-10
8.6 Maintenance 8-12
Chapter 9: Hydraulic System 9-1 to 9-4
9.1 Description 9-1
9.2 Operation 9-4
9.3 Maintenance 9-4
Chapter 10: Centralized Warning System 10-1 to 10-11
10.1 Description 10-2
10.2 Operating Logics 10.3
10.3 Master Warning Subsystem 10-3
10.4 Audio Warning Subsystem 10-4
10.5 Rotor RPM Warning Subsystem 10-5
10.6 Maintainability/Testability 10-9
10.7 Maintenance 10-11
Contents Page No.
Chapter 11: Ice Detection System 11-1 to 11-4
11.1 Description 11.1
11.2 System Operation 11.3
11.3 Maintenance 11.4
Chapter 12: Engine Failure Warning Unit (EFWU) 12-1 to 12-9
12.1 Description 12-2
12.2 Operation 12-5
Chapter 13: Voice Warning System 13-1 to 13-4
13.1 Description 13-1
13.2 Voice Massages 13-3
Chapter 14: Door Warning System 14-1 to 14-2
14.1 Description 14-1
14.2 Operation 14-1
14.3 Maintenance 14-2

Chapter 15: Heating and Ventilation System 15-1 to 15-12

15.1 General 15-1
15.2 Description 15-1
15.3 Functions of Temperature Controller 15-2
15.4 Control Panel Switches and Lamps 15-6
15.5 Operation 15-7
15.6 Maintenance 15-11

Chapter 16: Wind Shield Wiper and

Washing System 16-1 to 16-9
16.1 Wind Shield Wiper System 16-1
16.2 Wind Shield Washing System 16-5
16.3 Maintenance 16-9

Chapter 17: Control Grips 17-1 to 17-5

17.1 Collective Grip 17-1
17.2 Cyclic Grip 17-4
 Contents Page No.

Chapter 18: Lighting System 18-1 to 18-27

18.1 External Lights 18-4
13.2 Internal Lights 18-12
18.3 Maintenance 18-28

Chapter 19: Engine Air Particle Separator 19-1 to 19-4

19.1 Purpose 19.1
19.2 Principle 19.2
19.3 Electrical Control of EAP Separator 19.3

Chapter 20: Emergency Floatation Gear 20-1 to 20-6

20.1 Description 20.1
20.2 System Operation 20.4
20.3 Maintenance 20.6

Chapter 21: Rescue Hoist System 21-1 to 21-10

21.1 Description 21-1
21.2 Operational Checkout Procedure 21-9

Chapter 22: Cargo Hook System 22-1 to 22-5

22.1 Description 22-1
22.2 Operation 22-3
22.3 Maintenance 22-5

Chapter 23: Air Conditioning System 23-1 to 23-5

23.1 Description 23-1
23.2 Operation 23-4

Chapter 24: Active Vibration Control System 24-1 to 24-19

 1. DC POWER SYSTEM
1.1. Introduction
ALH requires a reliable supply of DC power for the following
a. Engine starting and controls
b. Instruments
c. Fuel transfer
d. Fire detection and Extinguishing
e. AFCS
f. Communication and Navigation equipment
g. Lighting and other systems.

• DC supply used in ALH

Nominal Voltage : 28V DC
Note: Operating Voltage range: 22 to 29 V DC

ALH DC system has two independent systems. System-1 from (LH

Generator) and system-2 from (RH Generator). Each system has three components.
a. DC Power generation.
b. DC Power distribution.
c. Services.

The DC system LRUs are shown in Fig.1.1.

1-1
Fig 1-1. DC System location of main LRUs

1-2
 2. 1.2. DC Power Generation or Sources of DC Power
In ALH DC Power is obtained from
a. Starter generator with Generator Control and Protection Unit.
(GCPU) (One per system).
b. Nickel Cadmium battery- (One per system).
c. External power receptacle (One for both systems)
1.2.1. Starter Generator
• It is the primary source of DC power.
• Mounted on accessory gear drive of each engine.

The Starter generator is shown in Fig-1.2.

Fig 1-2. Location of Starter Generator on Engine

Description
• Starter generator is a self-cooled (cooling is by means of centrifugal fan)
brush type machine.
• It is four-pole shunt field machine with commutating poles for generator
function and series auxiliary windings for starter function.

1-3
 • Generator has a temperature switch which is normally in open position. If
the winding temperature exceeds 153°C, switch closes complete the
circuit, and illuminates GEN HOT caution light on CWP.
• It has two modes of operation
a. Starter mode and
b. Generator mode.
Starter mode
- It functions as a compound wound motor during engine starting.
- GCPU controls the starter mode.
Specification in Starter mode
Voltage 24 (Nominal).
Starting current 800 amps maximum.
Limitation After 5 consecutive starts 15 min break for next start.
Working
• GCPU gets signal from Engine starting system and provide supply to
starter contactor coil.
• The contactor closes and provides supply to the series winding, at the
same time GCPU will provide supply to the shunt winding and the motor
starts cranking the engine.
• At self sustaining RPM (69.7%), the GCPU cuts off the supply to the
starter contactor coil and the starter cuts off.
Generator mode
- Functions as a shunt generator.
- GCPU controls and monitors the generator’s function.
Working
-After cutting off supply for starter the starter function is over. The engine
is now cranking the generator. On putting the GEN switch to ON position the

1-4
GCPU will close the generator contactor provided the parameters are with in the
specified limits.
Specification in Generator mode
Output power 6 kW.
Rated current 200 amps.
Nominal Voltage 28 V.
Over load capacity 300 amps for 2 minutes.
400 amps for 5 seconds.
Rated speed range 8000-12150 rpm.
Direction of rotation CW at the shaft drive end.
Weight 9.45 kg.
1.2.2. Generator Control And Protection Unit (GCPU)
- It regulates generator output voltage.
- It continuously monitors the output parameters of generator and disconnects
the generator from the system in case the output parameters of generator are
not within the permissible limits by opening a line contactor [C12 / C22] and
also by disconnecting the field circuit of generator.
- It connects the generator to the busbar when the generator voltage is above
22 Volts and 0.5 Volts above the busbar voltage.
- Generator voltage can be adjusted by a potentiometer on the GCPU.
- GCPUs are mounted on either sidewalls in cabin equipment bay and is
shown in Fig 1.3
Specification
• Over load protection 300A for 2 min & 400A for 5 sec.
• Under voltage protection 19.5 V
• Voltage accuracy 28V(+ 0.4/ - 0.7 V)
• Over voltage limit 31.5 V
• Current limiting during cross start 300amps

1-5
• Load sharing in parallel operation Maintains the difference
of load within 10%
• Remote tripping and remote resetting facility.
• Reverse current protection. 20 amps.
• Weight 1.2 kg

Fig 1.3 Generator Control and Protection Unit

1.2.3. Batteries (Nickel-Cadmium) (Two per Helicopter)
Description
• Backup for starter generator.
• It has 20 cells connected in series enclosed in a stainless steel container.
[Voltage/Cell = 1.2V]
• One thermostat is provided to monitor the temperature, which closes at
65oC +/-2.8oC on temperature rise.
• Fitted inside the stub-wings, on either side in Wheeled version of H/Cs.
• Fitted on either side of cabin at station 7 and 7a in Skid version of H/Cs
as shown in Fig 1.4.
Battery Specifications
Voltage 24V.
Capacity 32 Ah at 1 Hr rate.

1-6
 Max instantaneous Power 12V-15s-14.5kW at +23oC.
12V-15s-08.4kW at –18oC.
Operating temperature -40o C to +71o C.
Electrolyte Solution of KOH, SG 1.30.
Weight 24 Kg.

Fig 1.4 Location of RH side battery inside the Cabin in Skid version.
1.2.4. External Power Receptacle
• It is a conventional, 3 pin type receptacle used for connecting a source of
external power.
• It is located on LH side of fuselage between # 7 and # 8 as shown in Fig 1.5.
• A CB of 1 amp is mounted along with the receptacle to safe guard the
controlling supply to max of 1 amp.
• External power receptacle compartment is fitted with a micro switch,
operated by the its door, to give an indication EPU caution light on
Centralized Warning Panel (CWP), which comes ON if the door is open.

1-7
 Fig 1.5. External Power Receptacle.
1.3. DC Power Distribution
DC Distribution System
Each DC distribution system consists of
a. One DC master box
b. One Battery junction box.
1.3.1.a. DC Master Box-1 (Ref Fig 1.6 and 1.7)
DC master box-1 is located on the LH sidewall in equipment bay. It receives
power from generator-1 or from DC master box-2 or from external power unit
and transfer to the following buses through fuses.
1. Main bus-1 [CB’s are located in Centre post CB panel]
2. Emergency bus –1 [CB’s are located in O.H panel]

Fig 1-6.

1-8
Description
DC master box-1 consists of
i. Starter Contactor [C11]
ii. Generator contactor [C12].
iii. External power control unit [EPCU] and external power contactor
[C13].
iv. Main bus-1(MB 1)
v. DC bus tie contactor [C15]
vi. Short Circuit Detection Card [SCDC-1]
vii. RL-13.

Fig 1.7 Circuit diagram of DC Master box 1

1.3.1.b. DC Master Box-2 (Ref Fig 1.8)
DC master box-2 is similar in function to that of DC master box-1, except
for a small constructional change. DC master box1 has EPCU and its contactor
whereas DC master box-2 doesn’t have these. It additionally has non-essential
bus along with non-essential bus contactor. [Which is not present in DC MBX-
1]. It is located on the RH sidewall in the equipment bay.

1-9
Description
DC master box-2 consists of
i. Starter Contactor [C21]
ii. Generator contactor [C22].
iii. Main bus-2 (MB2)
iv. DC bus tie contactor [C25]
v. Short Circuit Detection Card [SCDC-2]
vi. RL-23.
vii. Non-essential bus and contactor [C23]

Fig 1.8 Circuit diagram of DC Master box 2.

Generator Contactor [C12/C22]
• Generator contactor is controlled by GCPU.
• It has one main contact and three auxiliary contacts.
Main Contacts
• Normally Opened. Generators are connected to DC master boxes on closing.
Auxiliary contacts
• Two are normally closed, one (top in fig.) controls GEN caution light and
the other (bottom in fig.) controls the DC bus tie contactors (C15 and C25).
One is normally open, controls the Non-essential bus bar contactor [C23].

1-10
External Power Control Unit (EPCU) (in DC Master Box One Only)
• The EPCU controls the external power contactor.
• EPCU gets a power supply from 28 VDC external power socket.
• EPCU provide power supply to the external power contactor relay only when
the external input DC voltage is less than 31.5 + 1 V and polarity is correct.
External Power Contactor [C13] (in DC Master Box One Only)
• It has one main contact and five auxiliary contacts.
• When external power is connected power is provided to the EPCU and from
EPCU external power contactor relay gets power and grounds through DC
EXT or AC/DC EXT position of PWR SEL switch and MATER POWER
switch in ON position.
Main contacts
Normally Opened. External power is connected to DC master boxes on
closing.
Auxiliary Contacts
• Four are normally closed and one is normally opened.
• Four normally closed; two of them control the battery’s circuits and two of
them control the generator’s circuits. The generators and the batteries cannot
be switched on when the external power is connected.
• One normally opened; controls the Non-essential bus bar contactor [C23].
Starter Contactor [C11/C21]
• It has one main contact and one auxiliary contact.
• Main contacts and auxiliary contacts are normally opened.
• GUPU controls this contactor.
• Main contacts controls the DC power starter during engine starting.
• The auxiliary contacts are used to provide 28 V DC to FADEC
Computer during manual mode of engine starting as backup for IGV
control.

1-11
DC bus tie contactors (C-15/C-25)
• It has one main contact and one auxiliary contact.
• Main contacts one end is connected to Main bus-1 and the other end is
connected to Main bus-2.
• Auxiliary contact one end is connected to GCPU1/GCPU2 and the other
end is interconnected.
SCDC1/SCDC2 provides power to the C15/C25 contactors coil and gets a
ground through:
a. Auxiliary contact of respective generator’s contactor.
b. Auxiliary contacts of second generator’s contactor.
c. MAN position of the OPMOD SEL switch and ON position of the DC
BUS TIE switch.
NOTE: Both the DC bus tie contactors operate simultaneously.
- On energizing normally open contact changes over to close position.
- Main contacts connect both main bus bars together.
- Auxiliary contact provide path for equalizing coils of generators through
GCPU’s.
Short Circuit Detection Card
• Each DC master box is fitted with an SCDC.
• It sense the main bus voltage and if the voltage is 10V and less, it
operates a relay (RL 13/RL 23).
• The shorted system emergency bus is supplied by respective battery
through emergency bus bat [C17/C27] contactor.
• DC voltmeter reads 28V & 24 V (short circuit system)
• DC BUS TIE switch is to be put to RESET position, which energizes DC
bus tie contactors [C15/C25] for a moment. If Short circuit persists DC
bus tie contactors open again.

1-12
Relay- RL-13/RL23
• Relay is normally in the de-energized condition. It is controlled by
SCDC, which in turn cuts off grounding of Emergency bus contactors (C
14/C 24) and bus tie contactors (C 15/C 25) and also cuts off the supply
of generator contactor (C 12/C 22). Thereby isolating the faulty busbar
from the healthier busbar and the source of supply.

Non Essential Bus contactor [C23]

• It has a relay, which operate one main contact.
• Main contacts opened. No power to non-essential bus bar.
• It gets a positive supply from the main bus-2 and gets a ground through
a. Energized external power contactor’s [C13] closed auxiliary contacts.
b. Energized both generators contactor’s [C22/C12] closed auxiliary
contacts in series.
Main contacts closed. Main bus-2 power is supplied to non-essential bus.

1.3.2. Battery Junction Boxes:

- The battery junction boxes receive power from respective battery and
transfer it to the respective DC master box [During battery ON].
- They receive power from respective DC master box and transfer it to the
emergency bus and also charge the battery [Generator running].
- Both Battery Junction boxes are similar in construction and are located on
the both sidewalls in equipment bay as shown in Fig 1.9.
- They have Battery Discharge Detector (BDD1/BDD2).
Main bus bat contactor (C 16/C 26).
Emergency bus contactor (C14/C24).
Emergency bus bat contactor (C17/C27).
Relay RL 14/RL 24.

1-13
Fig 1.9.

Battery Discharge Detector (BDD1/BDD2): (Fig 1.10)

The discharge current to be measured creates a voltage drop through the
shunt. The relevant voltage is amplified and compared with a reference voltage.
If the battery discharge current exceeds 2 amps, the transistor will be in “ON
STATE” and illuminates BAT warning light on CWP.

Fig 1-10. Circuit Diagram of BDD.

1-14
Main bus bat contactor (C-16/ C-26)
• It has a relay, which operate one main contact.
• Main contacts opened. Main bus is disconnected from battery junction
box.
• It gets a positive supply from the battery and gets a ground through de-
energized external power contactor’s [C13] closed auxiliary contacts and
AUTO/[MAN -with BATTERY switch ON position] position of the
OPMOD SEL switch and ON position of the MASTER POWER switch.
After Energizing
Main contacts are closed. Battery power is supplied to respective main
bus.
The battery is charged if the generator is running.

Emergency bus contactor (C-14/C-24):

• It has a relay, which operates one main contact and one auxiliary contact.
• Main contacts opened. Emergency bus is disconnected from main bus.
• Normally closed auxiliary contact connects C17/C27 contactor to ON
position of the MASTER POWER switch where it gets a ground.
• It gets a positive supply from the main bus and gets a ground through de-
energized RL-13/RL-23 closed auxiliary contacts.
• Main contacts are closed. Emergency bus receives power from main bus.
• Now opened auxiliary contact disconnects C17/C27 contactor from
getting ground.

Emergency bus bat contactor (C-17/ C-27)

• It has a relay, which operates one main contact.
• Main contacts opened. Battery is disconnected from emergency bus.

1-15
• It gets a positive supply from the battery and gets a ground through de-
energized emergency contactor’s [C14/C24] normally closed auxiliary
contacts and ON position of the MASTER POWER switch.
• Main contacts are closed. Battery power is supplied to emergency bus.

Relay –RL14/RL-24
• C16/C26 contactor relay gets a ground through respective relay contacts
in AUTO position of the OPMOD SEL switch.
• It gets a positive supply from the battery and gets a ground through
closed position of the battery temperature switch.
• If the battery temperature exceeds the safe limit C16/C26 contactor relay
will not get a ground. Battery is automatically disconnected.

CONTROL PANEL:
The Fig.1.11. Shows the electrical control panel along with the switch
arrangements. The functions of the switches are described below.

1-16
 Fig.1.11. Electrical Control Panel

Master Power Switch (ON/OFF)

This consists of two individual switches mechanically linked and
electrically isolated. One switch controls DC system 1 and AC system 1 and
other controls DC system 2 and AC system 2.
Position OFF
-Irrespective of the positions of all other switches, the contactors in the
systems are de-energized.
-Whole electrical system is de-energized.

1-17
Position ON
- Whole electrical system is ready for further operation.
Power Selector Switch (PWR SEL)(AC EXT, DC EXT, BAT, AC/DC EXT)
This consists of two individual switches mechanically linked to one
rotary knob and electrically isolated. One switch controls DC Power system and
other controls AC Power system.
Position AC EXT
- Only AC external power is selected.
- Internal Batteries will be switched ON.
- Alternators cannot be switched ON.
Position DC EXT
- Only DC external power is selected.
- AC external power cannot be switched ON
- Generators cannot be switched ON.
- Internal Batteries cannot be switched ON.
Position BAT
- DC and AC external power is disconnected.
- Both Alternators can be switched ON.
- Generators can be switched ON.
- Internal Batteries will be switched ON.
Position AC/DC EXT
- AC and DC external power is selected.
- Alternators cannot be switched ON.
- Generators cannot be switched ON.
- Internal Batteries will not be switched ON.
Operation Mode selector Switch (OP MOD SEL) (AUTO, EMER, MAN)
This consists of two individual switches mechanically linked.
Position AUTO
- The operation of BUS TIE contactor is automatic.

1-18
 - The Master switch, irrespective of the battery switches position, controls
the batteries.
- The batteries are disconnected in case the battery temperature exceeds the
safe limit.
Position EMER
- Batteries are disconnected from the Main Buses irrespective of
the battery S/W position.
- Only emergency Buses are supplied by their respective battery.
Note: In flight condition the duration of batteries in this position is 50 min
during day and 40 min during night.
Position MAN
- The operation of BUS TIE contactor is manual.
- The battery switches controls the batteries.
- The batteries are to be switched OFF in case the battery
temperature exceeds the safe limit.
Generator Trip Switches (GEN 1/ GEN 2 TRIP) (NORM, TRIP)
One switch for each generator.
Position NORM
- The respective GCPU is energized.
Position TRIP
- The GCPU get a signal to switch OFF the field circuit of
respective generator. The switch can be put to TRIP position
for:
a. Testing the de-energizing of generator contactor and automatic
taking over of loads by other generator.
b. De-energizing the generator in case of internal fault in the
generator.
Generator Switches (GEN 1 and GEN 2) (ON, OFF, RESET)
These switches are used to control the generators.

1-19
Position OFF
- The respective generator is disconnected from the buses.
Position ON
- The respective generator is connected to the buses.
Position RESET
- This is a momentary position.
- Used to RESET the respective the generator after tripping either manually
or automatically.
- It sends a resetting signal to respective GCPU.

DC BUS TIE Switch (DC BUS TIE) (ON, OFF)

The OP MOD SEL switch in MAN position energizes the operation of
this switch.
This switch is functional only when both generators are running normal.
Position OFF
- BUS TIE Contactors are open. The sub systems are independent.
Position ON
- BUS TIE Contactors are closed. The sub systems are in parallel
operation.

BATTERY Switch (BATTERY) (ON, OFF, TEST)

The operation of this switch is enabled only when PWR SEL S/W is in
BAT or AC EXT position and OP MOD SEL S/W in MAN position.
Position ON
The respective battery is connected to the bus bar
Position OFF
The respective battery is disconnected from the bus bar
Position TEST (this position is enabled in OP MOD SEL S/W in AUTO
position also)

1-20
This is a momentary position.
It checks the proper connection of battery connector and thermal switch
connector to the battery. BAT 1 & BAT HOT 1 or BAT 2 & BAT HOT 2 W/L
on CWP will come ON in this position.
DC Voltmeter
It is a dual pointer instrument. LH pointer indicates the LH system
(system 1) and RH pointer indicates the RH system (system 2) voltage. It is
connected to the Emergency Bus bars (EB’s). It indicates the voltage available
at the EB’s. It is fitted in the main instrument panel as shown in Fig 1.12.
Range 0 V to 35 V
Green arc 22 V to 29V

DC Voltmeter DC Ammeter
Fig.1.12. Electrical Instruments
DC Ammeter
It is a dual pointer instrument. LH pointer indicates the LH system (system
1) and RH pointer indicates the RH system (system 2). It indicates the load
current on battery or generator as per selection. A selector switch is provided for
selecting to battery or generator. It is connected across the battery and generator
shunts.
Range -50 A to 250 A

1-21
Ammeter Selector Switch
A selector switch is provided for selecting to battery (BAT) or generator
(GEN). The switch is normally selected at GEN position.

1.4. MODES OF OPERATION

1. External power mode.
2. Both generators running (AUTO).
3. Both generators running (MAN).
4. One generator running.
5. Both generators fail (AUTO).
6. Both generators fail (MAN).
7. Both generators fail (EMER).
8. Short Circuit on Main busbar.

1.4.1. External Power Mode (Ref Fig 1.13)

CBs
– Push in 1A CB next to External power receptacle and SYS1/SYS2 on O/H
panel.
Switches Position
1. MASTER POWER - ON
2. PWR SEL - DC EXT (or) AC/DC EXT
Note: Before switching ON master switch ensure external power is connected
and switched ON. Other wise batteries will be connected and will be
discharged.
Working
• Power from external power receptacle is given to External Power Control
Unit (ECPU). From EPCU through C13 coil passes through PWR SEL

1-22
 switch in DC EXT or AC/DC EXT position and Master switch ON position.
Contactor (C13) energizes.

Fig 1.13 Circuit Diagram of DC External Power mode before switching ON

• Through its main contacts external power is supplied to main bus-1 [MB-1].
• Generators cannot be switched ON and batteries are disconnected because of
energizing and opening of C 13s aux contacts.
• Contactor (C14) coil gets power from main busbar 1 and its negative is
completed through RL 13 relay NC contacts. Through C 14s main contacts
main bus-1 power is supplied to EB-1. All system-1 emergency loads like
SYS-1, CWP, and SCDC 2 etc are powered.
• Power from SCDC 1 & SCDC 2 through RL 13 & RL 23 NC contacts and C
12 and C 22 NC contacts negative is completed for C15 and C25 contactors.
Contactor (C15/C25) energizes. Through its main contacts power from Main
bus-1 is supplied to Main bus-2.
• Contactor (C24) coil gets power from main busbar 2 and its negative is
completed through RL 23 relay NC contacts. Through C 24s main contacts

1-23
 main bus-2 power is supplied to EB-2. All system-2 emergency loads like
GCPU-2 CWP etc are powered.
• Contactor (C23) coil gets power from main busbar 2 and its negative is
completed through now closed auxiliary contacts of C 13. Through its main
contacts power from main bus-2 is supplied to Non-essential busbar.

Fig 1.13a. Circuit Diagram of DC External Power mode

Cockpit Interfaces
a) Instrument Panel
Dual DC Voltmeter senses the system-1 and system-2 emergency bus
voltages and indicates the voltage [28V]. DC ammeter doesn’t read.
b) CWP - EPU, GEN1 and GEN2 caution light ON.
For disconnecting External Power
A. With engines started

1-24
 a. Select PWR SEL to BAT Position. The batteries will get connected and
takeover as explained later. Switch ON generators. Generators will
takeover. Main bus and emergency bus receives power from generator.
b. Batteries are connected to main busbars and are getting charged.

B. With engines not running

i. OP MOD SEL switch – AUTO
• Automatically Batteries provides power to both the main and emergency
bus.
ii. OP MOD SEL switch – MAN
• Battery provides power to main and emergency busbar, if the BATTERY
switch is in ON position.
• Battery provides power to respective emergency busbar if the BATTERY
switch is in OFF position.
iii. OP MOD SEL switch – EMER
• Batteries provide power to its respective emergency busbar.

1.4.2. Both Generators Running Condition &OP MOD SEL –AUTO (Ref
Fig 1.14)
Operation of both the system 1 and system 2 is identical, so only LH
(system 1) is discussed.
- Push in GCPU1 and GCPU 2 on OH panel.
Switches position
1. MASTER POWER ON
2. OP MOD SEL AUTO
3. PWR SEL BAT
4. GEN-1/GEN-2
ON/OFF/RESET ON

1-25
5. GEN-1/GEN-2
NORM/TRIP NORM
Working
1. Putting the GEN ON/OFF/RESET switch to ON position GCPU will get
back a generator ON signal and provides positive supply to generator
contactor coil through de-energized external contactor (C-13) normally
closed auxiliary contacts and SCDC.
2. Power from GCPU is given to SCDC. From SCDC through C-12/C-22 coil
and back to SCDC and gets grounding at Master switch in ON position.
Generator contactor (C-12/C-22) energizes.
ƒ Its main contacts closed. Each generator supplies DC power to DC
master box’s main buses.
ƒ Normally close auxiliary contact opened. [GEN caution light goes OFF]
ƒ Normally open auxiliary contact closes. [Non essential busbar contactor
coils negative is completed.]
ƒ Normally close auxiliary contact open. [DC bus tie C15/C25 de-energized
because negative path is cut-off by energizing C-12 and C-22 contactors].
ƒ GCPU and SCDC are enabled.
Note: GCPU will close the generator contactor only if the generator voltage
is greater than main bus voltage by 0.5V.
3. Emergency contactor (C14/C24) energizes as explained earlier.
Through its main contacts Main bus power is transferred to emergency bus.
4. Main bus bat contactor (C16/C26) energizes.
Through its main contacts Main bus power is transferred to battery [Battery
is in charging mode]
5. Non-essential bus contactor (C23) energizes.
Through its main contacts Main bus-2 power is transferred to Non-essential
bus.

1-26
Cockpit Interfaces
a) Instrument Panel
Dual DC Voltmeter senses the system-1 and system-2 emergency bus
voltages and indicates the voltage [28V]. Dual DC ammeter reads generator
current from generator shunts if the GEN/BAT switch is in GEN position.

b) CWP
GEN1 and GEN2 caution lights and BAT1 and BAT2 W/L go OFF.
If the generator winding temperature exceeds 153°C, temperature switch closes
illuminates GEN HOT caution light on CWP. Put the GEN ON/OFF/RESET
switch to OFF position. GCPU will open the generator contactor [C12/C22].
Before switching ON the generator first put the GEN ON/OFF/RESET
switch to RESET position, which energizes the field circuit of generator.
NOTE: DC bus tie switch is not functional. [i.e. DC bus tie contactors cannot
be closed]

1-27
Fig 1.14. Circuit Diagram of both Generators running mode

1-28
1-29
1.4.3. Both Generators Running Mode &OP MOD SEL - (MAN) (Ref Fig
1.15)
In this mode both the generators are paralleled.
This mode of operation is used to share the loads between generators, if
one generator takes more load (like Rescue hoist in ARMY version connected
to one generator) than the other.
GCPU performs the parallel operation,
CBs
- Push in GCPU1 and GCPU 2 on OH panel.
Switches position
1. MASTER POWER ON
2. OP MOD SEL MAN
3. DC BUS TIE ON
Working
Working of the MAN mode is similar to that of AUTO mode except the
following.
Putting the OP MOD SEL switch to MAN position and DC BUS TIE
switch to ON position will energize the DC bus tie contactors [C15/C25] by
providing the ground path to their coils.
Its main contacts closed. Main bus-1 and Main bus-2 are connected.
Its auxiliary contacts closed through which, GCPU’s pass the circulating
current through both the generators equalizing coils till both the generators carry
equal loads.
Cockpit Interfaces
a) Instrument Panel
Dual DC Voltmeter senses the system-1 and system-2 emergency bus
voltages and indicates the voltage [28V]. Dual DC ammeter reads same
reading for both generators current from generator shunts as they are in parallel,
if the Ammeter Selector Switch is in GEN position.

1-30
Fig 1.15. Circuit Diagram of both Generators running mode (MAN).

1-31
1.4.4, One Generator Fail/OFF MODE (Shown GEN 2 OFF) (Ref Fig 1.16)
CB’s
Push in -GCPU 1 and GCPU 2 on O/H panel.
Switches:
1. MASTER POWER - ON
2. OP MOD SEL - AUTO/MAN
3. PWR SEL - BAT
4. GEN-1 ON/OFF/RESET - ON
5. GEN-2 ON/OFF/RESET - OFF
Working
Generator contactor [C 22] de-energizes. Isolates generator-2 from main
bus-2.
GEN 2 C/L comes ON in CWP.
Non-essential Bus contactor [C 23] de-energizes isolates non-essential
bus from Main bus-2. [i.e. Non essential bus is isolated]
The generator 1 provides power to the No 2 generator’s main and
emergency buses.
C15/C25 contactors relay energizes through now closed auxiliary
contacts of C 22. Through its main contacts main bus-1 power is transferred to
Main bus-2.
Emergency contactors [C 14/C 24], main bus bat contactor [C 16/C 26]
will work similar to that of both generators running [either in AUTO or MAN)
mode.
Cockpit Interfaces
b) Instrument Panel
Dual DC Voltmeter senses the system-1 and system-2 emergency bus voltages
and indicates the voltage [28V]. Dual DC ammeter reads working generator’s
current from generator shunt.

1-32
Fig 1.16. Circuit Diagram of One Generator running mode.

1-33
1.4.5. Both Generators Fail & OP MOD SEL -AUTO (Ref Fig 1.17)
Push in -GCPU 1 and GCPU 2 on O/H panel.
Switches
1. MASTER SWITCH ON
2. OP MOD SEL AUTO
3. PWR SEL BAT
Working
• Main bus bat contactor (C16) energizes through NC Auxiliary contacts of
de-energized C 13 contactor, OP MOD switch in AUTO, RL 14 NC
contacts, MASTER switch in ON position. Through its main contacts
battery-1 power is supplied to MB-1.
• Emergency bus contactor (C14) energizes. Through its main contacts
power from Main bus-1 is supplied to EB-1.
• Contactor (C15 and C25) energizes. Through its main contacts MB-1
power is supplied to MB-2.
• Main bus bat contactor (C26) energizes through NC contacts of de-
energized C 13 contacts, OP MOD switch in AUTO, RL 24’s NC
contacts, MASTER switch in ON position. Through its main contacts
battery-2 power is supplied to MB-2.
• Emergency bus contactor (C24) energizes. Through its main contacts
power from Main bus-2 is supplied to EB-2.
Cockpit Interfaces
a) Instrument Panel
Dual DC Voltmeter senses the system-1 and system-2 emergency bus
voltages and indicates the voltage [24V]. Dual DC ammeter reads battery
currents from the battery shunts, if the Ammeter Selector switch is in BAT
position.
b) CWP GEN1 and GEN2 caution lights and BAT1 and BAT2 W/L come ON.

1-34
Fig 1-17. Circuit Diagram of both Generators Fail mode
(OP MOD SEL -AUTO).

1-35
1.4.6. Both Generators Fail (Or) Off Mode & OP MOD SEL –MAN (Ref
Fig 1.18)
Push in -GCPU 1 and GCPU 2 on O/H panel.
Switches
1. MASTER SWITCH ON
2. OP MOD SEL MAN
3. PWR SEL BAT
4. BATTERY-1
/BATTERY-2 ON
Working
• Main bus bat contactor (C16) energizes through NC Auxiliary contacts of
de-energized C 13 contactor, OP MOD switch in MAN, BAT switch ON and
MASTER switch in ON position. Through its main contacts battery-1 power
is supplied to MB-1.
• Emergency bus contactor (C14) energizes. Through its main contacts power
from Main bus-1 is supplied to EB-1.
• Contactor (C15 and C25) energizes. Batteries are connected in parallel.
• Main bus bat contactor (C26) energizes through NC contacts of de-energized
C 13 contacts, OP MOD switch in MAN, BAT switch ON and MASTER
switch in ON position. Through its main contacts battery-2 power is supplied
to MB-2.
• Emergency bus contactor (C24) energizes. Through its main contacts power
from Main bus-2 is supplied to EB-2.
• Battery is to be switched off manually if BAT HOT W/L comes ON.

1-36
Cockpit Interfaces
a) Instrument Panel
Dual DC Voltmeter senses the system-1 and system-2 emergency bus
voltages and indicates the voltage [24V]. Dual DC ammeter reads battery
currents from the battery shunts, if the Ammeter Selector switch is in BAT
position.
b) CWP
GEN1 and GEN2 caution lights and BAT1 and BAT2 W/L come ON.

1-37
Fig 1.18. Circuit Diagram of both Generators Fail mode
(OPMODE SEL - MAN).

1-38
1.4.7. Both Generators Fail (Or) Off Mode & OPMOD SEL -EMER (Ref
Fig 1.19)
Push in -GCPU 1 and GCPU 2 on O/H panel.
Switches
1. MASTER SWITCH ON
2. OP MOD SEL EMER
3. PWR SEL BAT

Note: This mode is used to increase the duration of batteries for a long period
[50 min in day and 40 min for night] in case of both generators failure
during flight.
Working
• Main bus bat contactors [C 16 /C 26] are de-energized due to the change
of OP MOD SEL switch to EMER position negative path is not
completing. MB-1 and MB-2 are disconnected from batteries.
• Emergency bus contactors [C14/C24] are de-energized and disconnect
EB-1/EB-2 from MB-1/MB-2.
• Emergency bus bat contactors [C 17/ C 27] are energized through de-
energized auxiliary contacts of C 14 / C 24 contactors. Through its main
contacts battery power is supplied to EB-1/EB-2.
Cockpit Interfaces
a) Instrument Panel
Dual DC Voltmeter senses the system-1 and system-2 emergency bus
voltages and indicates the voltage [24V]. Dual DC ammeter reads battery
currents from the battery shunts, if the Ammeter Selector switch is in BAT
position.
b) CWP
GEN1 and GEN2 caution lights and BAT1 and BAT2 W/L come ON.

1-39
Fig 1-21. Circuit Diagram of both Generators Fail mode
(OPMODE SEL - EMER).

1-40
1.4.8. Short Circuit on Main Busbar
If there is a short circuit in any of the main bus bars there will be sudden
increase in current or drop in voltage. Increase in current beyond 400 amps for 5
seconds is detected by GCPU. Similarly a drop in voltage less than 10 Volt is
detected by SCDC. Functioning of SCDC and GCPU are discussed earlier.
Sequence of Operation is explained below:
• GCPU cuts of the generator of the affected circuit from its bus bar.
• SCDC energizes RL13 /RL23 isolating the Emergency busbar of the
affected circuit and the generator of the healthy circuit from the short
circuit.
• The affected generator caution light comes ON.
• The battery takes over the emergency loads and the battery warning light
comes ON.
• DC ammeter indicates the Battery current provided Ammeter selector
switch is selected to BAT position.

1.5. DC LOADS;
In ALH the total DC loads are approximately of 5 kW. They are equally
distributed between both the generators. Some of the critical loads are supplied
by both the systems.
The loads are classified in to three types depending upon their criticality
in flight.
1. Emergency bus loads: a) Loads connected both systems Emergency bus.
b) Loads connected to system-2 Emergency bus.
c) Loads connected to system-1 Emergency bus.
2. Main bus loads: a) Loads connected to system-1 Main bus.
b) Loads connected to system-2 Main bus.
3. Non essential bus loads - Loads connected to system-2 Main bus.

1-41
Fig 1-22. Circuit Diagram of both Generators Running mode
(SHORT CIRCUIT ON MB 1).

1-42
Fig 1-23. DC loads for Army/ Air Force

1-43
1-44
g 1- 24. DC Power Generation System Circuit Diagram
 1.6.Maintenance
Battery
Periodic Inspection Calendar Time
50 Hrs 200 Hrs 6 Months 2 Years
- Check the Check in Overhaul as per Check storage and
battery case and conjunction with section CHECK operating life of
cell connectors electrical test as in the the battery as per
for cracks per section component Annexure-1.A.
distortions or CHECK in the maintenance
other damage. component manual or when
- Inspect the vent maintenance the terminal
system for manual. voltage less than
proper airflow. 24.5V.
Generators
Daily 50 Hrs
- Inspect the generators terminal - Check all the electrical wiring for burns
contactors for cleanness and or frayed cables, loose or broken
tightness. clamps and fasteners.
- Inspect the flange mounting for - Check all accessible ground leads and
crack or looseness of mounting ground connections as well as ground
bolts. Check for oil leaks terminals on generators for condition.
around the mounting. - Check relay installation, electrical
- Check for bonding braid if controls such as switches CBs and
provided. potentiometers for conditions and check
for proper functioning.
St/Gen brushes to be inspected for limit
of life as per brush maintenance
manual.

3. DC Master Box, Battery Junction Box and GCPU

Components Daily Inspection
DC Master Box, Battery - Check the external condition of the connectors for
Junction Box and damages corrosion and burned marks.
GCPU - Check the associated wiring.
- Check the bonding braids.

1-45
1-46
 2. AC POWER SYSTEM
Introduction
In ALH AC power is needed for the following systems working.
i. 26VAC- single phase, 400 Hz for RMI, AFCS Sensors, GH Syn
PLT.
ii. 115VAC single phase, 400 Hz for HTG & VENT, WX RDR,
DGNS, IFF and Radio Altimeter.
iii. 115VAC three phase, 400 Hz for Engine Air Particle Separator.
Description
ALH AC system has two independent systems namely Alternator-1
(LH) system and Alternator -2 (RH) system. Each system consists of
1. AC Power Generation System
2. AC Power Distribution System

AC Power Generation System or Sources of AC Power

AC Power is obtained from
a. Alternator with Alternator Control Protection Unit – (ACPU) (one per
system)
b. One static inverter (for both systems)
c. One external power receptacle is provided (for both systems).
Alternator
• Alternator is the primary AC power-generating source.
• Mounted on MGB accessory gear drive so the alternator can generate AC
power only when the main rotor / accessories are running.
The alternator is an air cooled brush-less type, three stage machine
incorporates
i. Permanent Magnet Generator (PMG)
ii. The Main Exciter
iii. Main Output Generator

2-1
Fig 2-1. Location Of Alternator On MGB

2-2
 Fig 2-2. Alternator and internal construction of Alternator
Permanent Magnet Generator [PMG]
• PMG has a rotor coupled to MGB accessory gear drive and stator. The
rotor is twelve-pole machine.
• When MGB is running the PMG rotor induces an AC on stator and its
output is fed to ACPU. Built in rectifiers in ACPU converts AC to DC
and excite the main exciter’s (second stage) stator.
• The PMG unit is self-exciting. (i.e. It doesn’t require an external power
supply). ACPU works by PMG’s output.
Main Exciter
• It has an exciter stator and exciter rotor. The stator field is excited by
ACPU. The rotor has twelve poles.
• The stator field induces an AC in rotor. The output of the rotor is
rectified by three-phase half wave built in rectifier assembly and then
fed to the main generator’s (third stage) rotor field.
Main Generator
• It has a rotor and stator. Second stage rectifier circuit excites the rotor
field and it is a four-pole machine. The main rotor induces an AC in
stator and the three-phase AC output is given to AC master box.

2-3
• Alternator has a built in current transformer installed in each phase line.
The current transformer output is fed to ACPU for differential fault
protection of the feeder line.
Alternator has a temperature switch which is normally in open position. If
the alternator’s winding temperature exceeds 180° C, switch closes
complete the circuit and illuminates ALT HOT caution light on CWP.

Fig 2-3.

Alternator specifications
Output power: -5KVA
Voltage: -115V/200V-3Φ-400Hz
Connection: -Star
Current: -15 amps
Over loading current: -150% for 5 minutes, 200% for 5 sec
Short Circuit capacity: 300%
Nominal speed: -12000rpm
Maximum speed for regulation: -12600 rpm
Minimum speed for regulation: -11400 rpm
Limits of frequency: -375 Hz to 425 Hz

2-4
Direction of rotation: -CW (looking to alternator drive shaft)
Cooling - Integral fan
Weight - 7.205 Kg
Useful life - Not less than 10000 operating hours
Bearings - Bearings are grease lubricated
Bearings to be replaced every 1500
Hours
Storage temperature: -- 54° C to 85° C

Alternator Control Protection Unit

The function of this unit is to continuously monitor and regulate the
alternator output voltage within the specified limits under various loads and
speed conditions and disconnect alternator from AC distribution system by
opening the line contactor during over/under voltage, over/under frequency
and overload as well as feeder fault conditions.

Fig 2-4. Location of ACPU on Helicopter.

2-5
 Fig 2-5. ACPU.
Regulation
• 115V + 2.3 V under no load to full load and speed 11,400 to 12,600 rpm
of alternator.
• Field current handling capacity - a) 3.5 A DC (For continuous)
b) 5 A DC for 5 sec.
Note: V set can be adjusted by varying the potentiometer on ACPU.

Protection
• Built in protection for over voltage - 125Vrms to 130Vrms
• Built in protection for under voltage - 94 to 100Vrms
• Built in protection circuit for over current. The over current limit is
designed as per MIL STD 704D.
• Built in protection for over frequency (438-445Hz)
• Built in protection for under frequency (365-375Hz).
• Built in protection in case of shorting of any of the feeder line from
alternator.
ACPU Specifications
Type : 3 ph, star connection
Output power : 5KVA

2-6
Voltage : 115/200, 400Hz
Over loading : 150% for 5Min, 200% for 5sec
Nominal speed : 12000 rpm
Max alternator speed for
Voltage regulation : 12600rpm
Min alternator speed for
Voltage regulation : 11400rpm
Frequency at
12000 rpm : 400Hz
Static Inverter
• Static Inverter draws 28V DC power from DC emergency bus bar and
converts it in to single-phase 115VAC and 26VAC, 400Hz AC power.
• When both the alternators fail to generate AC power it supplies AC
power to 115VAC and 26VAC single phase, 400Hz emergency loads
only. Inverter illuminates the INV caution light on CWP in case of
internal failure of the inverter or the inverter switch on Electrical control
panel is in OFF position.

Fig 2-6. Location of Static Inverter on Helicopter.

2-7
 Fig 2-7. Static Inverter
Static Inverter specifications
Input
Nominal voltage : 28VDC
Nominal range : 22VDC to 29 VDC
Current : 16Amps

Output
Continuous operation
1. Total capacity - 350VA (combination of 115V and 26V) output power
2. Output frequency - 400+ 7Hz from 25%-150% as per MIL STD.
Protection specification
1. Output over voltage trip level - 130 + 5.0 V.
2. Output short circuit protection - No damage for 5 sec in case of short
circuit in 115 V or 26 V line.
Inverter automatically shuts down if

2-8
 short circuit in 115 V rms line
persists for more than 5 ±1 second.
3. Input reverse polarity protection - The unit will not be damaged with
input voltage reversed.
4. Over Temp Trip level - 110 + 10° C.
AC External Power Receptacle
A six-pin receptacle is located between #7 and #8, of which four pins
are used through which an external AC is given to the distribution system for
checking the systems on ground.
The receptacle is equipped with a small door. A micro-switch on
helicopter structure, operated by this door will illuminates ‘EPU’ caution
light, on the CWP whenever the receptacle door is open.

Fig 2-8. Location of External Power Receptacle on Helicopter.

2-9
 Fig 2-9. External Power Receptacle
AC Distribution System
Each AC distribution system consists of
a. One AC master box
b. One each of 115V and 26V Emergency bus contactors.
AC Master Box-1
AC master box-1 receives power from alternator-1 or from AC
master box-2 or from external power unit and transfer to the following
buses through CBs.
1. 115 V three phase main buses
2. 115 V single phase main buses
3. 26V single phase main bus
4. 115V and 26V single-phase emergency buses through their
respective emergency contactors.
5. It interfaces with instrument panel for AC current and voltage
measurement and CWP for illuminating ALT1 caution light.
6. It interfaces with the ACPU-1, which opens the line contactor of
AC master box-1 in case the alternator’s output parameters are not
with in the permissible limits.

2-10
 Fig 2-10. Location of AC Master Boxes on Helicopter.

Fig 2-11. AC Master Boxes.

Description
AC master box-1 consists of
i. Alternator contactor [ K11].
ii. External power control unit and external power contactor
[K12].
iii. AC main buses -115V/200V-3Φ-400Hz, 115V-1Φ-400Hz,
and 26V-1Φ- 400Hz.
iv. AC bus tie contactor or RCCB-11.
v. Auto Transformer [TR11].
vi. Current card.

2-11
 Fig 2-12. Internal Circuit of AC Master Box 1.
2.2.1.b. AC Master Box-2
AC master box-2 is similar in function to that of AC master box-1,
except for the small constructional change. AC master box1 has EPCU and
its contactor whereas AC master box-2 doesn’t have these. AC master box-2
additionally has non-essential bus along with non-essential bus contactor.
[Which is not present in AC MBX-1].

Fig 2-13. Internal Circuit of AC Master Box 2.

2-12
Description
AC master box-2 consists of
i. Alternator contactor [ K21].
ii. AC main buses -115V/200V-3Φ-400Hz, 115V-1Φ-400Hz, and
26V-1Φ- 400Hz.
iii. AC bus tie contactor or RCCB-21.
iv. Auto Transformer [TR21].
v. Current card
vi. Non-essential bus and contactor [K22]
Alternator Contactor [K11/K21]
• Alternator contactor is controlled [open/close] by ACPU.
• It has three main contacts and five auxiliary contacts. Out of five
auxiliary contacts, three are normally closed and two are normally
opened.
Main Contacts
• Normally Opened. Connect the Alternator power to the busbars.
Auxiliary contacts
• Normally closed; 1 contact controls the ALT caution light on CWP.
2 contact controls the RCCB11/RCCB21.
3 contact controls the External power contactor.
• Normally open; 1 contact controls the 26V emergency [K14] contactor.
2 contact controls the non-essential bus [K22]
contactor.

External Power Control Unit (EPCU)

• The EPCU controls (i.e. open/close) the external power contactor.
• EPCU gets 28 VDC power from emergency bus through ACMBX
1/ACMBX 2 CBs.

2-13
• EPCU provide power to the external power contactor, when the external
input AC voltage and frequency are within the specified limits and the
phase sequence is correct.
External Power Contactor [K12]
• It has three main contacts and four auxiliary contacts. Out of four
auxiliary contacts, two are normally closed and two are normally
opened.
Main Contacts
• Normally Opened. Connect the External power to the bus bars.

Auxiliary contacts
• Normally closed; 1
Controls Alternator-1. (Alternator can not be switched ON)
• Normally open; - 2
One contact controls the 26 V emergency [K14/K24] contactors.
Other contact controls the non-essential bus [K22] contactor.

AC Buses
Each AC master box has the following main buses.
1. 115V-3Φ-400Hz
2. 115V-1Φ-400Hz
3. 26V-1Φ-400Hz
All the AC loads are powered from their respective buses through Circuit
Breakers [CB].
Note: AC master box-2 has 115V - 3Φ, 400Hz, non-essential buses
additionally.

2-14
AC Bus Tie Contactors [RCCB - 11/RCCB - 21]
Description
• Each AC master box has an RCCB.
• The RCCB gets 28V DC power from respective emergency bus through
AC MBX1/AC MBX2 CBs and gets a ground through alternator’s
[K11/K12] normally close auxiliary contactor.
• When the power is given, the main coil gets energised through the closed
contacts of trip control. The main contacts close and connect the busbar
to the loads.
• In energized position, AC power is supplied from one AC master box
main bus to other. [It is closed under one alternator failure or external
mode condition]
• In de-energized position, both the systems work independently. [It is
opened when both the alternators running or in case of short circuit in the
main bus]
• In case of any overload or short circuit the temperature of the busbar will
be increased, which is sensed by the temperature sensor (TS), which in
turn closes a contact to provide a negative path completion to the trip
coil. On energizing the trip coil opens the negative of main coils. On de-
energizing the main contacts are opened and the busbars are isolated
from the faulty loads.
• After rectifying the fault by selecting the AC BUS TIE switch to ON
position the reset coil is energized closing the trip contact, which in turn
provides the negative path for completion of the circuit.

2-15
 Fig 2-14. Internal Circuit diagram of RCCB.
Auto Transformer [TR11/TR21]
• It steps down the 115V- 1ΦC AC to 26V-1ΦAC.

Current Card
• It receives three-phase current input from three current transformers
installed on alternator output lines.
• It interfaces with ACPU and AC ammeter for monitoring and indication
of AC current respectively.

Non-Essential Bus Contactor [K22]

• It has three main contacts.
• Gets a power supply from RCCB-21 and gets a ground through
a. Energized external power contactor’s [K12] closed auxiliary contacts.

2-16
 b. Energized both alternator contactor’s [K11&K21] closed auxiliary
contacts.
• In close position three-phase main bus power from AC master box-2 is
supplied to three phase non-essential bus.

Note: Non-essential bus contactor opens when any one alternator fails.

115V Emergency Bus Contactors [K13/K23]

• It is a relay, which operate two contacts and is energized if power is in
115V- 1ΦA/115V 1ΦB line.
Working
• With K13 contactor in energized position, power from 115V- ΦA and
ΦB lines of AC master box-1 is supplied to 115-1Φ emergency buses.
• With K23 contactor in energized position power from 115V- ΦB and ΦC
lines of AC master box-2 is supplied to 115-1Φ emergency buses.
• In de-energized position, inverter’s 115V -1Φ power is supplied to 115-
1Φ emergency buses of both AC systems if the inverter is switched ON.

Fig 2-15. Location of 115 V and 26 V Emergency contactors.

2-17
 Fig 2-16. 115 V and 26 V Emergency contactors.
26V Emergency Bus Contactors [K14/K24]
• It is a relay, which operate two contacts and it gets power from 28VDC
emergency bus through AC MBX1/AC MBX2 CB and gets a ground
through
a. Energized alternator contactor’s [K11/K21] close auxiliary contacts.
b. Energized external power contactor’s [K12] close auxiliary contacts
in external power mode.
• The location of the emergency bus contactors is shown in Fig. 2.16.
Working
• With K14 contactor in energized position power from 26V-1Φ main
buses, of AC master box-1 is supplied to 26-1Φ emergency buses.
• With K24 contactor in energized position power from 26V- 1Φ main bus
of AC master box-2 is supplied to 26-1Φ emergency buses.
• In de-energized position inverter’s 26V -1Φ power is supplied to 26V-1Φ
emergency buses of both systems if the inverter is switched on.

2-18
AC VOLTMETER
It is a dual pointer instrument. LH pointer indicates LH system
(Alternator 1) and RH pointer indicates RH system (Alternator 2) voltage. It
indicates the voltage available at the ACPU’s. It is fitted on the main
instrument panel.

Fig 2-17.

Fig 2-17. Location Of AC Ammeter, Voltmeter and Selector Switch.

2-19
AC AMMETER
It is a dual pointer instrument. LH pointer indicates LH system
(Alternator 1) and RH pointer indicates RH system (Alternator 2) current. It
indicates the load current of the alternator. It is fitted on the main instrument
panel.

Fig 2-18. AC Voltmeter Ammeter.

SELECTOR SWITCH
A switch below the ammeter is for selecting the PH A, PH B and PH C
for both Ammeter and Voltmeter. Ammeter and Voltmeter will indicate the
current and voltage of the selected phase.

CONTROL PANEL
Master switch and Power selector switch are discussed in DC system
ALT 1/ALT 2 Switch
These switches controls the alternators through ACPU’s
Position ON: Respective alternator is connected to its bus bar.
Position OFF: Respective alternator is disconnected from its bus bar.
Position RESET: This is a momentary position. This position is used to
reset the respective alternator subsequent to tripping of alternator. Reset
signal is sent to ACPU.

2-20
AC BUS TIE Switch:
This switch is used to reset the respective RCCB.
Position NORM: This is the normal position. Both RCCB’s are open.
Position RESET: This is a momentary position. It sends a resetting signal
to respective RCCB. It is required to put in this position
each time after tripping of any RCCB. (RCCB tripping
can be noticed by the non-availability of the voltage on
AC Voltmeter 1 or 2, addition to an ALT caution light on
CWP.

Inverter (INV) switch:

The switch controls inverter.
Position ON: Inverter is switched ON.
Position OFF: Inverter is switched OFF.

MODES OF OPERATION

1. External power mode

2. Both alternators running
3. One alternator running
4. Short circuit Operation
5. Both alternators fail

External Power Mode

Push in ACMBX-1, ACMBX- 2 CBs on O/H panel.

Switches Position
Master Power - ON

2-21
 PWR SEL - AC EXT (or) AC/DC EXT
ALT 1/ALT 2 - OFF
AC BUS TIE - NORM
INV - ON/OFF
Working
1. DC power from emergency busbar through ACMBX 1 CB and K 11
contactor’s NC contacts is given to EPC card. DC power from EPC card
goes through K12 contactor relay coil power selector switch and master
switch and gets the ground. K12 contactor energizes. Through its 3 main
contacts external power is supplied to AC master box 1’s main buses.
2. RCCB-11 & RCCB-21 energizes through K 11 and K 21 contactors NC
contacts. Power is supplied to both the systems. 115 V -3Φ main bus
loads, 115 V -1Φ main bus loads and 26V-1Φ main bus loads are
powered through CBs.
3. K-13/K-23 contactors relay energizes. Through the K13 contacts 115V-
1ΦA and ΦB main bus power is supplied to 115V-1Φ emergency buses
[System-1]. Through the K23 contacts 115V-1ΦB and ΦC main bus
power is supplied to 115V-1Φ emergency buses [System-2].
4. K-14/K-24 contactor relay energizes. Through the contacts 26V-1Φ main
bus power is supplied to 26V-1Φ emergency bus.
5. K22 contactor relay energizes. Through its contacts power from 115V-
3Φ main bus is supplied to 115V - 3Φ non essential bus.

Cockpit Interfaces
a) Instrument Panel
AC voltmeter reads
AC Ammeter doesn’t read.
b) CWP

2-22
 ALT1 and ALT2 caution light ON
INV caution light ON if INV switch is in OFF position.
Note :-
1. Alternators are not functional.
2. After disconnecting the external power, 115V/26V-1Φ emergency buses
are powered if the inverter is switched on.

2-23
Fig 2-19. Circuit diagram of AC External Power Mode.

2-24
2.3.2. Both Alternators Running Condition
- Push in ACMB1, ACMBX 2 and INV CBs on OH panel.
Switches position
MASTER POWER - ON
PWR SEL - BAT
ALT 1 /ALT 2 - ON
AC BUS TIE - NORM
INV - ON/OFF
Working
• Power from ACPU’s through NC contacts of K-12 contactor K-11/K-
21 contactor relay coil alternator switches in ON position and master
switch in ON position gets the ground. K-11/K-21contactors energizes.
Each alternator’s 115-3Φ power is supplied to its respective AC MBX’s
main buses.
• From the main buses through CB’s 115V-3Φ, 115V-1Φ and 26V- 1Φ
main buses are powered.
• K13/K23 contactor relay energizes. Through its contacts 115V- Phase A
and Phase B main bus power is supplied to 115V emergency buses.
• K14/K24 relay contacts energize. Through its contacts 26V-1 Phase main
bus power is supplied to 26V-1 Phase emergency bus.
• K22 relay contactor relay energizes. Through its contacts ACMBX- 2’s
115-3 Φ main bus power is supplied to 115-3Φ non essential buses.
Cockpit Interfaces
a) Instrument Panel
AC voltmeter & AC ammeter reads.
b) CWP
ALT1 and ALT2 caution will extinguish the moment the alternators
are switched on.

2-25
 INV C/L ON, if the INV switch is in OFF position.
Note:-
• ACPU monitors the alternator output parameters. If the output parameters
are not within the permissible limits it opens the respective alternator
contactor, illuminates ALT caution light on CWP.
• ALT switch can be put to RESET position to reset the alternator.
• Even with the INV switch ON position 115V /26 emergency buses draws
power from main buses.

2-26
Fig 2-20. Circuit diagram of AC Both Alternator’s running Mode.

2-27
2.3.3. One Alternator Running Condition
[Other alternator failed or switched off]
CBs
- Push in ACMB1, ACMBX 2 and INV CBs on OH panel.
Switches Position
MASTER POWER - ON
PWR SEL - BAT
ALT 1 - ON
ALT 2 - OFF (Failed)
AC BUS TIE - NORM
INV - ON/OFF
Working
1. K11 contactor’s relay energizes. Through its main contacts system-1
alternator’s 115V-3Φ power is supplied to AC MBX-1’s main buses.
From the main buses power is supplied to 115V-3Φ, 115V-1Φ and
26V-1Φ main buses through respective CBs.
2. K13 contactor relay energizes. Through its contacts 115V-1ΦA and
1ΦB main bus power is supplied to 115V -1Φ emergency buses.
3. K14 contactor relay energizes. Through its contacts 26V-1Φ main bus
power is supplied to 26V-1Φ emergency bus.
4. In one alternator fail condition RCCB-11/RCCB-21 contactors are
energized (it gets a positive 28VDC supply from the 28VDC emergency
bus through respective AC MBX1/AC MBX2 CBs and gets a ground
through K21 contactor’s normally close contacts). Through
RCCB11/RCCB21, 115-3Φ main bus power from AC master box-1 is
supplied to AC master box-2.
5. K 23 contactor relay energizes. Through its contacts 115V-1ΦB and
1ΦC main bus power is supplied to 115V -1Φ emergency buses.

2-28
6. K 24 relay contacts energizes [It gets supply from 28VDC emergency
bus through AC MBX-2 CB and gets a ground through energized K11
contactor’s closed auxiliary contacts). Through its contacts power from
26V-1Φ main bus power is supplied to 26V-1Φ emergency bus.
7. Non-essential bus contactor is de-energized, cuts off power to non-
essential bus.

Cockpit Interfaces
Instrument Panel
AC voltmeter reads & AC ammeter’s system-1 pointer reads and
system-2 pointer doesn’t read.
CWP
• ALT2 caution light ON.
• INV C/L ON, if the ‘INV’ switch is in OFF position.

2-29
Fig 2-21. Circuit diagram of AC One Alternator Running Mode.

2-30
2.3.4. Both the Alternators fail Condition

Push in INV CB on OH panel

Switches position
MASTER POWER - ON
PWR SEL - BAT
ALT 1 - OFF
ALT 2 - OFF
AC BUS TIE - NORM
INV - ON
Working
• K13/K23 contactor’s relays are de-energized. Through its contacts
inverter’s 115V-1Φ power is supplied to both the systems 115V-1Φ
emergency buses.
• K14/K24contactor’s relays are de-energized. Through its contacts
inverter’s 26V-1Φ power is supplied to both the systems 26V-1Φ
emergency buses.

Cockpit Interfaces
Instrument Panel
• AC voltmeter and AC ammeter doesn’t read.
CWP
• ALT1 and ALT2 caution light ON.

2-31
 Fig 2-22. Circuit diagram of AC Both Alternator’s Fail Mode.
2.3.5. Short Circuit Protection
• ACPU detects the short circuit in feeder line and disconnects the
alternator from the AC master box by opening the line contactor.
• RCCB11/RCCB21 detects the short circuit any of the main bus.
• If the short circuit is in alternator-2 [Fail] AC master box’s main bus,
RCCB11/RCCB21 de-energizes disconnect AC master box-2 from AC
master box-1.
• System-2 main bus power is cut off however its emergency buses are
powered by inverter, if the inverter is switched on.
• System-1 continues to work normally.
• Short circuit in healthy alternator’s [Alternator-1] AC master box’s [AC
MBX-1] main buses will result the inverter taking over if switched on.
• AC BUS TIE can be put to RESET position to energize the
RCCB11/RCCB21 contactor momentarily.

2-32
Fig 2-23. Circuit diagram of AC Short Circuit on MB 1 Mode.

2-33
Fig 2-24. Schematic of AC Power Generation and Distribution System.

2-34
 AC LOADS

1. 115V MB1 PH A IFF

2. 115V MB1 PH C DOPPLER (Inverter)
3. 115V MB2 PH A Ice det.
4. 115V MB2 PH B Radio altimeter.
5. 115V MB2 PH C Weather Radar
6. 115V MB2 PH B Heating and ventilation
7. 26V MB1 PH C A D F (Inverter)

8. 26V EB 1 PH C RMI
9. 26V EB 1 PH C AFCS Reference.
10. 26V EB 2 PH C GH Sync Pilot

With inverter, incase of both alternators fail.

2.4. Maintenance

“ON CONDITION” maintenance i.e. subject any failure in Alternator,

Inverter, ACPU, AC master boxes and emergency contactors, the respective
unit would have to be replaced/repaired.

2-35
2-1
Fig 2-25. AC Power Generation System. Circuit Diagram.
 4. ENGINE CONTROL SYSTEM
(ELECTRICAL ASPECTS)
Introduction
ALH has two TURBOMECA engines. Each TURBOMECA engine
can be controlled either automatically or manually.
4.1. Engine Automatic Control
General
• The automatic control system is Full Authority Digital Engine Control
System-FADEC. The main component of the system is Control Digital
Computer (CDC) or Calculator.
• Each CDC is fitted below the engine deck.
• The Computer or Calculator / FADEC (as it more commonly known) is a
digital type with full authority to control the engine to deliver the required
power while maintaining the power turbine speed constant. Engine power
demand depends on speed of the helicopter, altitude, temperature, pressure
and loads. The FADEC Computer ensures control of the engine to
generate the power according to the power demands made on it. The
schematic of Engine control system is shown in Fig 4.1.

Functions of FADEC Computer

• In Automatic Engine Starting

a. Controls the IGV by using following parameters: t1, NG, IGV
position.
b. Controls the FMU by using the following parameters: t1, t 45, PO,
P3, NG, NF, FMU position.
• Engine Performance Control
Apart from the above inputs FADEC Computer controls FMU by
using following inputs:

4-1
 a. Collective Pitch Anticipator.
b. NR Trim
c. ENG Trim
d. Power selection inputs such as SCR, MCR and ICR.
Some of the Functions are elaborated below
• Accessory Drive Mode (also referred as Auxiliary Power Unit (APU)
Mode). In this mode the Engine power is used to drive only the accessories of
LH side of MGB without driving the rotor. This enables certain system
checks on the ground.
In this mode the FADEC Computer:
a. Disables collective Pitch Anticipator, NR Trim and ENG trim
inputs.
b. Maintains constant airflow and fuel.
• OEI Training Mode
For Training Purpose one engine is simulated to failed condition. In
this mode ENG LMT, MCR and SCR usage of the non- simulated engine will
correspond to de-rated values. ENG LMT of the non- simulated engine based
values is de-rated by 4.04 % of NG.
• OVSP Control
FADEC Computer ensures that in case of the free turbine speed of the
engine exceeding certain pre-determined value (110+ 1.5 %), that engine
will be shutdown automatically, to prevent kinematical damages to the
mechanical portions of the free turbine. It also put an interlock on the other
computer so that the other computer should not shutdown the engine because
of the same reason.

4-2
 Fig.4.1 Schematic of Engine Control System.
FADEC Computer Interfaces
In order to control the engine each FADEC Computer is interfaced
with its respective engine, cockpit and other Computer by means of six
connectors shown in fig.4.2. J2, J3 and J4 are Airframe connectors. J1, J5
and J6 are Engine connectors. Each engine is connected to the cockpit by
means of airframe to engine connector.

4-3
 Fig 4.2 Cockpit, Engine and FADEC Computer Interfaces.
Cockpit to FADEC Computer Interfaces
The components, which send control signals to the FADEC Computer,
are called control components. Control components are of two types
1. Digital control components
2. Analog control components

4.3. Digital Control Components

Switches on the Engine/Fuel control panel, OH panel and Collective
grip are known as digital control components.
Activation or Operation of these switches gives the necessary inputs to
the Input card of the FADEC Computer to get the desired functions.

4.3.1. Switches on the Engine/Fuel control panel

Switches on the Engine/Fuel control panel are shown in Fig 4.3.

4-4
ENG START switch
This switch is used to start and stop the engine. There are two
Switches, one per Engine. It is a three-position switch.

OEI TRAIN

ENGINE STOP,
START/TRAIN,
PWR LMT FLIGHT

NR TRIM

Fig 4.3 Engine / Fuel Control Panel.

START/TRAIN
• In this position, the FADEC Computer ensures that the starting
sequence is followed throughout up to ground idle speed.
FLIGHT
• In this position, the FADEC Computer ensures that the acceleration
sequence is followed through up to a value of NF and NR required for
flights.
STOP
• In this position fuel supply to the engine is cut off and the engine shuts
down.
PWR LMT (Selection) switch and indications
It has three positions.
SCR - FADEC Computer ensures that the output power of the engine is
limited to SCR level. Simultaneously SCR advisory (green) light comes on
the instrument panel.

4-5
MCR - FADEC Computer ensures that the output power of the engine is
limited to MCR level. Simultaneously MCR advisory (green) light comes on
the instrument panel.
Note: MCR selection is for single engine operation.
ICR/TOP - FADEC Computer ensures that the output power of the engine is
limited to ICR level.
OEI TRAIN switch
It has two positions.
NORM
• In this position both the engines are running normally.
TRAIN
• In this position one engine is simulated to failure condition (for
training purpose). The selected engine goes to ground idle speed.
• This position works in conjunction with START/TRAIN position of
the ENG START switch.
• Respective OEI training caution light comes ON next to the switch.

4.3.2. Switches on the OH Panel

Switches on the OH Panel are shown in Fig.4.4.
ENG CONT switch
• This switch allows the selection of automatic or manual control of
respective engine.
• There are two toggle switches, one per engine.
• It has two following positions.
AUTO
• In this position the engine is started, controlled and shut down by
respective FADEC Computer.

4-6
MAN
• In this position the FADEC Computer is disabled for fuel control.
Engine is started by means of START push button on the Manual Fuel
Control Lever (MFCL) and controlled by operating the MFCL
manually as required. FADEC Computer’s analog IGV will be
available in this mode. Respective GOV Warning light on Overhead
Panel and GOV 1 /2 on CWP come ON.
FREE WHL switch
• This switch selects the LH engine to accessories drive mode on the
ground without turning the rotors.
• It is a guarded switch.
• It has two following positions.
FLT DRIVE (guarded position)
• LH Engine is engaged to the rotor.
ACC DRIVE
• LH Engine is disengaged from rotor and the engine drives the
following accessories Alternator, Hydraulic pump and Oil pump.

Fig 4.4. Switches on Overhead Panel.

4-7
4.3.2. Other switches on the OH Panel (Fig.4.4.)
FADEC switch
• This switch provides power supply to FADEC Computer.
• Two toggle switches, one per FADEC Computer.
• The switch has two positions and lever lock in NORM position.
OFF
• Helicopter power supply to the respective FADEC Computer is
switched OFF.
NORM
• Helicopter power supply to the respective FADEC Computer is
switched ON.

OVSP switch
• This switch is associated with the OVSP system and allows testing
and/or resetting of FADEC Computer.
• Two toggle switches (one per FADEC Computer)
• It has three following positions.
NORM
• It is the normal position for this switch. In this position the respective
OVSP systems are active.
TEST
• It is a momentary position & is active only when the respective engine
is stopped. In this position the OVSP system is tested, successful
completion of the testing is indicated by OVSP1/2 caution light.
RESET
• This position is to reset the OVSP system after an automatic engine
shut down due to power turbine over speed or after the test.

4-8
4.3.3. SCR Button on the Collective Grip
• This is a push button as shown in Fig 4.5.
• This switch allows selecting SCR power level of engines.
Not Pressed
• In this position the output power is set to the MCR/ICR levels as set on
the PWR LMT switch.
Pressed
• In this position FADEC Computer ensures that the output power is at
SCR level.
Note: SCR selection is done only for single engine operation.

ENG TRIM

SCR

Fig 4.5 ENG TRIM and SCR Button on the Collective Grip

4.4. Analog Control Components

Analog control inputs are
i. Collective pitch anticipator
ii. NR TRIM potentiometer.
iii. ENG TRIM potentiometer.
i. Collective Pitch Anticipator (Fig 4.6)
• It is a dual collective pitch position transmitter installed in the center post
and is connected to the collective pitch control rod to sense its position.

4-9
• The position transmitter sends the collective pitch position information to
the FADEC Computer, which is used to compensate for the static droop of
free turbine governing system, and also enable quick response to power
demand variations.

Fig 4.6. Collective Pitch Anticipator

ii. NR TRIM Potentiometer
• It is a dual potentiometer and it is installed on the ENGINE/FUEL control
panel on center console as shown in Fig 4.3. According to this
potentiometer setting the FADEC Computer sets the datum of the rotor
speed.
iii. ENG TRIM potentiometer.
It is a potentiometer and is installed on the pilot and co-pilot collective grips
as shown in Fig 4.5, and is utilized only on pilot’s collective grip operated by
thumb wheel. The potentiometer allows the pilot to balance the engine
torque. When the thumb wheel is turned to left engine 1(LH) torque increases
and engine 2 (RH) torque decreases, and vice versa.

FADEC Computer to COCKPIT Interfaces

Display Outputs
FADEC Computer illuminates the following lights given in Table- 4
and are shown in Fig 4.7.

4-10
 Table -4
Warning Lights Function
IGV 1 & 2 On - IGV actuator failure or IGV control function failure/
CWP malfunction in FADEC Computer or Power supply
failure to IGV card.
OEI TRAIN - FADEC Computer illuminates the light to indicate that
ENGINE/ FUEL the respective engine is in OEI training mode.
control panel
MCR 1 / 2 - FADEC Computer illuminates this light when the
On CWP engine is operated at a power level higher than the ICR
level for duration of 2 minutes 25 seconds and flashes
subsequently.
- When the power is reduced to a value lower or equal
to ICR level the MCR light goes off and the MCR
internal counter is reset to zero.
- If NF has reached a value above 107 % (any duration)
or the engine is shut down by the over speed protection
system the light comes ON when the start switch is put
to STOP position.
SCR 1 / 2 - FADEC Computer illuminates this light, when the
On CWP engine is operated at a power level higher than the
MCR level for duration of 25 sec and flashes
subsequently.
- Subsequently when the power is reduced to a value
lower than or equal to MCR level the SCR internal
counter in reset to zero.
- The light flashes immediately, if SCR limit is exceeded
for third time in a flight.
- FADEC Computer also illuminates this light on ground
if the SCR power was used in flight as soon as the
FADEC Computer is powered up so that the ground
crew can initiate mandatory maintenance actions. .
FADEC 1 & - FADEC Computer illuminates this light in case of
FADEC 2 ON minor failure in the respective FADEC Computer. This
CWP. indicates degradation in performance without affecting
the general operation of the FADEC Computer.
- Light flashes to indicate a loss of redundancy in the
respective FADEC Computer. In starting phase the loss
of redundancy is due to failure in speed measuring
channel or the power supply to the FADEC Computer
system, or on the loss of auxiliary analog IGV control.

4-11
 - In flight mode, the respective light flashes when the
auxiliary analog IGV control has failed.
OVSP MNTR 1 - FADEC Computer illuminates this light during engine
& OVSP MNTR starting and it remains on till the NF of respective
2 On CWP engine builds up to 25%.
- For NF >25% or in flight, this light comes on indicating
a failure in the OVSP system.
GOV 1 /2 On FADEC Computer illuminates this light in the event of
CWP with 1 failure of automatic fuel control function on one of the
GOV 1& GOV engine or if the respective engine operation is selected
on OH panel to MAN mode.
MCR on Main - This light is illuminated when PWR LMT switch on
Instrument Panel engine control panel is selected to MCR position.
- The light goes off if the PWR LMT switch is selected to
ICR or if the SCR push button on collective grip is
pressed.
SCR on Main - This light is illuminated when SCR switch on either of
Instrument Panel the collective grips is pressed
- The light goes off if the SCR push button on collective
grip is released.

4-12
 Fig 4.7. FADEC Computer to COCKPIT Interfaces Display Outputs

Engine to FADEC Computer Interfaces Vice versa

Each engine has to interface with its respective FADEC Computer
because two of its components namely the Fuel Metering Unit (FMU) and the
Inlet Guide Vanes (IGV) are operated and controlled by FADEC Computer.
Hence these components are called Control Accessories.
As per the predetermined laws, FADEC Computer controls the fuel
flow fed to the engine by controlling the Fuel Metering Unit (FMU) and the
airflow entering into the engine by controlling the angle of Inlet Guide Vanes
(IGV). For that FADEC Computer needs the following engine parameters:
NG, NF, T45 (TGT), T0, T1, P0, P3, FMU position and IGV position.

4-13
Sensors located on the various part of the engine give the necessary inputs to
the FADEC Computer to perform its control function. The above-mentioned
sensors are called control pickups.
IGV control unit
The main function of this control unit is to meter the airflow into the
engine according to the predetermined law by controlling the angle of IGV.
At zero NG the angle of IGV is 56º (minimum airflow) and at 45000 NG the
angle is 0º (maximum airflow). The schematic of IGV control unit is shown
in fig.4.8.
It has 3 main components namely
- Servo valve
- Actuator
- Position transmitter
Servo valve
The servo valve consists of an electrical torque motor, which has two
windings namely auxiliary IGV control and main control (normally active).
These windings receive control signal from the auxiliary IGV control channel
and main digital IGV control channel of FADEC Computer. The servo valve
controls the actuator.
Actuator
Actuator has dual effect i.e. it operates and on the one hand the control
link rod of vanes and on the other hand the link rod which operates the
position sensor.
Position sensor
It includes two differential transducer pickup sends a signal
proportional the actuator position to Main digital control channel and the
auxiliary analog channel of FADEC Computer. The actuator actuates the two
pickups. The location of IGV control unit is shown in Fig.4.7.

4-14
 ACTUATOR

POTENTIOMETER SERVO VALVE

Fig 4.8. IGV Actuator

Note 1: In case of main IGV failure, auxiliary IGV will be available for
manual operation.
Note 2: In case of total failure of the servo valve control, the fuel
pressure returns the vanes to fully open position.
Fuel metering unit
The Fuel Metering Unit is secured to the high-pressure fuel pump
outlet. The FMU is controlled by an electrical actuator, which receives
control signal from the FADEC Computer to adjust the fuel flow rate
according to the required power. The FMU is shown in Fig.4.9.

4-15
 Fig 4.9. Fuel Metering Unit

The actuator drives the rotating cam of the FMU. The actuator
comprises a reduction gear, a position sensor and a step motor supplied by
the calculator shown in Fig.4.9A.

Fig 4.9A. Schematic of Fuel Metering Unit

The electric motor is of step motor type. It includes a rotor, windings
and a resolver transmitting the metering valve position to the calculator.

4-16
 The position sensor (transmitter) is a resolver, which informs the
calculator about the actual position of fuel metering valve. It is not used in
control loop that it simply checks the correct execution of the order. In case
of difference the calculator stops the valve in its position and indicates the
failure.
Resolver
The rotor is linked to the valve and therefore follows its movement.
represents the metering valve position.
Characteristics
Mechanical rotation 0 - 125º
FMU is equipped with a manual control valve, which is connected to
manual fuel control lever in cockpit.

Power supply
28 V DC from helicopter power supply from respective emergency
busbar as standby and dedicated AC power from the alternator.
Alternator
Alternator is located on the same shaft that drives the LP pump and has
the double windings namely main & auxiliary which applies AC power
separately to main digital control and auxiliary analog IGV control of
FADEC Computer.
Alternator supplies the control system as from an NG valve of between
45 & 55%. Its power output is approximately 100VA at 48V, 3 phase for
Main digital Control and 30VA at 48V, 3 phase for Aux analog IGV Control.
it is cooled by internal circulation of filtered fuel.

4-17
Gas generator speed (NG) sensor (Fig 4. 10)
Two double electro magnetic (phonic wheel type) pick ups sensors
supply frequency signal proportional to NG speed X2Y2 for speed control,
X1 for IGV control Y1 for indicators.

Fig 4.10. Location of Gas generator speed (NG) sensor

T1 temperature probe
It is a dual thermo probe for the measurement of air intake temperature
and includes a S1 probe for the IGV auxiliary control and a S2 probe for the
main IGV control. It is located on the lowest point of the plenum.
Power turbine speed (NF) sensor (Fig.4.11)
It is to triple electro magnetic (phonic wheel type) pickup sensors
supplying frequency signal proportional to power turbine speed X1Y3 for
speed control X3 Y1 for over speed protection and Y2 for indication.

4-18
 Fig 4.11. Location of Power turbine speed (NF) sensor
P 3 Pressure Transmitter (Fig 4.12)
It is of piezo electro type and it measures the compressor outlet
pressure and supplies a signal used in speed control.

Fig 4.12. Location of P3 Pick-up and Pressure Transmitter on Engine.

4-19
T45 or TGT temperature probe (Fig 4.13.)
It senses the gas generator outlet temperature. It is composed of four
thermo couples connected to confirmation box. The temperature signals are
used for start control and indication.

Fig 4.13. Location of T45 or TGT temperature probe on Engine.

P0 atmospheric pressure sensor
This sensor located in the FADEC Computer supplies a signal used in
start control and in the speed control.

4.5. Modules of FADEC Computer

• M.A. –Inter Connection Cards.
• M.B. –Power Supply Module.
• M.C.-Speed Card Module.
• M.D.-Outlets Card Module.
• M.E.-Microprocessor Card Module.
• M.F. –Inlets Card Module.
• M.G.-Inlet Guide Vanes Card Module.
• J- Electrical Connectors (J1 – J6)

4-20
 The block diagram of the FADEC Computer, its features and its card
module is shown in Fig.4.14.

Fig 4.14. Block diagram of the FADEC Computer

4.5.1. Module A. –Inter Connection Cards.
It ensures the liaisons between the outside world and the modules of
the calculator. The module forms the front face of the calculator and it
comprises the electrical connectors.
J1 - Engine Connectors
J2 - Airframe Connectors
J3 - Airframe Connectors
J4 - Airframe Connectors
J5 - Engine Connectors
J6 - Engine Connectors

4-21
4.5.2. Module B: Power Supply Module.
The calculator is supplied with 28 V DC by the aircraft electrical
system and with AC by the engine driven alternator (Double wound
alternator installed on the low pressure pump and driven by the same shaft as
the low pressure pump).
Electrical power is permanently ensured according to three modes as
indicated below:
Supply Modes
Mode A: Aircraft power supply.
Mode B: Aircraft supply + Alternator
Mode C: Alternator only
The table below gives further details of the various modes of power supply
Gas generator speed 0- 50% 50-100%
Normal Operation Mode A Mode B
Failure Of 28 V DC Mode C
Failure Of Alternator Mode A Mode A

4.5.3. Module C: Speed Card

This card ensures the acquisition of speed signals and incorporates the
Power Turbine Over Speed protection system.
A –ACQUISITION OF SPEEDS
N1: Gas generator rotation speed
N2: Power turbine rotation speed
B –POWER TURBINE OVERSPEED PROTECTION
- Inputs: N2, Test, Rearm.
- Outputs: Lights, off coil of electro-valve.
- Liaison with other calculator for cross monitoring.

4-22
Acquisition of Speeds
The speed measure is made with redundancy (signals from several
sensors). The signals are decoded: a test and a calculation of mean value are
made.
Power Turbine Over Speed occurs under following conditions.
1. Rupture of Free Turbine Shaft
2. Failure of FMU (in certain cases)
The protection consists in shutting down of the engine in case of
Power Turbine Over speed beyond certain values and also interlocking the
other FADEC computer form OVSP operation.

OVERSPEED CARD (Connected to the other Computer for cross

monitoring), the card includes:
• A mono-stable relay ‘V’.
• A bi-stable relay ‘S’.
• A 25% speed detection module.
• A 110% speed detection module.
• ECA – Shut Down Electro – Valve
• (Coil supplied for engine shut-down)
• Rearming button R (Common to both the engines)
• Test button T (Common to both the engines)
• Arming light A (OVSPMNTR) and over speed light OS (OVSP ½)

Operation of the system when power is ‘ON’ and NF < 25%.

a. 25% speed card module closes the switch and illuminates OVSP
MNTR caution light on the CWP if the Free Turbine RPM is < 25 ±
2.5%.

4-23
 b. At NF 25% ± 2.5% and above the speed card module opens the switch,
the OVSP MNTR caution light goes OFF. In case it continues to glow
at NF beyond 27.5%, it indicates the failure of OVSP Card.
Operation in ‘Over speed’ condition. (Fig 4.15.)
OVSP system protects the engine in case of Power Turbine Speed
exceeds 110±1.5%, by operating the Off Solenoid of the shut down electro
valve, which shuts off fuel supply to the engine. An interlocking facility
between the OVSP system of No 1 & No 2 engines prevents the triggering of
the protection system against the Over speed simultaneously on both the
engines.

Fig 4.15 Circuit diagram for OVSP operation.

Shutdown Electro Valve (Fig 4.16.)
• In case of OVSP monitoring System senses the over speed, the OPEN coil
of the shut down electro-valve is supplied by FADEC Computer, which
allows a bypass line in the engine fuel system for the fuel to go back, in
turn fuel is not supplied to the main injectors. The Engine shuts down.

4-24
 Fig 4.16. Shut down electro-valve.
Note: This system can be checked on ground, by selecting and leaving the
OVSP switch (OH PANEL) to TEST position.
TEST position of the switch simulates the sensor input given under
actual OVSP condition and checks the proper functioning of the OVSP
system. Successful completion of the testing is indicated by illumination of
OVSP1/2 caution light and extinguishing of OVSP MNTR light of the
respective system on CWP.
4.5.4. Module D: Output card
This card provides the signal to control the Fuel Metering Unit,
miscellaneous logical outputs and indicating outputs.
Fuel Metering Unit (discussed earlier)
In case of a failure FADEC Computer freezes the FMU in the position
it was when it failed and illuminates the GOV warning light on CWP/OH
Panel.

4.5.5. Module E: Microprocessor card

Microprocessor
• The microprocessor is the heart of the system. The card incorporates
the central unit, which processes the information and the memories.

4-25
 • The main function of the microprocessor is to de-energize the logical
outputs (lights, relay and freezing the metering unit) during FADEC
Computer failure.
• It performs initial power up test every time power is switched on to the
FADEC Computer. During this test integrity of the FADEC Computer
system is checked. The lights MCR, SCR, FADEC on CWP and ENG
OEI TRAIN on center console are illuminated. The lights go off after
the completion of the test. The test sequence takes about eleven
seconds to complete.
• It performs a test during starting. During this test the integrity of the
hydro mechanical controls and their feed back on engines, integrity of
sensors and dedicated alternators supplying FADEC Computer are also
checked and any malfunction is indicated.
• The system includes a test program “Watch dog”. The ‘watch dog’ is
rearmed at the end of each period in case of failure, the logical outputs
are de-energized and the metering valve is “Frozen”.
• Serial links allow storage and transmission of data to a LAPTOP
Computer, which enables the display and downloading of data for
maintenance purposes.
Note: Helicopter will have the provision to down load the Data on the Laptop
Computer.
4.5.6. Module F: Inputs card
J6 Connector
It is connected to
ƒ Auxiliary IGV servo valve and position transmitter
ƒ S1 control of t1 temperature probe
ƒ Alternator auxiliary winding
ƒ NG sensor

4-26
J1 Connector
It is connected to
ƒ S2 control of t1 temperature probe
ƒ Alternator main winding
ƒ Main IGV servo valve and position transmitter
ƒ NG sensor
J5 Connector
It is connected to
ƒ NG sensor
ƒ NF sensor
ƒ FMU
ƒ P3 pressure transmitter
ƒ T45 confirmation box with four T45 gas temperature sensors
connected in parallel.

4.5.7. Module G: Inlet guide vanes card

The inlet guide vane control card incorporates two control lanes. Main
lane is known as digital, and auxiliary lane is known as analog.
The auxiliary lane, fully independent, takes over the control in the case
of failure of the main lane.
IGV control-unit (Discussed Earlier)

4.6. Manual Control

• Manual control is a backup for the Automatic control.
• The engine can be started, controlled and shutdown manually by means of
a Manual Fuel Control Lever (MFCL) provided in the overhead panel.

4-27
• Manual Fuel Control Lever operates the manual value of the fuel system.
The engine can be started manually by means of START pushbutton
integrated on the MFCL.
• In case of failure of FADEC Computer, the metering unit is fixed in the
position just before the time of the failure. (i.e., the fuel flow to the engine
is fixed). Further, operating the MFCL can control the fuel flow.
The manual valve has three positions.
1. Norm
2. PLUS (+)
3. MINUS (—)
1. NORM position is the neutral position. In this position, FADEC
Computer controls the fuel flow by operating the FMU.
2. PLUS position the fuel flows in by pass of the metering valve.
3. In MINUS position the fuel flows through the manual valve.

4.7. FADEC Computer Self test

FADEC Computer incorporates the following self-test facilities
- Initial Power up tests
- Test during engine starting
- Free turbine OVerspeed Safety and Protection (OVSP) test.

4.7.1. Initial power up test

This test is initiated by selecting the FADEC NORM/OFF switch to
NORM position.
During this test the integrity of the FADEC Computer is checked
(except for the speed sensors and IGV and its feed back) for the working of
the processors, memories and feedback input from sensors and switches.
During the test the following lights come ON.

4-28
On CWP Panel – MCR ½, SCR ½, FADEC, GOV ½.
On ENGINE/FUEL Panel – OEI TRAIN 1, OEI TRAIN 2.
On OH Panel – GOV 1, GOV2.
On Instrument Panel – MCR, SCR.
After the completion of the test, which takes approximately 11 seconds
all the above-mentioned lights go off. If however there is any failure in the
System, one or more of the following lights will illuminate after the test.
a) FADEC on CWP
Light illuminates continuously – indicates FADEC Computer failure starting
of the engine is prohibited.
b) GOV 1 /2 on the CWP accompanied by GOV 1 or GOV 2 on the OH
Panel- indicates governor failure- starting prohibited.

4.7.2. Test during Engine Starting

This test is initiated by selecting the Engine start switch to
START/TRAIN or FLT position.
During this test the integrity of the speed sensors, engine mounted
alternator and the hydro mechanical components (IGV and its feedback,
FMU and its feed back) are checked.
In case of malfunction the following caution/warning light will
illuminate.
a. FADEC on CWP
i. Flashes – indicates minor failure, starting can continue. (This light
will extinguish when the starting switch is selected to FLT position).
ii. Illuminates continuously – indicates degradation in the performance
– continuing the mission or aborting is left to the pilot’s discretion
based on criticality of the mission (flight manual to be referred).

4-29
Note: This light will not be illuminated if the starting switch is selected to
FLT position.
b. IGV1/IGV2 on CWP – indicates failure in Inlet Guide Vane control.
Starting should be discontinued.
c. GOV ½ on the CWP accompanied by GOV 1 or GOV 2 on the OH
Panel – indicates governing failure – starting to be discontinued.

4.7.3. Free Turbine Over speed Safety Protection (OVSP) Test

This test is initiated by selecting the OVSP 1 TEST/NORM/RESET or
OVSP2 TEST/NORM/RESET switch to TEST position.
During this test the proper functioning of the OVSP system is checked.

Before test: OVSP MNTR1 & OVSP MNTR2 C/L is ON and OVSP1/2 C/L
is OFF on the CWP. Select OVSP1 TEST/NORM/RESET switch to TEST
position (momentary and select back to NORM position)

Note: The system is under test till the switch is momentarily selected to
RESET and back to NORM.

During test: OVSP MNTR1 goes OFF, OVSP1/2 C/L will come ON &
OVSP MNTR2 C/L will continue to remain ON in CWP.

Interlock test: on No 2 system. Select No 2 switch also to TEST position

momentarily and flip back to NORM OVSP MNTR 2 will continue to remain
ON.
After the test
CWP indications will be the same as before the test.
(Note: similar test will be required for No 2 system also.)

4-30
4.7.4. Test Inferences
The above-mentioned OVSP test on FADEC Computer 1 indicates that
FADEC Computer 1 had simulated the over speed condition of No 1 Engine
and operated the OFF coil of the shut down electro valve of the No 1 Engine.
At the same time FADEC Computer 1 had interlocked the FADEC Computer
2’s OVSP system, so that even if the engine 2 NF speed had reached its over
speed value (110±1.5%), FADEC Computer 2’s OVSP system would not
have operated its shut down electro valve.

4.8.Maintenance

ON Conditional maintenance i.e., subject to any failure in engine and

its sensors the respective unit would have to be replaced/repaired.

4-31
 5. FIRE DETECTION AND EXTINGUISHING SYSTEM

Introduction
Fire detection system detects hot spots out side the engine by means of
fire detectors installed in the fire zones of the engine. Each engine is fitted
with a fire detection system, which consists of
a. Three fire detectors
b. Fire detection box
c. Fire Control Panel.

Description
Fire Detectors (Fig 5.1)
• Each engine has three high temperature fire detectors.
• One front fire detector (1) set at 200+40° is mounted on a support next
to the fuel inlet union.
• Two rear fire detectors (2 & 3) set at 400+50° located at the rear part of
the engine. (i.e., next to fuel manifold)

Fig.5-1. Location of Fire Detectors on Engine.

5-1
• Each fire detector consists of two bimetal strips. A glass fibre cloth
coating thermally insulates the first one and the second one is bare and
shorter as shown in Fig.5-2.

Fig.5-2. Fire Detector.

• Contacts are fixed to the ends of the bimetal strips are normally
pressed one against other and close the electrical circuit.
• In case of a sudden temperature rise (i.e., fire) bare bimetal strip bends
more rapidly and open the contacts, which in turn opens the electrical
circuit and provides 2.2 kΩ resistor to the fire detection box.
• The fire detectors also detect overheating in the engine bay even if
there is no fire. In this case the temperature rise is more gradual. When
the temperature rises both the insulated and the bare metal strip bends
simultaneously till they reach the stopper. Further increase the
temperature causes further bending of bare metal strip, thereby opening
the electrical circuit.
5-2
Fire Detection Box (Fig 5.3.)
• It is a preprocessor unit, and is connected to power supply through
TEST & DET CBs, fire detectors, FIRE and FAULT warnings lights
and a three-position FIRE-NORM-FAULT switch.
• The unit consists of three contactors KO1, KO2 & KO3 and three
transistors QO1, QO2 & QO3.

Fig.5-3. Location of Fire Detection boxes in Cockpit.

Fire Control Panel
It consists of
i. FIRE warning lights
ii. FAULT warning lights
iii. A three-position FIRE-NORM-FAULT test switch.
iv. It also has two additional sets of switches (ARMING and
DISCHARGE) one for each engine.

5-3
 The fire control panel is shown in Fig.5-4

Fig.5-4. Fire Control Panel and its location on Main Instrument Panel.

FIRE and FAULT Warning lights

• These lights are PRESS TO TEST type. 28VDC is provided for testing
the FIRE and FAULT warning lights.
• The FIRE CONTROL PANEL is provided with NVG compatible EL
Panel.
• Switching on the INST lighting potentiometer the FIRE warning light
cannot be dimmed in any condition and FAULT warning light can be
dimmed for NVG compatibility.

5-4
FIRE-NORM-FAULT test switch
Position NORM
ƒ Normally the switch is in this position. In normal temperature
condition FIRE and ‘FAULT’ lights are off.
ƒ In abnormal temperature rise ‘FIRE’ lamp will be ON.
ƒ In case of detector circuit fault condition ‘FAULT’ lamp will be ON.
Position FIRE
ƒ This position is to test the fire detection system by introducing 2.2 K Ω
resistor in the circuit.
ƒ FIRE1& FIRE2 lamps will comes ON along with Master warnings.
Position FAULT
ƒ This position is to test the fault monitoring system.
ƒ FAULT1 and FAULT2 lights will come ON in the FIRE CONTROL
PANEL.
Operation (Normal condition) (Fig. 5.5)
The transistor QO-3 conducts and KO-3 relay is energized, and there is
no indication.

Fig.5-5. Circuit Diagram of Fire Detection System (Normal condition).

5-5
Actual Fire or TEST switch in FIRE condition (Fig 5.6)
Transistors QO-1, QO-2 and QO-3 are conducting and all the three
relays K O –1 K O –2 and K O –3 are energized (2.2 kΩ resistance is
introduced in the circuit & it makes the transistors QO-1 and QO-2 to
conduct). On energizing KO-2 provide supply for FIRE warning light on Fire
Control Panel.

Fig.5-6. Circuit Diagram of Fire Detection System (Fire condition).

Actual Fault or TEST switch in FAULT condition (5.7)
By putting the TEST switch to FAULT position the negative path for
the transistor and relay KO-3 is cut-off. The relay de-energizes and the power
supply for the FAULT light on Fire Control Panel is completed through this
de-energized relay contacts of KO-3.

5-6
 Fig.5-7. Circuit Diagram of Fire Detection System (Fault condition).
Fire Extinguish System Controls
• This system consists of two fire extinguishing bottles (Fig 5.8 and
5.9)containing Bromo-tri-fluro-methane extinguishing agent under a dry
nitrogen pressure of 600 PSI, Check tee valves, Hoses, Tubes and Spray
nozzles.

Fig.5-8. Location of Fire Extinguisher Bottles on ALH.

5-7
 Fig.5-9. Fire Extinguisher Bottles on ALH.

• Each bottle is provided with two outlets with explosive cartridge and
pressure gauge.
• Explosive cartridge is operated by 28 V DC signal.
• Pressure gauge measures the pressure inside the bottle. (Bottle pressure
varies with temperature).
• The dual outlets are connected to two unidirectional discharge tee valves,
which are independently connected to two engine bays enclosed by
firewalls.
• The system is of double shot type which enables the extinguishing agent
from the second bottle also to be discharged into the engine zone, in case
of the first bottle fails to extinguish the fire.
• Two switches, FIRE EXT and AGENT DISCH, which are installed on the
FIRE CONTROL PANEL, operate each bottle.
• The Schematic of Fire Extinguishing agent flow is shown in Fig 5.11.and
Circuit Diagram of Fire Extinguishing System in Fig 5.12.

5-8
 Temperature- Pressure Chart
For Regular (Maintenance) Checks of Pressure Gauge

Temperature Pressure Range (PSI)

°C °F LOW NOM HIGH
-18 0 300 400 500
-12 10 320 420 520
-7 20 345 445 545
-1 30 375 475 575
5 40 405 505 605
10 50 435 535 635
16 60 465 565 665
21 70 500 600 700
27 80 540 640 740
33 90 580 680 780
38 100 625 725 825
44 110 670 770 870
49 120 720 820 920
55 130 780 880 980
61 140 850 950 1050
66 150 940 1040 1140

Fire Extinguishing System Control Switches (Fig 5.10)

Fig.5-10. Location of Fire Extinguisher switches on Fire Control Panel.

5-9
FIRE EXT
Position ARMED
ƒ If FIRE warning comes for engines, FIRE EXT switch for engines is
put to armed position for two reasons.
- To energize the electrical circuit of fire extinguish system.
- Closes the fuel cock, which cuts off fuel supply to the engines
and hence prevents further fire.
ƒ The FUEL COCK Caution light ON CWP identifies closing of the fuel
cock.
Position NORM
This is the normal position of the switch.
AGENT DISCH Switch
Position BOT 1
To actuate bottle 1 fire extinguisher agent comes from bottle 1.
If fire warning does not disappear then same agent DISCH switch to be
put to BOT2 position.
Position BOT 2
To actuate bottle 2 fire extinguisher agent comes from bottle 2.

Fig.5-11.Schematic of Fire Extinguishing agent flow.

5-10
Fig.5-12. Circuit Diagram of Fire Extinguishing System.

5-11
 6. ACTUATED FREEWHEEL SYSTEM
(ELECTRICAL ASPECTS)
Introduction
The actuated free wheel system is installed on the main gearbox. In
ALH, actuated free wheel is provided on LH engine side only. It actuates the
free wheel used for de-clutching the main rotor-drive from the LH engine and
hence facilitates to run LH engine and MGB accessories such as alternators,
hydraulic pumps etc., without driving the main rotor. This system is used for
carrying out ground checks on the flight control system and AC system.
6.1. Description
The free wheel actuator is a DC motor-based linear actuator (Fig
6.1and 6.2). It has two micro switches to indicate the end-of-travel positions
of the actuator. (Fully retracted and fully extended positions)
The actuator will get power supply through the following:
i. Engine 1 FLIGHT/START/STOP switch
ii. FREE WHL ACC DRIVE/FLT DRIVE switch
iii. Interlock relay.
Engine 1 FLIGHT/START/STOP switch
(Discussed in Engine Starting System)
FREE WHL ACC DRIVE/FLT DRIVE Switch
Position: FLT DRIVE Engine is engaged to the rotor.
Position: ACC DRIVE Engine is disengaged from the rotor and is
running in APU mode.
Interlock Relay
Disables the free wheel actuator control when NF 1 is greater than the
NF 2. Triple tachometer controls this relay (which is connected in between
Engine 1 FLIGHT/ START/STOP switch and FREE WHL ACC DRIVE/FLT
DRIVE switch).

6-1
 Fig.6-1.Electrical linear Actuator.

Fig.6-2.Schematic of Free Wheel Actuation.

6-2
6.2. Operation
When the engine 1 FLIGHT/START/STOP switch is in FLIGHT
position, the circuit will become open and the free wheel control switch will
not get any power and the actuator cannot be operated.
When certain conditions are met (given in table-1), then only the relay
coil will be energized and the relay contactor will be closed. The switch
[FREE WHL] is enabled only in this condition. Actuator can be operated only
under these conditions.
The unit is actuated by a FREE WHL-guarded switch ACC
DRIVE/FLT DRIVE, which is located on the overhead Panel, is shown in
Fig- 6-3.

Fig 6-3. FREE WHEEL INDICATOR and SWITCH

6-3
6.2.a. ACC DRIVE Mode (Fig 6-4)
When the switch is put to ACC DRIVE Mode signal from Zero
Volt bus is given to FADEC of LH engine commanding it to run in Auxiliary
Power Unit (APU) mode.
Inter lock relay will energize provided the conditions are met. Once the
relay is energized power is fed to the actuator motor through the closed
contact of the switch in this position and NC contact of EXT micro switch,
negative is completed through the operated closed contact of RET micro
switch. The motor starts running and the RET micro switch change over, now
the negative is completed through the switch it-self. Due to RET micro switch
change over path is provided for the FREE WHL Caution light on CWP to
indicate that the actuator is not in fully retracted position.
When the actuator travel is completed the EXT micro switch change
over and cut off the power to the motor, and provide ground for the Green
FREE WHL Advisory light on O/H Panel to indicate that the actuator is in
fully extended position. I.e., main rotor is fully disengaged, indicating that the
system is ready for APU mode of operation.

Fig 6-4. Circuit diagram of Free Wheel Actuator “ACC DRIVE” mode.

6-4
6.2.b. FLT DRIVE Mode (Fig 6-5)
When the switch is put to FLT DRIVE Mode power is given to inter
lock relay, It energizes (after fulfilling the conditions) and power is fed to the
other winding of the motor to through FREE WHL switch and RET micro
switch NC contact to retract. The motor starts running and the EXT micro
switch change over, now the negative is completed through the switch it-self.
Due to EXT micro switch change over path cut off for the FREE WHL
Advisory green light on O/H panel and the light goes OFF.
When the actuator travel is completed the RET micro switch change
over and cut off the power to the motor, and cut off ground for the FREE
WHL Caution light on CWP.
The actuator is now in fully retracted position. i.e., main rotor is fully
engaged, indicating that the system is ready for FLT mode of operation.
The schematic of electrical circuit is shown in Fig. 6-5.

Fig 6-5. Circuit diagram of Free Wheel Actuator “FLT DRIVE” mode.

6-5
6.3. Specifications
Motor operating voltage - 28 V
Voltage range - 16 V to 30 V
Table-1
ENG 1 ENG 2 NF1 NF2 NR Triple Relay
Tachometer Contacts
Stop Stop 0 0 0 Ground Closed
Stop Start 0 94 94 Ground Closed
Stop Flight 0 98 98 Ground Closed
*Start Stop 94 0 0 Open Open
Start Stop 94 0 94 Open Open
Start Start 94 94 94 Open Open
Start Flight 94 98 98 Ground Closed
*Flight Stop 98 0 0 Open Open
Flight Stop 98 0 98 Open Open
*Flight Start 98 94 94 Open Open
Flight Start 98 94 98 Open Open
Flight Flight 98 98 98 Open Open

*Condition if Engine 1 is previously disengaged.

6.3. Maintenance
Free-wheel actuator system maintenance is ON CONDITION i.e.,
subject to failure in actuator, switch and warning lights, the respective unit
would have to be repaired/replaced.

6-6
 7. CHIP BURNING SYSTEM
Introduction

The Chip burning system previously called Zapper system on ALH

performs the function of detection of chips in the transmission oil and Engine
oil system by means of the chip detectors in MGB, AGB and engines. Chip
burning is available in MGB, AGB and engines.

7.1. Description
The Chip burn system consists of
1. Chip detectors
2. One Chip burning power module.
3. Warnings on CWP and overhead panel.

7.1.1. Chip detectors (Fig 7.1&2.)

The detectors are made of electromagnetic material. There are five
detectors, one for each engine, two for MGB and one for AGB.

Fig 7-1. Chip Detectors for Engine and MGB.

7-1
 Fig 7-2. Chip Detector for AGB.
7.1.2. Chip burning Power Module (7.3)

It is located in the roof panel inside the cabin near the dimmer unit. The
Chip burning power module is an electronic box, which detects the presence
of metallic chips through chip detectors in the transmission and engine oil
system and also passes the high current pulse to burn the chips formed.

Fig 7-3. Chip Burn Power Module.

7-2
Fig 7-4. CHIP BURNING SWTICH & FAULT LIGHT

7.1.3. Chip burn Control switch (Fig 7.4)

It is a three-position switch located on the overhead panel to control
power module, and there is a FAULT indicator light located on the overhead
panel as shown in Fig.7.4.
Position INHIBIT
Chip burning is inhibited. Chip detection is possible.

7-3
Position NORM
This is the normal position of the switch. The system detects the
presence of the chips in the oil systems and burns the chip if the chip is small.
Position TEST In this position the system carryout self-test.
Note: 1. Chip formation is indicated by caution light on CWP according to
where chips are formed if it is not burnt.
2. If the chips are too big to be cleared the caution light on CWP will
come ON.
7.2. System Operation
7.2.1.a. Norm Mode:
The chip burn power module performs the chip clearance function by
passing a high current pulse.
7.2.1.b. Inhibit Mode:
This mode inhibits chip clearance, however chip detection is possible.

7.2.2. FAIL SAFE Operation

An important FAIL-SAFE feature of the system is, that when the power to
the Chip burn power module fails or when there is an internal failure of the
module, the module goes into PASSIVE CHIP detection mode, where the chip
detection facility still exists with corresponding chip indication on the CWP;
however chip clearing facility will not be available.

The schematic of electrical control diagram is shown. Fig 7-5.

7-4
 Fig 7-5. Schematic of electrical control diagram.
7.3. Fault Warnings
The system illuminates MGB CHIP (for both detectors) ENG CHIP 1,
ENG CHIP 2 or AGB CHIP caution lights on the CWP if it detects chips in
MGB, AGB and ENG 1, ENG 2 oil systems respectively.
The system has an indication light FAULT on the Chip burn control
panel installed in the overhead panel. The light indicates if there is a failure
within the power module as well as in the helicopter wiring system.

7.4. Maintenance
ON Conditional maintenance i.e. subject to any failure in the respective
unit would have to be replaced/repaired.

7-5
 8. FUEL SYSTEM (ELECTRICAL ASPECTS)
Introduction
The Fuel System provides continuous supply of fuel to both the engines
of ALH under all conditions. The fuel system is divided into
a. Aircraft Fuel System
b. Engine Fuel System.
Aircraft Fuel System
Description
• The aircraft fuel system is shown in Fig.8-1 and 8-2.
• The aircraft fuel system has three main tanks and two supply tanks. They are
• Forward main Tank (FMT),
• Mid Main Tank (MMT),
• Rear Main Tank (RMT),
• Supply tank-1 (ST1) &
• Supply tank-2 (ST2).

Fig 8-1 Schematic of aircraft fuel system.

8-1
• FMT and MMT together called Main Tanks.
• FMT and MMT are interconnected at the top & bottom.
• FMT, MMT and RMT are interconnected at the bottom.
• MMT and supply tanks are interconnected at the top by an Overflow pipe
and Transfer pump.
• Supply tank-1 and Supply tank-2 supplies fuel to engine 1 and engine 2
through Booster pump-1 & Booster Pump-2 (also called s prime pump 1 and
prime pump 2) respectively.
• FMT and MMT have fuel transfer pumps; each fuel tank has a Fuel Probe
and a drain valve (for fuel draining).
• Electrically operated FUEL COCK is provided in each Fuel feed line to the
engine to shut off fuel supply to the engine during emergency. (Fire or
manual engine shut down).
• In one prime pump failure condition, the healthier prime pump can transfer
Fuel to both the engines through ‘Fuel Cross Feed Valve’.

Fuel Transfer and Prime Pumps

There are two fuel transfer pumps installed in FMT & MMT and two
prime pumps installed in ST 1 and ST 2
1. XFR PMP FWD - To transfer fuel from FMT to ST’s
2. XFR PMP MID - To transfer fuel from MMT to ST’s
3. PRIME PMP1 - Installed in supply tank-1 to transfer
fuel from ST1 to Engine1.
4. PRIME PMP2 - Installed in supply tank-2 to transfer
fuel from ST 2 to Engine2.

8-2
 Fig 8-2 Schematic of aircraft fuel system (Side Elevation).
• Each fuel transfer pump is a centrifugal pump of catridge type.
• An electrical motor drives the pump. The motor operating volt is 28 V DC
and operating current is 5 amps.
The switches to operate the transfer pumps and prime pumps are located
on the overhead panel as shown in Fig-8.3.
Fuel Transfer Pump – Control Switches

FUEL XFR MID

Position ON - Transfer pump MID is powered
- Fuel is transferred from MMT to ST’s
Position OFF - Pump is OFF.
FUEL XFR FWD
Position ON - Transfer pump FWD is powered
- Fuel is transferred from FMT to ST’s
Position OFF - Pump is OFF.

8-3
PRIME PMP 1
Position ON - Prime pump 1is powered
- Fuel is transferred from ST 1 to ENG 1.
Position OFF - Pump is OFF.
PRIME PMP 2
Position ON - Prime pump 2 is powered
- Fuel is transferred from ST 2 to ENG 2.
Position OFF - Pump is OFF.

Fuel prime pumps and transfer pumps switches

Fig 8-3. Location of Fuel System Switches on OH Panel.

8-4
Fuel Shut Off Valve (or) Fuel Cock
Description
• Fuel shut-off valve is to shut off the fuel to engine during emergency (i.e.
Fire) conditions.
• Fuel shut off valve is located in each fuel feed line of the engine as shown in
Fig 8.4. (Two shut off valves one per engine).
• Twin motors operate the fuel shut off valve. The control switch for the fuel
shut off valve (F.COCK) located on ‘Engine Fuel’ control panel as shown in
Fig-8.5.
• Two motors and four micro switches control it. Two micro switches for
‘Fully Open’ and two for `Fully Close’.

Fig.8-5. Fuel shut off valve.

8-5
 FUEL COCK
FUEL CROSS SWITCHES
FEED SWITCH

Fig.8-5. Fuel Cock Switches on Eng/Fuel Control Panel.

FUEL COCK 1/ FUEL COCK 2
Position OPEN: -Normal position.
-Fuel line is opened from S T’s to engines.
Position CLOSE -No fuel line is closed to the engines.

Description
• Fuel shut off valve micro switches illuminates ‘F. COCK’ Caution lights on
CWP, when the Fuel shut off valve is in CLOSE condition.
Note: During normal operation of the helicopter (both in flight and on ground)
the fuel shut off valves remains in open position. They are closed under the
following cases;
- When the Fuel Shut Off Valve switch is selected to close position.
- Whenever the fire extinguisher switch on FIRE CONTROL panel is selected
to ARMED position irrespective of the position of the Fuel Shut Off Valve
switch.

8-6
Operation (Fig 8.6)
Fuel Cock Control Switch in ‘OPEN’ position
• Winding 1 and winding 2 are powered through ‘Fully Open’ micro switches
‘NC’ position.
• Both the motors run simultaneously in a direction to open the valve.
• When the ‘Fuel Shut-off valve’ starts opening the ‘Fully Close’ micro
switches changes to ‘NC’ position.
• When the ‘Fuel Shut-off valve’ is fully opened the ‘Fully Open’ micro
switches changes to ‘NO’ position cutoff power supply to the motors.
• The ‘Fully Open’ switches cut off the 28V DC to the ‘F.COCK’ warning on
CWP to extinguish it.

Fuel Cock Control Switch in CLOSE position

• Winding 1 and Winding 2 are powered through ‘Fully Close’ micro switches
‘NC’ position.
• Both the motors run simultaneously in a direction (opposite to the opening
valve) to close the ‘Fuel Shut-off valve’.
• When the valve starts closing the ‘Fully Open’ micro switches changes to
‘NC’ position.
• The ‘Fully Close’ switches provide the 28V DC to the ‘F.COCK’ warning
on CWP to illuminate it.

8-7
 Fig. 8-6. Circuit Diagram of Fuel Shut-Off Valve.

Fuel Cross Feed Valve (F. X FEED) (Fig 8.7)

• It is installed on the LH sidewall (RH sidewall in case of wheeled version) in
the rear cabin at station 7. It inter connects both Fuel Shut Off Valves.
• The motor operating voltage is 28V DC and 5 Amps current.
• The operation of this valve is same as that of Fuel Shut Off Valve except for
caution light. The caution light here is connected in such a way that it
illuminates when the valve is in OPEN position.
• The ‘F.X FEED’ warning light will be illuminated on the CWP.
• The control switch is located on the ENGINE/FUEL control panel as shown
in Fig 8-5.

8-8
F. X Feed Valve - Control Switch
F. X FEED
Position OPEN Fuel is supplied to both the engines from the healthier
prime pump
Position CLOSE. This is the normal position. Both systems operate
independently.

Fig. 8-7. Circuit Diagram of Fuel Cross Feed Valve

Fuel Dump Electrical Control
Description
The fuel dumping system facilitates the dumping of excess fuel in case of
emergency. An electrically operated valve controlled by a guarded switch fitted
on the Engine/Fuel control Panel achieves this. Fuel dump valve is provided in
the bottom of forward main tank and connected to an outlet so that fuel can be
dumped clearing the Helicopter. Fuel from all the main tanks can be dumped by
gravity by opening the dump valve using a switch in the cockpit. Fuel below

8-9
the inter connector level in front main tank and rear main tank cannot be
dumped. Putting the switch to OFF position can stop dumping action. Supply
tank fuel cannot be dumped. The same system can be used for de-fueling the
tanks on the ground.
In cruise flight attitude 360 KG fuel is undumpable.

Operation
• A solenoid operates the valve.
• The GUARDED switch for the fuel dump valve is located on ‘Engine
Fuel’ control panel.
• The switch has two positions OPEN and CLOSE. Normally the switch is
in close position.
• ‘FUEL DUMP’ Caution light will be illuminated when the fuel dump
valve is in open position.
8.5. Fuel System - CWP Warnings (Fig 8.8)
Legend Function

TR PMP FWD - The light illuminates when no fuel is flowing

through the pump. (Pump failure or dry running).
- Switch is in OFF condition.
TR PMP MID - The light illuminates when no fuel is flowing
through the pump [pump failure or dry running].
- Switch is in OFF condition.
PRIME PMP1 & - Illuminates steadily when ‘PRIME PMP’ switch is in
PRIME PMP2. ON position and fuel flow
- Flashes when ‘PRIME PMP’ is in ‘ON’ position and
there is no fuel flow
FUEL 1 FILTER Engine 1 Fuel filter Pre-clogging.

8-10
FUEL 2 FILTER Engine 2 Fuel filter Pre-clogging.
FUEL 1 PRESS Engine 1 inlet fuel pressure low (< 1.7 bar)
FUEL 2 PRESS Engine 2 inlet fuel pressure low (< 1.7 bar)
F.X FEED Fuel cross feed valve is in OPEN position.
F.COCK 1 Fuel shut off valve 1 is in CLOSE position.
F.COCK 2 Fuel shut off valve 2 is in CLOSE position.
FUEL 1 LOW Fuel quantity is low in ST 1.
(Fuel quantity <40 kg-for 20-minute reserve fuel).
FUEL 2 LOW Fuel quantity is low in ST 2.
(Fuel quantity <40 kg-for 20-minute reserve fuel).
F DUMP Fuel dump valve is in OPEN position.

Fig. 8-8. Circuit Diagram of Fuel System Indications.

8-11
Pressure Refueling System
The Helicopter is provided with pressure refueling system. Adopter is
provided on the side shell between stations three and station four connected to
the front main tank. The filling automatically stops by the float valve provided
in the system, once the tanks are full.

Electrical control
Pressure Refueling Valve Main - switch
Pressure Refueling Valve Safety - switch
When the Pressure Refuel Valve Main and/or Pressure Refuel Valve
Safety TEST/NORM switch is put to TEST position, power supply is given to
the electrical solenoid. The solenoid is energized, floats are pushed to the high
position and pilot float valves are closed.
Normally these switches are in NORM position.

8.6. Maintenance

Fuel System

ON Conditional maintenance i.e. subject to any failure in pumps, fuel

gauge probes, flow detectors and fuel low-level indicator, and the respective
unit would have to be replaced/repaired.

8-12
 9. HYDRAULIC SYSTEM

9.1. Description
The electrical control of the hydraulic system comprise of
1. HYD TR ACTR Switch.
2. Hydraulic pressure switch. (One in each package)
3. Hydraulic pressure sensor and dual pressure indicator.
4. Proximity switch (utilized only in hydraulic package 1)

HYD TR ACTR Switch: (Fig 9.1)

The function of the tail rotor solenoid valve is tested by means of a
cockpit-mounted switch. This switch has two positions
NORM/ON - This is the normal position.
The solenoid valve is de-energized.
HYD fluid goes to the tail rotor actuator.
TEST/OFF - This position is used for testing
The solenoid valve is energized.
HYD fluid is cut-off to the tail rotor actuator.

9.1.a. Hydraulic Pressure Switch

The pressure switch is located in both the hydraulic packages. It senses
the pressure of respective hydraulic system. The switch is normally in open
position and closes when the hydraulic pressure drops 158 to 140 bars,
illuminating HYD caution light on CWP.

9.1.b. Hydraulic Pressure Sensor and Dual Pressure Indicator

This sensor is located in both the hydraulic packages. It senses the
hydraulic system pressure and provides continuous electrical signal to the

9-1
cockpit mounted hydraulic pressure indicator for continuous monitoring of
hydraulic system pressure.

HYD TR ACTR Switch

Fig 9-1. Location of HYD TR ACTR switch on OH Panel.

9-2
9.1.d. Proximity Switch
This sensor is located in both the hydraulic packages. It is a switch,
which senses the fluid level in LH hydraulic package (1) and energies the
solenoid valve mounted in the hydraulic pressure line of tail rotor actuator, if
the fluid level drops to 1.5 to 1.3 thereby cutting off the fluid flow to the tail
rotor actuator. It also provides HYD 1 caution light on CWP.
The location of the pressure sensor, pressure switch and proximity switch
in hydraulic package is shown in Fig-9.2

Fig 9-2. Location of the pressure sensor, pressure switch and proximity
switch in hydraulic package.

9-3
9.2. System operation (Fig 9.3)
• If the pressure drops below 158 to140 bars the pressure switch change
over and complete the negative path for the HYD caution light on CWP
and the light comes ON.
• If the level of the LH hydraulic package drops below 1.5 to1.3 litres the
proximity switch closes completing the path for TR ACTR solenoid
valve which opens and cuts-off the hydraulic fluid from LH package
going to TR ACTR. However RH package will continue to supply
hydraulic fluid to TR Actuator. It also completes the negative path for
the HYD 1 caution light on CWP and the light come ON.

Fig 9-3. Circuit diagram of Hydraulic System.

9-3. Maintenance

Hydraulic system electrical controls maintenance is ON CONDITION

maintenance.

9-4
 10. CENTRALIZED WARNING SYSTEM

Introduction
The Centralized Warning System is designed to warn the pilot and co-
pilot of a number of configurations and malfunctions, which can occur on the
helicopter.
Description
The warning system contains 66 indicators. The lighting up of an
indicator light with an engraving legend indicates each fault or configuration.
Each indicator has two-split supply lamps with control circuits individually
protected against filament open-circuit.
Control of an indicator light simultaneously causes the pilot and co-pilot
master warning indicators to flash. When either of the master warning indicators
is cleared, both of the indicators go out simultaneously. The indicator on the
warning panel stays on so long as the control signal is present
The system components location is shown in Fig. 10-1.

CWP

Fig 10-1. The Location M/W lights and Central Warning Panel on MIP.

10-1
Fig 10-2. Central Warning Panel.

10-2
The panel is divided into three systems:
System 1: containing indicators relative to engine 1 and generally to
components associated to engine 1.
System 2: containing indicators relative to engine 2 and generally to
components associated to engine 2.
System 3: containing RPM rotor circuits, audio circuits, lighting control and
monitoring circuits.
Operating Logic and Input Signal Characteristics:
i. 58 channels will work on ‘negative logic’. In this type, in each channel,
the corresponding indicator will come ON whenever it receives a ground
(OV) input signal. The indicator will be deactivated only when the input
signal is open circuited.
Ground (OV) input = Indicator ON
Input open circuit = Indicator OFF
ii. One channel will receive a frequency signal proportional to the rotor
RPM.
iii. F.COCK 1 & 2, PRIME PMP 1 & 2, F.X FEED, INV and AFCS channels
will have special input logics as detailed in Table-1.

Master Warning Subsystem:

The CWS incorporates a flasher circuit, which will be capable of driving 2
‘Master Warning’ lights – one for pilot and the other for copilot. These lights
will be activated whenever:
(a) Any red warning indicator comes ON in the CWS.
(b) Any yellow caution indicator comes ON in the CWS.
(c) An ‘Engine Fire’ indicator comes ON in the Fire Indicator Panel.

10-3
Master warning lights:
ƒ These are mounted separately on the instrument panel, but are to be
supplied along with the CWS.
ƒ These are of push-to-reset type. When reset, the master warning light will
go OFF but the respective indicators on the CWS. They will flash
whenever they are energized with a flash rate of 2 to 4 flashes per second.
Audio Warning Subsystem:
The CWS incorporates three audio tone-generating circuits. They send
non-verbal audio signals to the pilot and copilot’s headsets. They will be
activated whenever the following red warning lights are ON:
i. High rotor RPM (ROTOR RPM)
ii. Low rotor RPM (ROTOR RPM)
- For HIGH RPM above 106.5% a tone of 2400 Hz, on/off at 100 ms
will be heard.
- For LOW RPM below speed ranging between 94 and 50% a tone
of 800 Hz, on/off at 50 ms will be heard. Tone shall be reset below
50% NR.
Cycle will be repeated until the signal generator is de-energized.
The audio tone outputs for the high and low rotor RPM cannot be re-
settable. They will be cancelled only when the rotor RPM is brought within the
safe range.

Interfacing of Voice Warning

Respective indicators accompany HIGH ROTOR, LOW ROTOR, PWR LOSS,
OEI Q LMT, ENG FIRE 1 and ENG FIRE 2 Voice Warning.

10-4
 Rotor RPM Warning Subsystem:
The CWS incorporates a rotor RPM warning circuit to receive a signal
frequency proportional to rotor RPM and generate HIGH and LOW rotor RPM
warnings.
The sensor is a magnetic pick-up working with a 67-teeth-gear, and shall
give a pseudo sinusoidal signal of nominal frequency of 2289.78 Hz with 5V P-
P/1200 ohms at 100% NR and 0.2V P-P at 10% NR.
Warnings given are:
a. ROTOR RPM: red warning for RPM ≥ 106.5%
b. ROTOR RPM: red warning for RPM. ≤ 94 % to 50%
These warnings are accompanied by an audio signal as described earlier.

CWP INDICATIONS, sensors and Conditions.

INDICATION COLOUR SENSOR CONDITION

EPU AMBER Micro S/W When the External Power Receptacle door
is open.
DOOR AMBER Door Micro Whenever any door is open.

S/W
FREE WHL AMBER Limit s/w Drive to main rotor is disconnected from
LH engine.
RTR BRK AMBER Pr. Switch Brake handle is put to BRAKE or PARK
position.
NAV AMBER MCDU Failure of GPS or doppler sensor.
BAT HOT 1 RED Thermal s/w Battery temperature above 650 C.
BAT HOT 2

10-5
 BAT 1 RED Battery Battery is connected to the busbar.
BAT 2 Discharge
Detector
GEN 1 AMBER Gen Contactors Generator Failed or OFF.
GEN 2
GEN HOT 1 AMBER Thermal s/w Generator temperature above 1530 C.
GEN HOT 2
HYD 1 AMBER Hyd. Pressure Hydraulic Pressure less than 140 bars.
HYD 2 s/w / Proximity Hydraulic level less than 1.3 l (HYD 1)
s/w
ALT 1 AMBER Alt Contactors Alternator Failed or OFF.
ALT 2
ALT HOT 1 AMBER Thermal s/w Alternator r temperature above 1800 C.
ALT HOT 2
INV AMBER Inverter Inverter Failed or OFF.
AFCS AMBER AFCS Failure of either one or both AFCS
computers.
TR PMP FWD AMBER Flow detector Pump OFF or Pump ON and no flow.
TR PMP MID AMBER Flow detector Pump OFF or Pump ON and no flow.
F DUMP AMBER Dump Valve Valve fully open.
F. X FEED AMBER X feed valve Valve fully open.
F. PRESS 1 RED Pressure s/w. Engine 1/ 2-inlet pressure less than 1.1 bars.
F. PRESS 2
FUEL LOW 1 AMBER FDU Fuel quantity in ST 1/ 2 less than 40 Kgs.
FUEL LOW 2
F. FLTR 1 AMBER Pressure s/w Engine 1/ 2 Fuel Filter Clogged.
F. FLTR 2

10-6
 F. COCK 1 AMBER Fuel Cock. Close position of fuel shut off Valve.
F. COCK 2
PRIME PUMP 1 AMBER Flow detector ON – Pump ON and fuel flowing.
PRIME PUMP 2 Flashing - Pump ON and no fuel flowing.
AGB PRESS AMBER LP Switch in Oil pressure less than 0.5 bars.
AGB
MGB PRESS AMBER LP Switch in Oil pressure less than 3 bars.
L/R MGB
AGB HOT AMBER Temperature Oil temperature beyond 115 0 C.
sensor
MGB HOT AMBER Temperature Oil temperature beyond 105 0 C.
sensor
TGB HOT AMBER Temperature Oil temperature beyond 105 0 C.
sensor
IGB HOT AMBER Temperature Oil temperature beyond 105 0 C.
sensor
AGB CHIP AMBER Chip Detector Presence of Chip in AGB oil.
MGB CHIP AMBER Chip Detector Presence of Chip in MGB oil
ROTOR RPM RED NR Sensor LOW RPM – 94 % to 50 %.
HIGH RPM – 106.5 %.
IGV 1/ 2 RED FADEC Total IGV (Main & Auxiliary) failure or
IGV Control function in FADEC Failure.
PWR LOSS RED EFWU - NG difference between engines is greater
than 8% (Both the engines running
normal).
- If FADEC or GOV warning is present,
with NG difference between engines is
greater than 8%, the indication comes
ON with NF difference greater than 5%.

10-7
 OEI Q LMT RED EFWU When live engine Torque is greater than
110%.
MCR 1/ 2 AMBER FADEC ON - Usage of engine power higher than
ICR level for 2 Min 25 Secs.
Flashing – After 2 Min 25 Secs.
If NF has reached a value above 107 % (any
duration) or the engine is shut down by the
over speed protection system the light
comes ON when the start switch is put to
STOP position.
SCR 1/ 2 AMBER FADEC ON - Usage of engine power higher than
MCR level for 25 Secs.
Flashing – After 25 Secs.
Flashing – Immediately when SCR power
in used for third time.
OVSP 1/ 2 AMBER FADEC When the engine is shutdown due to NF
over speed (NF > 110%+ 1.5%).
GOV 1/ 2 RED FADEC Failure of automatic fuel control function or
any one engine or either of engine operation
is selected to MAN mode.
FADEC 1 AMBER FADEC ON – loss of sensor inputs like P0, T1 and
FADEC 2 T45 etc.
Flashes – Loss of redundancy like;
a) Failure of speed measuring channel.
b) Failure of power supply either 28 V
DC or Alternator.
c) Failure of Aux. IGV control.
ENG OIL FLTR 1 AMBER Pressure S/W Engine Oil filter is clogged.
ENG OIL FLTR 2

10-8
 ENG CHIP 1 AMBER Chip Detector Presence of Chip in Engine oil.
ENG CHIP 2
ENG OIL PRESS 1 AMBER LP Switch Engine oil pressure is less than 1.7 bars.
ENG OIL PRESS 2
ENG FIRE 1 RED Fire detectors Fire on engine (rise in temperature beyond
ENG FIRE 2 and control 400 + 50 0 C or 200 + 40 0 C depending on
box the activation of the rear or forward
detectors).
OVSP MNTR 1 AMBER FADEC Failure of OVSP monitoring system of
OVSP MNTR 2 FADEC.

Maintainability/Testability:
The CWS is designed to minimize the time required for maintenance and
testing ‘on’ as well as ‘outside’ the helicopter.
The CWS is incorporated with a manual testing facility for carrying out
the preflight checking of the CWS. The manual testing circuit shall enable the
following:
a. Testing of the individual indicator lamps/modules.
b. Testing of the Master Warning Subsystem.
c. Testing of the rotor RPM Warning Subsystem.
d. Testing of the Audio Tone Generators.
The audio tone generators shall give out all the tones one by one for a
specified duration indicating the normal working.
On the front panel is a control area containing the lighting and test control
components.

10-9
DIM SWITCH:
Three-position switch providing three-indicator brightness levels
DAY: Maximum lighting
NIGHT: Dimmed lighting by built-in potentiometer.
NVG: Lighting level lower than NIGHT position, compatible with night
vision goggles.

TEST SWITCH:
Three-position switch, for testing the light indicators and the system.
NORM Normal position
LAMP To check serviceability of the lamps.
SYS All the indicator and audio circuits the 28 and 5V supply circuits
and the dimming fail sensors are checked.
The test is OK when:
a. All the indicators operate simultaneously
b. The two master warning indicators flash,
c. The three audio signals sound, one after another (once only).

An approximate number of indicators, which are illuminated during ground

operation before engine starting, are stated below.

ENG 1 OIL PRESS ENG 2 OIL PRESS

OVSP 1 / 2 ROTOR RPM
MGB L OIL PRESS MGB R OIL PRESS
FUEL 1 PRESS FUEL 2 PRESS
FUEL XFR PMP FWD FUEL XFR PMP MID

10-10
 ALT 1 ALT 2
GEN 1 GEN 2
DOORS HYD 1
HYD 2 RTR BRAKE
AGB OIL PRESS

Maintenance
Centralized Warning System

The CWS is ON CONDITION maintenance. i.e., subject to failure the CWS

would have to be repaired/replaced.

10-11
 11. ICE DETECTION SYSTEM
11.1 Introduction
The ice detection system detects ice formation and gives a cockpit
indication to the crew by illuminating a light on the ICE DET/CARGO
PANEL in the cockpit.
• The system is capable of detecting ice under all the flying conditions
including hover.

11.2. Description
The ice detection system consists of
1. Electronic Unit (Fig 11.1)
The Electronic Unit performs all the system control and computing
activities in addition to the input/output signal conditioning.

Fig 11-1. Electronic Unit.

11-1
 2. Measuring Head (Fig 11.2)
The Measuring Head is the system’s sensing element.

Fig 11-2. Measuring Head

3. Isolation Valve.
4. Bleed Air Filter (Fig 11.3)
The Isolation Valve and Bleed air Filter protects the Measuring Head
from dirt contamination.

Fig 11-3. Bleed Air Filter and Isolation Valve.

11-2
Indication
Formation of the ICE after the detection is indicated to the pilot by
means of a light ICING on the Ice detection Control Panel (Fig 11.4.)

Fig 11-4. Ice Detection Control Panel.

11.3. Operation
The Ice sensing component of the system works by measuring the speed
at which Ice is built up on (and melted off) a metal bar in the measuring head.
The fastest ice builds up, the greater the ice severity.
Air containing liquid water droplets is drawn through an aspirator tube
in the measuring head by engine bleed air. During real icing conditions, ice
will accrete on the bar until it passes a predetermined upper limit, at which
point the bar is heated in order to melt the ice to below a predetermined lower
limit. This process is repeated for as long as icing conditions exists.
The amount of ice accretion on the metal bar at any one time is detected
by three independent sets of infrared sensors. Each infrared light path lies
across the bar. As ice accretes the detected infrared signal will reduce.

11-3
 The icing severity is determined by the liquid water droplets present in
the air drawn through the aspirator tube (which freezes on to the bar) and not
ice present in the air.
The system measurement of liquid water droplets is largely independent
of aircraft velocity as the engine bleed air supply allows the system to measure
icing in the hover mode.
When the power is applied a start up sequence is carried out during
which the hardware is initialized, BITE is conducted and the bleed air valve is
opened allowing normal operation to commence.
When the real ice condition has been detected the electronic unit
provides a warning indication (ICING) in the cockpit. The failure lamp comes
ON if the system is failed totally.

11.4. Maintenance

On conditional maintenance i.e., subject to failure in Measuring Head,

electronic unit, CBs and switches the respective unit would have to
replaced/repaired.

11-4
 12. ENGINE FAILURE WARNING UNIT (EFWU)
Purpose:
EFWU provides “PWR LOSS” warning information to the pilots.
It also provides warning information to the pilots when the torque limits are
exceeded. The warning is in the form of indication on CWP and also by a voice
warning. The EFWU is interfaced with Gas generator RPM (NG) sensor, free
turbine RPM sensor (NF) and Torque sensor of both engines. “PWR LOSS”
warning indicates failure of any one-engine. AEO Q LMT warning indicates
exceedence of torque of 91.4% on any one of the engines. OEI Q LMT warning
indicates exceedence of torque of 110% on operating engine. It may be noted
that (the torque is transmitted by the engine whereas the limitations pertain to
the MGB). The EFWU is located on the LH aft hinged panel as shown in the
Fig 12.1.

Fig 12-1. Location of Engine Failure Warning Unit in Aft hinged Panel.

12-1
12.1 Description:
The Engine failure Warning Unit comprises of
- 1 Mother Board
- 1 Power Supply Board
- 1 Processing Board
- 1 Spare Board
Mother Board:
It is based on zero wire concept- that means, no wires are used and the
circuit is printed on the board.
The function of this board is to connect the external interfacing connector
to the functional daughter board and to support all the lighting protections.
Power Supply Board:
28V DC from Helicopter busbar powers it. It gives an output of 12V in
Analog format & 5V in digital format, to the processing and spare boards.
When the voltage input is with in the limit of 16 V to 32 V (Steady state)
12 V for 1 sec (Engine start)
Voltage breakup (50 ms)
Processing Board:
This board measures different parameter (NG, NF & Torque) and
computes them to provide different Engine failure-warning signals.
PWR LOSS
AEO Q LMT (Torque exceeding when both engines ON)
OE1 Q LMT (Torque exceeding when one engines ON)
In addition to above warning signals, EFWU FAIL signal is added to
give an internal test results (BITE) of the system. All measurements are done

12-2
through Analog electronics and processed by Field Programmable Gate Arrays
(FPGA).
Each Engine has its own dedicated sensor.
ENG1 – NF1, NG1, and Q1
ENG2 – NF2, NG2, and Q2
The board is composed of measuring functional blocks corresponding to
NG1, NG2, NF1, NF2, Q1, Q2 and two identical FPGAs which will process
these informations, perform built in tests and give warning signals.

NG / NF Measurement:
NG Sensor: (Fig 12.2)
Source: Magnetic Pick up Phonic wheel type with 37 teeth.
Wheel speed 100% rpm is 11451 at generator drive
shaft
Signal type: Pseudo sinusoidal
Parameter range: 0 – 110 %
Output signal range: 0 – 7767 Hz (7767.5 Hz at 110%), X2 Y2 Sensor.
Max signal voltage: 42V (PP) 15 V rms (when loaded with 5 k Ω at 110%)

Fig 12-2. Location of NG Sensors on Engine.

12-3
NF Sensor: (Fig 12.3)
Source: Magnetic pickup Phonic wheel type 16 teeth.
Wheel speed at 100% rpm is 37562.
Signal type: Pseudo sinusoidal
Parameter range: 0 – 130 %
Output signal range: 0 – 13021.5 Hz (13021.5 Hz at 130%) X1, Y1, X2 Y2
Sensor.
Max signal voltage: 85V (PP) 30 V rms (when loaded with 5 k Ω at 110%)

Fig 12-3. Location of NF Sensors on Engine.

Torque Measurement: (Fig 12.4)

Torque sensor characteristics;
Source: Piezo resistive type oil pressure transmitter.
Source Impedance: 2 KΩ to 30 KΩ (depending on pressure).
Output signal range: 0 to 473 mV for 0 to 10 bars of oil pressure.
100% Torque = 111.45mdaN

12-4
 Torque sensor output is coming from a full bridge mounted piezo-
resistive cells. One bride for each engine

Fig 12-4. Location of Torque Sensors on Engine.

12.2 Operation
Functional diagram of FPGAs is given Fig 12.5.
Based on the inputs from the respective sensors for NG1 & NG2 and
NF1 & NF2 the respective blocks generate the digital frequency. FPGAs will
perform the digital frequency measurement according to the signals delivered
by NG and NF blocks. FPGAs will check the difference between NG1 & NG2
and NF1 & NF2 according to the logic provided inside. When NG the
difference exceeds 8 % + 0.25 % and NF the difference exceeds 5 % + 0.1 it
will trigger the warning lights as described further.

12-5
Fig 12.5. FUNCTIONAL DIAGRAM OF FPGAs.

12-6
1. The negative path for the PWR LOSS indicator is completed when
following conditions are met and indication on CWP comes ON.
a. When NG difference between engines are > 8%, when the both engines
are running normally (without FADEC and GOV warning).
b. If FADEC or GOV warning present, with NG difference >8%, NF
should be greater than 5%.
With “PWR LOSS” indication on CWP, voice-warning message “Power
loss” is also triggered from the voice warning system.
2. Same way the negative path for OEI Q LMT indicator is completed when
the torque of the live engine exceeds 110 % and indication in CWP comes ON,
in One Engine In-Operative (OEI) condition. With “OEI Q LMT” on CWP,
Voice warning provides “OVER TORQUE” voice message for OEI Q LMT (at
110%); this out put “OVER TORQUE” voice message is connected to the
intercom.
3. Voice warning message “TORQUE” comes ON when any one-engine
torque exceeds take-off power limit of “AEO Q LMT” (91.4%) in AEO
condition. This out put warning message “TORQUE” is connected to the
intercom. This message is inhibited in OEI case. The system recognizes OEI
condition through the Power loss circuit on account of difference in NG and
NF.
PWR LOSS and OEI Q LMT Warning lights on CWP are shown in Fig 12.5.

12-7
 Fig 12-5. Location of PWR LOSS and OEI Q LMT light on CWP.

EFWU also buffers the Torque output from the torque sensor and
provides corrected buffered output to cockpit gauge and FDR. (EFWU corrects
torque signal obtained by torque sensor by acquiring the confirmation resistor
on the engine. Confirmation resistor’s resistance varies from engine to engine).

BITE Check
EFWU has a self-test facility. It undergoes self-test during power up and
during operation. In case of failure EFWU-FAIL amber indication comes ON
instrument panel. (Fig 12-7)
During normal operation, before engine start, “EFWU-FAIL”, “PWR
LOSS”, “OEI Q LMT” indicator lights will OFF and the torque gauge (Fig 12-
8) reads zero. Incase of fault/failure of the EFWU, EFWU-FAIL light come
ON. Power loss, OEI Q LMT indicator light may come ON; Torque gauge may
read mid scale. (60%- 70%)

12-8
Fig 12-7. EFWU FAIL Light on Instrument panel.

Fig 12-8. Engine Torque gauge

12-9
 13. VOICE WARNING SYSTEM
13.1 Description
The system generates voice messages preceded by distinct audio tones. A
total of 11 voice messages are available. Priorities are assigned to the messages
such that in the event of occurrence of more than one fault/failure at a point of
time, the more critical fault gets aired first.
The system consists of the following: -
• One audio warning generator, which generates voice messages. (Fig 13.1)
• One RBE unit, which interfaces with NR sensor and generates discrete
outputs corresponding to NR LOW and NR HIGH conditions.
• One CB (on OHP) (Fig 13.2)
• One TEST/NORM switch (on OHP) (Fig 13.2)
- When held in TEST position for < 5 secs, gives a ‘TEST OK’ message.
- When held in TEST position for > 5 secs gives the complete list of
messages.

Fig 13-1. Voice (Audio) Warning Generator.

13-1
VWS CB & Test Switch
Fig 13-2. Location of Voice Warning System CB and Switch in OH Panel.

13-2
 A ‘MASK’ output is available which is connected to the intercom
system. This inhibits occupation of outside communication when a voice
message exists.
Certain messages are re-settable by pilot by pressing and releasing either
audio mute switch on collective grip (pilot or co-pilot) or one of the master
warning lights.
See table for the list of messages, priorities, reset mode.

13.2 Voice messages

Voice message PR. Condition Re-Set Remarks

LVL mode
LOW ROTOR 6 80 %< NR<95 % Condition LOW rotor
(While accelerating) corrected RPM limit.
94 % > NR > 80 %
(While decelerating)
OVER TORQUE 5 Torque above 110 % Condition Torque
corrected limits for
OEI
operations.
POWER LOSS 5 NG1≈ NG2 > 8 % Automatic Indicates
(Engine in auto mode) after 2 loss of
NF 1≈ NF2 > 5 % beeps power on
(FADEC minor defect one of the
or manual mode engine.
operation on engine.
ENGINE 1 FIRE 4 Engine 1 fire detected Pilot reset/
condition
corrected.
ENGINE 2 FIRE 4 Engine 2 fire detected Pilot reset/
Condition
corrected.
LANDING GEAR 4 When the helicopter Pilot reset/
(For Naval version speed is reduced to 45 Condition
only) Knots or less and the corrected.
landing gear is not
selected down.

13-3
 Voice message PR. Condition Re-Set Remarks
LVL mode
HIGH ROTOR 3 NR > 106.5 % Condition High rotor
(While accelerating) corrected. RPM limit
NR > 105.5 %
(While decelerating)
MCR 2 Use of MCR power in Pilot reset/ Inhibited in
AEO condition Condition OEI
corrected. condition.
TORQUE 2 Torque > 91.4 % Condition Inhibited in
corrected. OEI
condition.
MAST MOMENT 2 Exceedence of mast Condition Not
moment limit. corrected. available on
first batch of
H/Cs.
ROTOR BRAKE 2 Engine start attempted Pilot reset/
with rotor brake ON Condition
corrected.

NOTE: Priority 6 denotes highest, and 1 denotes lowest priority.

13-4
 14. DOOR WARNING SYSTEM

Introduction

Door Warning System provides indication to the pilot when any of

the doors is open.

14.1. Description
ALH has five doors.
i. Pilot Door
ii. Copilot Door
iii. Sliding Door Left
iv. Sliding Door Right
v. Cargo Door
Each door is equipped with a microswitch. All the micro switches
are connected in series.

14.2. System Operation

The schematic of the door warning system is shown in Fig.14.1.
• Push in the CWS CBs on the overhead panel.
• When all the doors are closed, the respective microswitches are in
closed position, energising the relay, resulting no DOOR indication
on the CWP.
• When any of the doors is open, the respective microswitch change
to open position, de-energising the relay, illuminating DOOR
caution light on the CWP.

14-1
 Fig 14-1. The electrical circuit of the door warning system

14.3. Maintenance

Door Warning System

On Conditional Maintenance i.e., Subject to failure in any of the
micro switches and relays the respective unit would have to be
repaired/replaced.

14-2
 15. HEATING AND VENTILATION SYSTEM
General
Heating and ventilation system provides hot air or ventilation to the
cockpit and cabin/passenger compartment. This is achieved by drawing the
engine bleed air, mixing it with the air drawn from outside and distributing it
to the cockpit and cabin area.
Description
The schematic of the heating and ventilation system is shown in
Fig.15.1. The system has the following components
1. Shut off valves.
2. Temperature controller.
3. Temperature control valve.
4. Fan units.
5. Mixer unit.
6. Duct temperature sensor.
7. Duct overheat sensor.
8. Cabin temperature sensor.
9. Control panel.
Shut Off valve
• The Temperature controller operates this valve.
• The function of these valves is to allow or block the bleed air from the
engines.
Temperature Control Valve (Fig.15.2)
• Temperature controller operates this valve.
• Can be operated by the switch located in the control panel
independently when the system is in MAN mode.
• The function of this valve is to control the flow of hot bleed air to the
mixer.

15-1
Fig.15.1 Schematic of Heating and Ventilation System.

15-2
 Fig 15-2. Temperature Control Valve.
Fan Units (Fig.15.3)
• There are two fans, which are running in parallel, and is powered by
115 V AC controlled by Temperature controller.
• The fans can be operated either low (or) high speeds.

Fig 15-3. Fan Unit.

Mixer Unit
At mixer, the ambient air is mixed with the engine bleed air, and the
combined air is distributed to the cabin/cockpit.
Duct Temperature Sensor (Fig.15.4)
The function of this sensor is to sense the temperature of the air going
into the cabin through the duct and provides information to the Temperature
controller for temperature control.

15-3
Duct Overheat Sensor (Fig.15.4)
The function of this sensor is to sense the temperature of the air going
into the cabin, and sends a signal to the Temperature controller for over heat
protection. In case air temperature is very high (>900 C) the controller will
provide the OVER HEAT warning light on control panel. The pilot has to
select the system to VENT mode if the OVER HEAT warning light comes
on.

Duct Overheat Sensor Duct Temperature Sensor

Fig.15.4. Duct Overheat Sensor and Duct Temperature Sensor.

Cabin Temperature Sensor

The function of this sensor is to sense the temperature of the air in the
cabin and provides information to the Temperature controller for temperature
control.
Temperature Controller (Fig.15.5)
It is an electronic box located on the cabin roof.
• It automatically controls the temperature of the cockpit and cabin. It gets
inputs from cabin temperature sensor and duct temperature sensor. It

15-4
 shuts off of engine bleed air via the shut off valve the event of excess
temperature being detected at cabin inlet by the duct overheat sensor.

Fig.15.5. Temperature Controller

• It automatically controls the temperature control valve, in accordance
with the temperature requirements set on the control panel.
• It also provides the FAILURE warning in the event of failure.
Cabin air Outlets (15.6)

Fig.15.6 Cabin air Outlets

15-5
Control panel (Fig.15.7)

Fig. 15-7. Heating and Ventilation System Control Panel.

Switches
a) SELECTOR SWITCH
Position AUTO
In this position the temperature controller energizes both shut off
valves open, temperature control valve and both the fans (depending on the
position of the FANS High/Low switch) and supply hot air to the cabin to
achieve the desired heating of the cabin.
Position MAN
In this mode temperature controller is switched off, both shut off
valves open, and a relay allow to control the temperature control valve
through a toggle switch provided on the control panel, which allows to adjust
the temperature in case of temperature controller failure.
Position OFF
In this position the electronic controller cuts off the power supply to
shut off valves, temperature controller is no more powered.

15-6
Position VENT
In this position temperature control valve is no more controlled,
outside air is drawn by the fans. Only the fan speed selector is available.
b) COLD/HOT/DEMIST Potentiometer
This potentiometer allows the crew to select the desired temperature level.
c) FAN HIGH/LOW Switch
This switch is having two positions. It allows the crew to select the fans to
required speed HIGH/LOW.
d) TCV OPEN/CLOSE Switch
This switch is having three positions spring loaded to center OFF position.
Active only when the selector switch is in MAN position. TCV can be
opened or closed to the required position as per the temperature required by
operating this switch.
Caution lights
a) OVER HEAT
This lamp is switched ON by the duct temperature sensor or by the
temperature controller. When this lamp is ON the fans will continue to run.
The pilot can switch the system in VENT mode.
b) FAILURE
The temperature controller illuminates this lamp, when the AUTO
mode is no more able to control the temperature. When this lamp is ON the
pilot must select the system to MAN mode.

15.3 Operation
NOTE: Heating system is available when both engines are running and also
with one engine is running and power demand is less then MCR. However,
ventilation is available even without engines are running.

15-7
AUTO MODE (Fig.15.8)
The selector switch on control panel is selected to AUTO position. 28
Volt DC power is given to fan relays through the fan HIGH/LOW switch as
per the selection. Fans are been provided from 115 v single phase AC. They
draw the outside air. 28 V DC is provided to temperature controller. Same 28
V DC is also provided to shut off valves (SOV 1 & 2) through normally
closed (NC) contacts of over heat (OVHT) relay. Negative path for SOV1 &
2 is completed through the NC contacts of 4 HH and 5 HH relays in normal
conditions. Temperature control valve is controlled by the temperature
controller through the NC contacts of TCV relay in control panel.
In case of usage of SCR power 4 HH & 5 HH relays will energize and
disconnect the negative path for SOVs to close them. In case of any one of
the engine failures the negative path of 4 HH & 5 HH is completed through
the operated contacts of 4 WK relay, which is operated by EFWU in case of
Engine failure. Now, 4HH & 5 HH relay negative path is controlled by
FADEC. They will energize when the MCR power is being used to close the
SOVs.
In case of Over heat the overheat sensor in ducts senses this and
provide the negative path for over heat relay in control panel. Once the
overheat relay energizes power to SOVs is cut off and the SOVs are closed.
OVER HEAT warning light on control panel comes ON however fans will
continue to run.
In case of temperature controller failure, the temperature controller
completes the failure relay negative and relay energizes illuminating the
FAILURE warning light on control panel. Now the system can be selected to
Manual (MAN) mode.

15-8
Fig.15-8.Circuit diagram of Heating and Ventilation System in AUTO mode.

15-9
MAN MODE (Fig.15.9)
Power supply is given to fans as in the case of AUTO mode.
Temperature Control Valve (TCV) control relay in control panel is de-
energized. TCV can be controlled (OPEN / CLOSE) by the toggle switch
located on the control panel. Here the TCV control is to be done based on the
temperature felt by the crew physically. Cabin temperature sensor and duct
temperature sensor inputs are not considered.

Fig.15-9. Circuit diagram of Heating and Ventilation System in MAN mode.

VENT MODE (Fig.15.10)

When the selector switch is selected in the VENT mode power supply
is provided to fans only as in the case of AUTO or MAN mode. Outside air
is drawn and fed to the cockpit and cabin area.

15-10
Fig.15-10.Circuit diagram of Heating and Ventilation System in VENT mode.

15.4 Maintenance

The maintenance of heating and ventilation system is ON conditional.

I.e., subject to failure in any of the units of heating and ventilation system
the respective unit would have to be repaired/replaced.

15-11
 16. WINDSHIELD WIPER AND WASHING SYSTEM

16.1.Windshield wiper subsystem

Introduction
The windshield wiper system is designed to remove rainwater on the
windshield so as to obtain an adequate zone of vision to pilot and co - pilot.
This system should not be operated with DRY windshield.

16.1.1. Description
The schematic of system and the location of the components on ALH is
shown in Fig- 16.1.
The system consists of
a) Wiper motor [double wound armature]
b) Two flexible shafts
c) Two drive converters (wiper head)
d) Two wiper arms
e) Two wiper blades
f) Two CBs (CONT, PWR) on the overhead panel.
g) One W/S WIPER FAST, SLOW, OFF/PARK, WASH switch mounted
on the windshield wiper system control panel as shown in Fig-16.2

Wiper Motor
• The wiper motor is a permanent field magnet type with double wound
armature.
• The motor operates at two different speeds.

16-1
• This motor has an integral thermal protector to safeguard the motor against
overheating.
• The motor includes a reduction gearbox (9:20), which drives the output shaft
and one-end-of the travel reduction gearbox for returning the blades to park
position when motor is switched off.

Fig 16-1.The schematic of system and the location of the components on ALH.

Flexible Shafts
Two flexible shafts with square drive fitting at each end ensure mechanical
connection of the motor with LH & RH wiper heads and transmit the rotating
motion from the motor unit to first converter and from first converter to the
second. They are covered with polyvinyl sheets.

16-2
Wiper heads or drive converters
Each drive converter consists of a casing and cover assembly containing a
reduction gear mechanism (1:45 reduction ratio) which converts the rotary
motion into a reciprocating movement. The reciprocating movement is
transmitted to the splined stub shaft on which the wiper arm is fitted.

Wiper Arms
The wiper arm is made up of light alloy tube and supports the wiper blade.
The surface of the arm is anodized. The arm has a provision for being fixed in the
raised position away from the windshield by means of a locking pin for ground
operation without windshield contact.
Wiper Blades
The wiper blade is an elastomer rubber blade maintained in an articulated
bracket. The wiper blade is attached to the wiper arm and can be removed for
maintenance or replacement.
Two CBs
CONT - Through this CB power is supplied to relays.
PWR - Through this CB power is supplied to motor.
Control switch
The control switch is a rotary selector switch, having four positions
FAST – To operate the wiper fast
SLOW – To operate the wiper slow
OFF/PARK – To bring the wiper to park position when switched off
WASH - To wash the windshield by switching on the wiper

16-3
 Fig- 16-2.Wiper Control Switch.
Relays
Two relays in conjunction operate the wiper and one relay provides power
to washing pump motor.

6.1.2. Operation (Fig.16.3) (Shown for FAST position only).

The wiper operates at two speeds. The speed change is achieved
electrically by means of a four-position switch mounted on the cockpit (centre
console).
• When the switch is operated to SLOW position the slow speed relay is
energized and it supplies power to the both windings of the motor, it runs at
slow speed because of high resistance.
• When the switch is operated to FAST position, the relays are energized and
power is supplied only to the FAST winding of the motor, it runs at fast speed.
• When the switch is operated to OFF/PARK position. The relays are de-
energized, but the motor is still energized via contact of the end of travel
switch provided inside the wiper motor until the wiper blade return to PARK
position. At this point, the opening of the end of travel switch cuts off the
supply to the motor.

16-4
 Fig- 16-3. Circuit diagram for Operation in ‘FAST’ Speed.

6.2. Wind Shield Washing Subsystem

6.2.1. Description
Windshield washing system consists of the following components and is
shown in Fig-16.4.
a. Tank assembly b. Pump c. Flexible hose
d. Non-return valve e. Tee connection f. Wall panel traverse
g. Wiper arms h. Spray bar assembly – RH, LH

16-5
 Fig 16-4. The schematic of Windshield Washing system

Tank Assembly
It contains the washing fluid fitted with a filler plug to refill the tank. It consists
of
i. A plastic container – 1.6 liters.
ii. A strainer non-return valve (fitted in the tank).
iii. A flexible hose ≅2 mtrs length to link the tank & the pump.
Pump Assembly
It is designed to transfer the washing fluid from the tank to the spray bars.
The pump assembly consists of

16-6
 i. Metallic box provided with two attachment points on helicopter.
ii. In electric motor driven pump mounted inside the box

Specifications
Nominal supply – 28VDC
Ampere – 1.3A
Flow rate – 0.75 Ltrs/min (with 3 bar pressure)
EMI/EMC filter - for the motor.

Flexible Hose
Length – 7meters. It is made of silicone synthetic elastomer (transparent
hose)
Non-Return Valve
It is designed to allow the washing fluid passage from the pump to the
spray bars and to prohibit the passage in opposite direction.
Tee Connection
It is designed to allow the washing fluid simultaneous passage to the pilot
and co-pilot washing system.
Wall Panel Traverse
It is fitted on the skin of the helicopter by mean of a nut. It is designed to
allow the washing fluid passage through the structure and to be connected to the
flexible hoses of pump side and of wiper arm side.
Wiper arms RH & LH.
It consists of
a. Two black mat heat shrinkable tubing.
b. Two flexible hose
c. Adhesive tape fiber glass total length 2 meters

16-7
Spray Bar (RH & LH)
One spray bar is welded on two-support fitting. Spray bar is provided with
six holes Dia. 0.5mm to spray the windshield. It is fixed on the wiper blade by
means of four pop rivets.

16.2.2. Operation
The control panel is shown in Fig-16.5 and the schematic of electrical
circuit is shown in Fig-16.6.

Fig- 16-5.Wiper Control Switch.

In WASH position of the W/S WIPE/WASH switch WASH, FAST and

SLOW relays are energized, power is supplied to washing pump and wiper
motor.
Pump sucks fluid from the tank and routes it by means of flexible hoses to
spray bars fitted on wiper blades. Since the wiper fast winding is also energized
the blades moves at fast speed at the time of fluid spray.
Note: In the event of overheating, of the motor, the thermal protector breaks the
power circuit to the motor armature windings thereby safeguarding the motor
(when casing temperature exceeds 90° C).
Specifications
Power Supply : 28V DC

16-8
Power Consumption : 250-Watts normal and 600-Watts maximum.
Current rating : 6.5A at 0 airspeed and fast wiper speed.
: 13.5A at high air speed and fast wiper speed.

The electrical circuit is shown in Fig. 16.6.

Fig 16-6. The circuit diagram of Windshield Washing system

16.3. Maintenance

Period Inspection
50 Hrs Carry out visual inspection checks on the wiper blades, wiper
arms and motor for cracks, aging, corrosion and for proper
installation

16-9
 17. CONTROL GRIPS

17-1. Collective Grip

Collective grip gives access to the pilot, to facilitate various electrical
operations. Various electrical switches/controls accommodated in the
collective grip, are shown in Fig-17.1.
Legend Control function
1 2 The potentiometers are used to balance the engine 1
and engine 2 torque. When the thumb wheel is turned to
I I
N N left, engine 1 torque increases, and engine 2 torque
C C
decreases. When the thumb wheel is turned to right, engine
ENGTRIM 2 torque increases and engine 1 torque decreases.
Note: Only pilot’s grip switch is functional
COL REL This push button is used to release the force on
(Collective collective lever (i.e. This push button is used to declutch
Trim the collective trim and to disengage the upper modes on the
Release) collective axis).
SCR This push button is used to overrides the power of
the engines. The engine power limit is set to SCR if the
push button is pressed. (This pushbutton overrides the
PWR LMT switch ON center console.
WPN JETT This switch is used for the jettisoning the weapons in
(Guarded) case of emergency.

17-1
 Legend Control function
LDG LT
D This switch is used to extend or retract the landing light
L R
Note: Pilot’s grip switch overrides the function of Co-
U pilot’s switch
Landing
light motor
control
Spare Not used
CARGO This push button is used to release the load on the
REL cargo hook.
AUDIO This push button is used to mute the Voice warnings
MUTE coming from Voice Generator (Eng Fire, Landing gear etc.)

Radio This push button is used to perform radio

transmission (OPTIONAL)

Beep Trim This switch is used to trim the Collective axis of the
(Collective helicopter when the AFCS is off.
trim)

LDG LT This switch is used to operate (ON/OFF/STOW) the

ON/OFF/ST landing light.

17-2
Fig 17-1. COLLECTIVE GRIP

17-3
17.2. Cyclic Grip
Cyclic grip gives access to the pilot, to facilitate various electrical
operations. Various electrical switches/controls accommodated in the cyclic
grip, are shown in Fig-17.2.
Legend Control function

EMER This switch is used to cut off the AFCS

AFCS OFF

Radio This push button is used to perform radio

transmission
Hoist The switch is used to operate the rescue hoist.
U
I O
D
P&R This push button is used to release the cyclic stick
FTR force in pitch and roll axis.
CYC REC This push button is used to disable the upper modes
on the pitch and roll axis.
Beep Trim The switch is used to trim the H/C in pitch (fore and
(Pitch and aft) and in roll (left and right axes)
Roll trim)
CABLE This switch is used to cut the rescue hoist cable in
CUT case of an emergency

17-4
Fig 17-2. CYCLIC GRIP

17-5
 18. LIGHTING SYSTEM
Introduction
ALH Lighting system is classified into
a. External Lights
b. Internal Lights
External Lights
1. Position Lights
2. Anti Collision Light
3. Landing Light
4. Taxi Light
5. Formation Lights
6. Rotor Disc Lights
Internal Lights
1. Cabin Lights
2. Cargo Compartment Light
3. Cockpit Light
4. Wander Lights
5. Emergency exit or Beta lights.
6. Instrument Lighting.
7. Flood Lights
8. Slithering Lights
The location of the lights on the helicopter and lighting system controls
are shown in Fig-18.1 and Fig-18.2 respectively.

18-1
Fig 18.1.The location of the lights on the helicopter.

18-2
Fig 18.2. Lighting system controls.

18-3
External Lights
18.1.1. Position Lights (Fig 18.3)
Three lights are used to determine the extreme points of the helicopter
and also to indicate its navigation. Position lights Red and green are installed
on left and right end plates of horizontal stabilizer and white light is installed
on the vertical fin.

Fig.18.3 Location of Position Lights.

Operation (Fig 18.4)

The position lights are powered by 28VDC bus via LIGHTS POSN CB
installed in the centre post CB panel and controlled by a switch LIGHTS
POSN ON/OFF installed in the overhead panel. When the CB is pressed in and
the switch is put ON the power is supplied to all the lights and the lights are lit
up.

Fig.18.4 Position Lights circuit.

18-4
18.1.2. Anti-Collision Light (Fig.18.5)

This light helps to spot the moving aircraft in the air (or) on the ground
at long distances and thus prevent collision with any other aircraft.
• The anti-collision light is installed on the top of the vertical fin.
• The light is of flash type. The flashing is achieved by means of a strobe
power unit mounted in the tail cone.
• The light powered by 28 VDC bus via LIGHTS ANTI COL CB in the
overhead panel. And is controlled by ANTI COLLISION ON/OFF switch
installed in the overhead panel.

Fig.18.5 Location of Anti collision Light.

Operation (Fig.18.6)
• Push in the CB
• When the ANTI COL switch is in ON position. The power is given to anti
collision light strobe power unit. 28 V DC power is converted to a higher
voltage and fed to the light flashes at the rate of 45 flashes per minute.

Busbar Switch Strobe Power Unit Light.

Fig.18.6. Anti collision Light circuit

18-5
 18.1.3. Landing Light (Fig 18.7)
Retractable type of landing light is used for landing and taxiing purpose.
The light is installed at the nose region of the helicopter below the floor, on the
right hand side. The radiation of the beam is 9 0 vertical and 150 horizontal. The
beam may be varied from 350 to 920 with respect to helicopter datum. At 920
the light is fully extended. This light has an extension and retraction facility,
which is obtained through electrically operated motor, control relays
[extraction and retraction] and microswitches housed in the unit.

Fig 18.7 Location of Landing Light.

Operation (Fig 18.8)
• The landing light is powered by 28 VDC via LIGHTS LANDING LAMP
and the motor is powered by 28 VDC via LIGHTS LANDING CONT.
The CBS are installed in the overhead panel.
• Two switches control the lights. They are
a. LDG LT ON/OFF/ST and
b. (b) LDT LT D/U, which are installed in both the pilot and copilot
collective grips.
• Pilot LDT LT D/U, switch overrides the copilot landing light switch.
• When the ON/OFF/ST switch is put to OFF position both lamp and
motor control powers are cut OFF.

18-6
• When the three-position switch ON/OFF/ST is put to ON position, light
relay is energized which supplies 28V DC power to the light. The light
comes ON.
• When ON/OFF/ST switch is put to ST position the lamp goes OFF and
the lamp assembly is stowed back to its housing.
• When the control switch is held on retracted (DN) or extended position
(UP) the corresponding motor winding is energised by means of control
relays and the light starts retracting are extending, light can be stopped in
any point of its stroke if the switch is released.
• Micro switches provided in the light with the control relays cuts off the
power supply to motor, when the unit is completely extended or
retracted.
• An override relay is provided which overrides pilot operation over co-
pilot operation by disabling co-pilot circuit. So that co-pilot cannot
operate the light when pilot is operating through his collective grip.

Fig.18.8. Landing Light circuit

18-7
18.1.4. Taxi Light (Fig 18.9)
Taxi light is used during taxiing of aircraft and also serves as an emergency
landing light in case of failure of retraceable landing light.
• Taxi light is installed on the bottom fuselage facing downward with only
lens projecting out and the rest of the body is inside the fuselage.
• The taxi light is supplied by a 28 VDC bus via LIGHT TAXI CB installed
in the centre post CB panel and is controlled by a TAXI LIGHT ON/OFF
switch located in the overhead panel.

Fig 18.9 Taxi Light

Operation (Fig.18.10)
• Push in the CB.
• When the switch is put to ON position power is fed to the taxi light and the
light comes ON.

Fig.18.10. Taxi Light circuit

18-8
18.1.5. Formation Lights (Fig.18.11)
Formation lights are used for formation flights. These lights allow
localizing the helicopter being near the direction of its movement. These lights
are visible by the tracking aircraft, which can be placed at a higher or same
altitude. They are not visible from the ground. These lights are powered
through the FORM CB installed in the centre post CB panel and are controlled
by switches installed on the FORMATIOM LTS CONTROL PANEL.

Fig 18.11. Formation lights on Engine cowlings.

Operation (Fig.18.12)
There is a control panel for operating the formation lights in overhead
panel. It has the following light control switches.
a. ON/OFF switch.
b. Flasher selector switch.
c. Dimmer potentiometer.
d. Mode selector switch.
On/OFF switch: Controls the power supply to the unit.
Flasher selector switch: 0.5Hz, 30 flashes per minute

18-9
 1.0Hz, 60 flashes per minute
1.5Hz, 90 flashes per minute
Dimmer switch: Intensity of the lights can be varied
in both modes.
Mode selector switch: For selecting the brilliancy of the lights to full or
Infra Red (IR) mode.
Position -ON – full brilliancy
Position -IR – IR

Fig.18.12. Formation Lights circuit

18.1.6. Rotor Disc Lights (Fig.18.13).

Rotor-disc lights are used to illuminate the underside of the rotor disc
while landing.

• Rotor disc lights are installed one each on either side of the top of the
forward fuselage.
• A 28 VDC bus via LIGHT RTR DISC CB installed on the centre post CB
panel and controlled supply rotor disc lights by a ROTOR DISC ON/OFF
switch installed in the overhead panel.

18-10
 Fig.18.13. Location of Rotor Disc Lights

Operation (Fig 18.14)

• Push in the CB
• When the switch is put to ON position. the power is fed to the lights and the
lights come ON.

Fig.18.14. Rotor Disc Lights circuit.

18-11
18.2. Internal Lighting

18.2.1. Cabin Lights (Fig 18.15 & 15A)

Cabin lights illuminate the cabin area.
• These lights are installed on the cabin ceiling. One in forward cabin and the
other in aft cabin.
• These dome lights are almost flush mounted with white translucent lens.
• The lights are powered by 28 VDC bus via LIGHTS CABIN CB installed
in the centre post and is controlled by ON/OFF switch installed in the cabin.
[LIGHTS CABIN ON/OFF]
• A master switch provided on the overhead panel controls both cabin lights
and cargo lights. [LIGHTS CABIN ON/OFF/NORM]

Fig 18.15 Photo of Forward Cabin Light.

Fig 18.15A. Photo of Aft Cabin Light.

Operation
• Push in the CB
• Overhead panel switch to be in NORM position

18-12
• Cabin lights switch to be put ON position then the lights are powered by 28
VDC bus via CB.
• When the LIGHTS CABIN ON/OFF/NORM switch (Overhead panel) is in
ON/OFF position the cabin lights are controlled by this switch.
• When the LIGHTS CABIN ON/OFF/NORM switch is in NORM position,
the cabin lights are controlled from CABIN LTS ON/OFF switch installed
in the cabin.

18.2.2. Cargo Compartment Light (Fig 18.16)

The cargo compartment light illuminates the cargo area.
• The cargo light is mounted on the right side of the cargo compartment.
• This light is a dome light, which is almost flush mounted with white
translucent lens.
• The cargo light is powered by LIGHTS CABIN CB installed on centre post
and is controlled by LIGHTS CABIN ON/OFF/NORM switch installed in
overhead panel (or) CARGO LT ON/OFF/NORM switch installed in cargo
ceiling (or) microswitches provided on the cargo compartment door.

Fig 18.16 Photo of Cargo compartment Light.

Operation (Fig 18.17)
Push in the CB
1. LIGHTS CABIN ON/OFF/NORM switch has two modes.
a. ON/OFF position – The cargo lights are controlled by this switch.

18-13
 b. NORM position – Cargo lights are controlled by cargo compartment
switch CARGO LT ON/OFF/NORM
2. CARGO LT ON/OFF/NORM
• The cargo light is controlled from cargo compartment switch when the
LIGHT CABIN LTS in NORM position and CARGO LT switch is in
ON/OFF position,
• Cargo light is controlled by door micro switch when the CARGO LIGHT
switch is in NORM position. In this position the light illuminates as soon as
the door opens.

Fig 18.17.Cabin Light Cargo compartment Light Circuit

18.2.3. Cockpit Light (Fig 18.18)

The cockpit light illuminates the cockpit area.
• The cockpit light is installed on the ceiling near the overhead panel.
• This light is a dome light, which is almost flush mounted with white
translucent lens.
• This light is powered by 28 VDC bus via LIGHTS COCKPIT CB installed
in the centre post CB panel and is controlled by LIGHTS COCKPIT
ON/OFF switch installed in the overhead panel.

18-14
 Fig 18.18 Cockpit light.
Operation (Fig 18.19)
• Push in the CB
• The light is powered by 28 VDC bus via CB when the switch is in ON
position.

Fig 18.19.Cockpit Light Circuit

18.2.4. Wander Lights

General
Wander lights are used for map reading and acts as a backup for instrument
lighting.
• These lights are located near the overhead panel. One light for each pilot.
• These lights can be removed from the base and directed anywhere by means
of a spiral cord of one metre.
Each light comprises of
• A built in intensity control by means of a variable resistor.
• A momentary contact switch (which overrides the built in intensity control)
for full light intensity.

18-15
• The light has NVG compatible filter.
• The lights are powered by 28 VDC bus via LIGHTS WANDER CB
installed in the overhead panel.

Fig 18.20. Wander lights

Operation
• Push in the CBS
• A 28 VDC bus via CB powers the light.
• Turn the knob at the back of the light for switching ON/OFF of the light
and for brightness adjustment.
• The push button at the back of the light allows to get full light intensity
when operated.
• Rotating the front cap of the light makes white to green filter for NVG
selection.
Specification
Nominal Voltage : 28 VDC
Power : 28 Watts (Each)

18-16
18.2. 5. Emergency Exit Lights or Beta Lights
These lamps are provided as a door marker in emergency exit doors and
windows.
Description
Beta lights are provided for emergency exit lights. These are self-
illuminating sources and available in strip type. These are basically tritium gas
filled light source internally coated with phosphor. These are yellow-green in
colour. Tritium is the radioactive isotope of hydrogen, which emits only beta
rays. These rays are absorbed by phosphor and re-emitted as illuminated rays.
Operation
These are self-illuminated sources. As these are radioactive sources, the
capsules are covered by acrylic cover and rigidly mounted to the structure.

18.2.6. Instrument Lighting System

• The instruments mounted on the instrument panel are integrally lit with
NVG compatible, incandescent bulbs of 5V/28VDC.
• The overhead panel, CB panel and control panels mounted on the centre
console are integrally lit with NVG compatible, electro- luminescent panels
operating on 115VAC-400 Hz.
• Three independent lighting circuits are provided to power the instruments

18-17
 - One for pilot instruments
- One for copilot instruments
- One for OH panel, CB panel and centre console
• Two solid-state dimmer units are provided to power the three independent
lighting circuits and also to control the brightness of lighting in conjunction
with remotely located potentiometers cum switches.

18.2.6.a. Dimmer Units

• Dimmer unit is a solid state circuit [drive circuit]
• Three channels are electrically and physically separated from each other.
• The dimmer unit output channels are given below in table 1
Voltage Current Power
Channel – 1 0 - 5 VDC 0 – 20 100
Channel – 2 0 - 28 VDC 0 - 4.3 120
Channel – 3 0 - 115VAC 400 Hz 0 – 104 120
Table – 1

Dimmer Unit –1
• The dimmer unit-1 is powered through the LIGHTS CP INST and CTR
CSL CB.
• The light intensity of instruments connected to the 5V, 28V channels can be
varied using the LIGHTS COPLT INST potentiometer. Similarly using
LIGHTS CTR CSL potentiometer the intensity of 115V channels can also
be varied.
• Both potentiometers control the supply for the PITOT HTR lights through a
relay.

18-18
• When any potentiometer is switched ON, the relay energizes and provides
supply for the PITOT HTR lights through 0.62 KΩ resistances in each light
circuit and the lights intensity is reduced.

18-19
18-20
18-21
Dimmer Unit – 2
• Dimmer Unit –2 is powered through the LIGHTS PLT INST CB when the
relay dimmer unit is energized. The relay is energized through the LIGHTS
INST CTRL CB and LIGHTS PLT INST Pot.
• The lighting intensity of instruments connected to the 5V, 28V channels can
be varied using the LIGHTS PLT INST potentiometer. Similarly using
LIGHTS CB PNL potentiometer the intensity of 115V Channel can also be
varied.
• Both potentiometers control the supply for the FIRE DET panel and
OverHead panel Caution and Advisory lights through a relay.
• When any potentiometer is switched ON, the relay energizes and provide
supply for the FIRE DET panel lights and O/H panel Caution and Advisory
lights through 0.62 KΩ resistance in each light circuit and the lights
intensity is reduced.

18.2.6.b. Electro-luminescent Panel – [EL]

General
EL panels are illuminating the control panels. The list of EL panels in
ALH is given below.
1. Engine / Fuel Control Panel.
2. Pitot/Static Windshield Panel.
3. Electrical Control Panel.
4. AFCS PCU.
5. Cargo/Ice Det Control
6. Center Post CB Panel.
7. LH and RH Overhead Panel.

18-22
18-23
18-24
Description
• The EL panel is rigid and flat in construction.
• The base plate is of acrylic plate or glass reinforced plate.
• The EL panel emits ANVIS green colour when powered.
• The EL panel is constructed such that the brightness is uniform throughout
the plate.
• The legends of the EL panels are silk-screened.
• The EL Panel is matt black when finished with the legends being white in
colour. Upon power up the legends appear green.

Specifications
Power supply : 115V/400 Hz
Current : < 0.15 mA

18.2.6.c. NVG Compatible Cockpit

ALH cockpit is compatible with night operations with Night Vision
Goggles (NVG).

Night Vision Goggles

NVGs are optical devices, which facilitate viewing of the surroundings in
night in the absence of light radiation in visible spectrum.
NVGs can be used for operation in dawn, dusk, moon lit night and star lit
night conditions. NVGs work by amplifying and converting the infra-red
radiation available in these condition to visible spectrum so that the
surroundings can be viewed through the NVGs. The NVGs have a automatic
gain adjustment circuit which automatically change the gain of the amplifier to
suit the brightest source of infra-red radiation in the vicinity so that the image
presented to the viewer is at an optimum level. While using the NVGs in the

18-25
cockpit, if the cockpit has got bright sources of light from instruments/controls
which emits radiation in the sensitive range of NVGs (Normally wave length
above 620 nm), then the NVGs gain will be adjusted to the cockpit level. This
gain will be insufficient for outside IR level which is normally much lower. As
a result when outside surroundings are viewed through NVGs under these
conditions nothing will be visible.

Measures Taken to Achieve NVG Compatibility

The above problem has been taken care of by incorporating several features
in the ALH cockpit and instrument lighting design.
• All the instruments and controls have lighting color of ANVIS GREEN A,
which does not have I R radiation in the sensitive range of NVGs.
• All caution, warning and advisory lights (CWP) in the cockpit have filters
to ensure that they do not radiate in the sensitive range of NVGs. Further
switches has been provided on the other control units like AFCS to reduce
the brightness of lamps available on them.
• All LED displays have filters to avoid radiation in the NVG sensitivity
spectrum
• Instrument lighting has dimming controls to select the lower levels for
NVG operation. With the above measures the cockpit lighting does not
interfere with the operation of NVGs. NVG amplifications is adjusted to the
brightness of the outside sources thus enabling viewing of the surroundings
for operation of helicopter in night condition.

Flood Lights
Description
There are six Floodlights fitted in the cockpit of the helicopter. Four of
them are fitted underneath the glare shield of main instrument panel and two of
them are fitted on the centre post. The four underneath the main instrument

18-26
panel illuminate the main instrument panel when switched ON and they are of
fixed type. The two on the centre post lights focusing angle can be changed,
one is focused on centre console and the other one to the overhead panel.
Operation
They are provided with 115V AC single phase controlled by dimmers,
which controls the instrument lighting. The floodlights are of NVG compatible
Electro-luminescent Panel type lights.

Slithering Lights
Description
Three lights (red, amber and green) are provided one below the other in
LH cabin area to indicate the slithering crew the readiness of the helicopter for
the operation. The red light indicates that the operation should not take place;
the amber light indicates them to be ready and the green light indicates that the
operation can be done.
Operation
“LTS SLITH” on the center post CB panel powers the lights. A rotary
switch and three indicator lights (red, amber and green) are provided on the
center console for operation.

18.3. Maintenance

ON conditional maintenance i.e., subject to any failure the unit would

have to be replaced/repaired.

18-27
 19. ENGINE AIR PARTICLE SEPARATOR
19.1 Purpose
The Engine Air Particle (EAP) separator is a highly efficient, compact
device, which protects engine from dust particles, liquid droplets; snow and
ice ingestion thereby enhances the life of engine.

Principle (Fig 19.1 and 1A)

Dust / particle laden air entering the separator is given a swirling
motion by the vortex generator. This swirling motion moves the dust
particles rapidly outward by centrifugal force toward the wall of the vortex
tube, where they are scavenged overboard with a small portion of inlet air
via controlled annular orifice.

Fig 19-1. Operating Principle of Engine Air Particle Separator.

Clean air collected at the eye of the vortex generator exits through the
outlet tube. The outlet tube is incorporates an aerodynamically efficient
diffuse which recovers the maximum possible kinetic energy. EAPS panels
are constructed using the optimum number of separator tubes. The dust
collected is ejected by means of an electrically driven fan.

19-1
Note Pressure loss (Po) = 1%
Power loss (shaft output power) = 2%

19.2 Electrical controls of EAP separator

Electrical controls of EAP separator includes
1) A scavenge fan integrated with EAP separator – [one /engine]
2) Relay – 2 [one per / particle separator]
3) ENG PART SEP ON/OFF switch.
Scavenge Fan (Fig 19.2)
The fan works with 3 Phase AC supply.

Fig 19-1A. Operating Principle of Engine Air Particle Separator.

Specification
Power – 1.75KW max
Running Current – 6.5 Amps max.
Starting Current – 30 Amps max.
• Each fan has an electronic thermal trip circuit which need 28VDC supply.
• Each fan also has a temperature switch. The switch closes at 183ºC.

19-2
Relay
These relays are located at tail cone # 9.
ENG PART SEP ON/OFF Switch: This switch is located on OH panel
operate the EAP separators.

Vertex Generators Scavenge Fan

Fig 19-2. Engine Air Particle Separator.
19.3 Working (Fig 19.3)
• ON position of the ENG PART SEP switch energizes two EPS relays
[one/engine]. The relay contactors change over, through which 3ø AC
supply from the respective AC master box is fed to the respective EAP
separator fan windings. The fan rotates and blows out the particle,
liquid droplet to the atmosphere via ejector.
• The thermal trip circuit prevents motor burn out if a locked rotor occurs
by disconnecting power supply to the motor.
• When the motor is on, a switch closes illuminating ENG1/ENG2
caution light on Main Instrument Panel.

19-3
Fig 19-3. Circuit diagram of Engine Air Particle Separator.

19-4
 20. EMERGENCY FLOTATION GEAR SYSTEM
(ELECTRICAL ASPECTS)

Introduction
The purpose of the Emergency Flotation Gear System (EFG) is
a. To prevent helicopter from sinking in the event that the
helicopter makes an emergency descent onto water.
b. To keep the helicopter afloat for a period of time to enable
salvage of helicopter.

Electrical Controls EFG System

20.1. Description
Electrical controls of EFG system consists of

20.1.1. Pilot’s Control Panel (Fig 20.1)

Control Panel is mounted on the center console incorporates the
following.
i. Two switches
a. SAFE/ARMED (automatic inflation arming switch) and
b. EMERGENCY OVERRIDE SWITCH (manual override switch).
ii. Four ARMED warning indicators
(a) FWD PORT (b) FWD STBD
(c) AFT PORT (d) AFT STBD

20-1
 Fig 20-1 EFG Control Panel.
Two CBs
• EFG1 and EFG2 for powering the EFG electrical system on Overhead
Panel.

20.1.1.a. Switch SAFE/ARMED

Position ARMED
- The immersion switches are energized.
- When the immersion switch is fully submerged in water the DC supply
energizes the isolating relays in the RU s, which completes the firing
circuits of EED s.
- This position also checks the EFG system on ground. Four warning lights
come ON in PCU indicating proper connection up to EED. After ground
check, the switch shall be put back to SAFE position.
- The EED s are disconnected from the firing
Position SAFE
- Circuit in the AUTO mode operation.

20-2
20.1.1.b. Switch EMERGENCY OVERRIDE
Position ON
The EED’s are fired by the direct power supply and the floats are
inflated.
Position OFF
The system is off.

20.1.2. Four Electronic Explosive Devices (EED)

• EED is mounted on the pressure vessel. It is a full bridge wire device.
• The EED firing current is 5A and maximum firing time is 8 msec.
• Pressure vessel Capacity is 9 Ltrs. At 4500 PSI nitrogen gas.

20.1.3. Four Immersion Switches (Fig 20.2)

These are water-operated switches fitted to the underside of the
helicopter 2 below centre console and 2 at Stn. 6.

Fig 20-2. Immersion switch

20.1.4. Four Relay Units (RFU)
Each RU has a double pole relay which fires EED’s when they are
energized through the submersion switches.

20-3
20.1.5. One Junction Box
Junction box cross couples the submersion switch connections so that
they will energise all the four relay units when one of the two positive
supplied switches operate together with one of the two negative supplied
switches.

20.2. System Operation

The function of the EFG electrical system is to fire four EEDs, which
inflate air bags, situated in various places on a helicopter. The system has
two modes of operations.
A. Automatic Mode.
B. Manual Mode.

A. Automatic Mode (Ref Fig 20.3 & 20.4)

• This mode of operation is achieved by means of putting the
SAFE/ARMED switch in ARMED position before the EFG operation.
This action illuminates four warning lights on the PCU.
• If any one set of the submersion switches get activated by fully
submerging in water and enable firing of EED s, which release the gas
from the pressure vessels and hence inflate all the four floats
automatically.

20-4
Fig 20.3. Circuit diagram of EFG “Switch in ARMED Position”

Fig 20.4. Circuit diagram of EFG “AUTO mode Operation”

20-5
B. Manual Mode (Ref Fig 20.5)
• The manual mode of operation is achieved by means of operating the
EMERGENCY OVERRIDE switch on PCU to ON position.
• This switch operates the EED s directly and initiates the inflation of floats
there by overriding the submersion switches.

Fig 20.5. Circuit diagram of EFG “MAN mode Operation”

20.2. Maintenance

“ON CONDITION” maintenance. (i.e., subject to any failure in PCU,

Junction box, Submersion switch, RFU, EED AND CB, the respective unit
would have to be replaced/repaired).

20-6
 21. RESCUE HOIST ELECTRICAL CONTROL

Description
The detachable Rescue Hoist System consists of the following:-
(a) Variable Speed Hoist Assembly
(b) Control Box
(c) Control Pendant
(d) Cable Assembly
(e) Cartridge Assembly
(f) Junction Box

Hoist Assembly
The Hoist Assembly is a multiple layered type drum design with a cable
capacity of 40 metres of 3/16” dia. The reduction gearing is of the planetary
type and in the drive train includes a fail-safe mechanically actuated load brake.
The hoist is driven with a 28 VDC electric motor, which includes totally
enclosed fan cooling and an integral motor brake. Limit switches are directly
coupled to the hoist drum to control cable full out and intermediate speed
operations. The cable full in switch is built into the cable guide assembly and
the spring and bumper assembly assures proper homing of the hook when hoist
is not in service. Redundant switches are used and the mechanical technique
employed ensures fail-safe operations.
Rescue Hoist Assembly is shown in Fig 21-1 and 21-1A.

21-1
 Fig 21-1.Rescue Hoist Assembly

NOTE
In the operation of the hoist, the cable rate is automatically slowed to a safe
speed whenever the hoist is operated in the cable zone controlled by the fail-
safe redundant intermediate speed switches.

21-2
 Fig 21-1A. Rescue Hoist mounting Assembly.
♦ A cycle counter is included which is operated by a magnetically actuated reed

switch to count drum revolutions.

♦ The Hoist Assembly is equipped with electrical connectors to facilitate rapid

interfacing with the control box.

Leading Particulars
Maximum working Load 600 lb (273 kg)
Cable Fleet Angle 15º to the vertical in any direction.
Average Cable Speed Variable from 0 to 100 FPM @ 600 lbs
Rescue Duty Cycle Unlimited
Accessories Emergency Guillotine (electrically fired)
Cable 3/16-inch dia, 40 metres usable length.
Lubrication MIL-1-7808, (Turbo Oil)
21-3
CONTROL BOX
The control box is a highly efficient speed control, which incorporates the
latest Pulse Width Modulated (PWM) speed control techniques. Hoist speed
control is accomplished by a speed command applied to the controller from
either the variable speed operator control or the constant speed priority override
pilots control switch. Internal power MOSFET switching elements control the
amount of average DC voltage applied to the hoist motor. The greater the
deflection of the thumbwheel on the hoist operators Pendant Control Assembly
the greater average DC voltage applied to the motor, hence, faster hoisting
speeds. Full deflection of the thumbwheel on the pendant control assembly
applied maximum voltage to the DC motor, hence, maximum cable speed.
♦ The control box incorporates digital electronics which process the hoist limit

switch information and limits the hoist speed if an intermediate switch is

actuated and inhibits further hoist movement if a stop switch is actuated in the
commanded direction.
♦ The Control Box’s digital electronics also control the priority of the control

inputs from the hoist operator or the pilot control. The pilot has complete
priority over the hoist operator. The pilot’s command is fixed speed with
automatic slow downs and stops when the cable extremes are reached.

The Controller Assembly incorporates the following safety features:-

(a) Field / Brake Loss Detection Circuit. The controller will inhibit hoist
operation if a loss of motor field / brake is detected.
(b) Under Voltage Lockout- the controller will inhibit hoist operation if the input
DC voltage is <17 VDC.
(c) Provides the hoist operator with a motor overheat indication by a
continuously illuminated motor warning light. This condition will result

21-4
 from operating the hoist system under prolonged high temperature
environments, which exceed the design limits of the system.
(d) Pulse-by-Pulse Current Limit- The controller will detect excessive current
requirements from the DC power bus and limit the amount of power
consumed from the aircraft power system.
Control Box Leading Particulars
Electrical Input : 28 VDC, 125A depending on speed and load
Conditions
Output : Variable 0-27.5 VDC at 125 amps max, for
motor.
Operating Channels : Intercommunication system, pilot hoist control,
crew hoist control.
Incorporated Features : Pilot-crew selector. With pilot having priority
over Crew operation.
Slowdown control when approaching extremes
of cable travel.

CONTROL PENDANT ASSEMBLY (Ref Fig 21-2)

The Control Pendant Assembly provides the crewman with freedom of
movement utilizing the following control features.
(a) Direction / Speed Control
(b) ICS
(c) Cable Pay-out Display
(d) Motor Over Temperature
(e) Boom In/Out Control
♦ The Direction/Speed Control thumb-wheel is centrally located on the
shrouded upper portion of the handgrip. A bracket is provided on the
handgrip to facilitate stowing the pendant in the aircraft.
21-5
♦ The heart of the control pendant is the direction/speed control mechanism
containing and actuating two switches and a potentiometer. Two of the
switches (one for either direction) provide an on-off signal. The
potentiometer is rotated by the control thumb-wheel to provide a speed
command signal to the Controller Assembly.
♦ The ICS control is a snap action switch provided for connection to the
aircraft intercom system. The switch is operated by an auxiliary actuator,
which protrudes from the back of the handgrip.
♦ A boom In/Out switch is thumb actuated and has 3 positions return to
center action.
Control Pendant Leading Particulars
(a) Input Control Voltage Provided by Controller
(b) Speed Control Infinitely variable thumb-wheel control
© Boom Control Thumb actuated
(d) Direction Control Thumb-wheel actuated
(e) Indicators Cable Pay-out Display NVIS Green
Motor Over Temp-NVIS Green.

21-6
 Fig 21.2 Control Pendent.
CABLE ASSEMBLY
The cable assembly is used to interconnect the pendant control to the
control box

CATRIDGE ASSEMBLY
The cartridge assembly is a containerized squib. When removed from the
container, the squib is installed into the hoist cable guide assembly and torque to
80-90 in-lbs (9-10 Nm). Its purpose is to fire the cable-cutting device in the
event of emergency.

21-7
JUNCTION BOX (Ref Fig 21-3)
The junction box houses the cable cut circuit, which is activated by the
crewman via a guarded switch located on the face panel. The pilot cable cut
circuit shares this same interface.
The Control Pendant connects to the Junction Box using the Cable
Assembly. The Junction Box acts as the interface between the Control Pendant
and Electrical Control Box.

Fig 21.3 Junction Box.

21-8
 OPERATIONAL CHECKOUT PROCEDURE

STRAY VOLTAGE CHECK

• HOIST POWER and HOIST CABLE CUT circuit breakers – IN.
• Master Power Switch ON (connect external power)
• Hoist Power switch – ON Green power indicator on Pendant -
ILLUMINATED
• Using voltmeter check pins A to B and C to D on Connector P3 located at
external hoist.
• The voltmeter shall read 100 mV maximum.
• HOIST POWER switch-OFF
• Green power indicator on Pendant –OFF

HOIST FUNCTIONAL CHECK

• Check hoist oil site glass for proper level (Mid-level is required)
• Connect P3 connector to J3 receptacle on hoist assembly squib.
• External power, switch ON
• HOIST POWER switch S2-Green power indicator next to S2-
ILLUMINATED Green Power indicator on Pendant-ILLUMINATED
• Using Control Pendant, rotate thumb-wheel down allowing approximately 8
metres of hoist Cable to lower.
• Verify transition from slow speed to full speed at 1.83 to 3.66 meters of cable
payout.
• While reeling out actuate pilot hoist command switch to rise. Pilot hoist
command shall override Control Pendant. De-actuate pilot hoist command.
Continue reeling out and verify transition to slow speed 1.83 to 3.66 metres
from full out. Verify full out with 3.5 to 4 cable wraps remaining on drum.
• Using Control Pendant, rotate thumb-wheel up allowing cable to retract.
21-9
NOTE :- When reeling in cable, provide 15-20 lb tension using a gloved
hand. Observe cable to ensure that no kinks or snags may occur when
coming off of ground or out of container.
• While retracting, actuate pilot hoist command switch to lower. Pilot Hoist
command shall override Control Pendant. Un-actuate Pilot Hoist command.
• Using Control Pendant continue to retract cable. Verify slow speed transition
at 1.83 metres to 3.66 metres before cable is fully retracted.
• As hook and bumper assembly reaches full in position, verify that hoist
motor stops.
• HOIST POWER switch S-2-Green power indicator next to S-2-OFF. Green
power indicator on Pendant-OFF.
• Master Power Switch-OFF (remove external power).

21-10
 22. CARGO-HOOK SYSTEM
Introduction

Cargo-hook system consists of a cargo hook capable of picking up,

transporting and releasing static load from 4 Kgs to 1500 Kgs. An associated
cargo-hook electrical release system is provided as an integrated part of the
cargo-hook system to control and operate the cargo-hook.
The location of the cargo-hook on the ALH is shown in Fig-22.1.

Fig 22.1 Location of the cargo-hook on the ALH

22.1. Description
The electrical controls of the cargo-hook system has

1. One CB – CARGO.
2. A control panel with control switches and warning lamps.
CB- CARGO
Through this CB the cargo-hook electrical release system is powered.

22-1
Control Panel (Ref Fig 22-2)
The control panel consists of the following switches and an amber caution
light (CARGO REL).

Fig.22.2 Cargo Control Panel.

MASTER SEL (GUARDED)
Position ARMED ON
In this position the cargo-hook system is activated for release operation.
Position OFF
In this position the cargo-hook electrical release system is de-activated.
CARGO AUTO REL
Position AUTO
In this position the load on cargo-hook is released automatically with out
pilot intervention, when the load touches the ground.
Position MAN
In this position the load on cargo-hook cannot be released automatically.

22-2
Caution Light
CARGO REL amber light on the ICE DET/CARGO panel will be
illuminated whenever the load is released.
Apart from the above switches and light there are CARGO REL push
buttons provided on both the pilot/copilot’s collective grips used for releasing the
load on the cargo-hook.
A green indicator light is provided on the main instrument panel. This light
comes on whenever the load of above 15 kg is suspended to the hook.

22.2. Operation
The cargo-hook release system can be operated in two different modes.
1. Normal release mode
2. Auto release mode

22.2.1. Normal release mode (Ref Fig 22-3)

In normal release mode, the load is released by operating the push button
switches provided on the pilot/copilot collective grip.

22-3
 Fig 22.3. Circuit diagram of Cargo Hook Operation in MAN mode.

Auto release mode (Ref Fig 22-4)

In auto release mode, the load is released automatically with out pilot’s
intervention. To activate this mode the AUTO REL switch on the ICE
DET/CARGO panel is put to ON position. In this mode the load is released as
soon as the load touches the ground.
In both the modes the CARGO REL light is illuminated on the ICE
DET/CARGO panel as soon as the load is released. The cargo-hook release
system releases the load within 0.5 seconds of its activation.

22-4
 Fig 22.4. Circuit diagram of Cargo Hook Operation in AUTO mode.

22.3. Maintenance
The cargo-hook release system maintenance is ON CONDITION.

22-5
 23. AIR CONDITIONING SYSTEM ELECT CONTROL
23.1 Description
The ALH Air Condition System is incorporated for control and
conditioning of the air inside the cockpit and the cabin area.
The Air conditioning system comprises of the following units:
1. Shut off valve (2 Nos.).*
2. Non-return valve (2 Nos.).
3. Pressure Regulating shut off valve.
4. Over pressure switch.*
5. Venturi
6. Pre-cooler.
7. Environment control unit (ECU).
7a. Heat Exchanger
7b. Turbine
7c. Temperature Control Valve.*
8. Over temperature switch.*
9. Control panel.*
• * Part of Electrical Control.

23 - 1
Shut Off valve
These are solenoid type valves. The Temperature controller operates
them. The function of these valves is to allow or block the bleed air from the
engines.
Temperature Control Valve
This is a rotary actuator type valve. It is installed in the bleed air
bypass upstream of the ECU. Depending on the temperature controller knob
position the valve regulates the flow of bleed air.
Temperature Controller
It is an electronic box located on the cabin roof. It automatically
controls the temperature of the cockpit and cabin. It gets inputs from Over
pressure switch and over temperature switch. It shuts off of engine bleed air
via the shut off valve the event of excess temperature and pressure being
detected. It automatically controls the temperature control valve, in
accordance with the temperature requirements set on the control panel.

Control Panel
The control panel is situated on the center console of the cockpit. The
control panel consists of
a. ON / OFF switch.
b. “Status” light.
c. Potentiometer to vary the temperature setting from HOT to COLD.
d. Two caution / warning lights to indicate the type of failure.

23 - 2
ON / OFF Switch
Operation of this switch to ON position triggers the power supply to
the Shut off valve, thus enabling the Bleed air to enter to the ECU.
Simultaneously the status light on the control panel comes ON.
Status Light
It indicates that power is available to the ECU.
Potentiometer
Potentiometer is used to vary the temperature setting of cabin and
cockpit. The potentiometer is marked from “COLD” to “HOT” Pilot can set
the desired temperature according to this need.
Two caution /Warning indicators
a. “ Over pressure” (OVER HT) indicator.
b. “ Over (heat) temperature” (OVER PR) indicator
Over Pressure Indicator:
The over pressure switch for this indicator is located on the Venturi.
This indicator comes ON only when the pressure in the venturi is more than
the present limit pressure, which is kept at 85 + 3 psig rising. If this pressure
limit is exceeded, the switch will send a signal to the Over pressure indicator,
which comes ON. Simultaneously the shut off valve will be de-energized;
thus bleed air entering in to the ECU is cut off and air condition system is cut
off.

23 - 3
Note: The status light will be still ON indicating the Air condition switch is
still in ON position.
Over Heat (Temperature) indicator:
The over heat switch for this indicator is located inside the air
distribution box. This indicator comes ON only when the temperature in the
air distribution box is kept at 100 + 5 degree centigrade. If the temperature
limit exceeds the set value, the switch will send signal to the Over Heat
Indicator to come ON. Simultaneously the shut off valve will be denergised;
thus bleed air entering in to the ECU is cut off and Air Condition system is
cut OFF.

Note: The status light will be still ON indicating the Air condition switch is
still ON position.

23.2 Operation
Operation of the switch on the Air Conditioning Control panel to ON
position will trigger the following operation. The power supply is given to the
shut off valve and it energizes, allowing the bleed air to flow downstream.
The Pressure regulating valve is de-energized thus the pressure reduction in
the bleed air. The pressure sensor senses the conditioned air. Depending on
the selection in the air conditioning control panel rotary potentiometer the air
entering to in the cockpit and cabin area is controlled.
In the event of over pressure, the over pressure switch senses the bleed
air and cuts off the bleed air entering in to the ECU; thereby discomfort to the
crew and the pilot is avoided.
In the event of over temperature, the over temperature switch senses
the control air and cuts off the bleed air entering in to the ECU, thereby
discomfort to the crew and pilot is avoided.

23 - 4
 24. ACTIVE VIBRATION CONTROL SYSTEM (AVCS)
Introduction
Dhruv (ALH) helicopter incorporates a highly advanced hinge less main
rotor. This rotor configuration induces high dynamic loads on the airframe,
particularly at the blade passing frequency 4/rev (21 Hz), which is equal to the
number of blades 4 multiplied by the rotor speed of 314 rpm. The 4/rev main
rotor vibration is a cause of discomfort for passengers and crew, reduces fatigue
life, cause damage to onboard sensitive equipments and increase maintenance
cost. To minimize the dynamic loads on the airframe, ALH employs an Anti
Resonance Isolation System (ARIS) installed between main rotor/gear box and
fuselage. ARIS being a passive system is effective in attenuating 4/rev main rotor
vibration for the tuned flight conditions. The Active Vibration Control System
(Frahm Damper system) developed by M/s Lord Corporation , USA have been
employed on the helicopter to augment the existing ARIS system for further
reduction in vibration level over the flight envelope for different helicopter
configurations
The AVCS along with ARIS will enhance the crew and passenger comfort
and attenuate the 4/rev main rotor vibration to acceptable levels.
The active vibration control is designed to reduce the vibration in the
fuselage floor by canceling the rotor induced dynamic forces at 4/rev main rotor
frequency. The AVCS can be viewed as a sophisticated Tuned Vibration
Absorber (TVA) system, where the force applied by the actuators is comparable
to those generated by TVAs.

System composition
The system consists of the following components
• Electronic Integrated Control Unit (ICU) with embedded software
• Actuators (4 nos.)

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 • Accelerometers (8 nos.)
• Wiring harness
• A maintenance indicator to signal for maintenance
• A toggle switch for determining if 2, 3, or 4 actuators are used
• A ON/OFF/CAL switch for performing the following functions
¾ ON/OFF controls the power relay for turning the power ON or OFF to
the ICU
¾ CAL is a momentary switch that initiates either a system model test or
accelerometer and actuator path test diagnostic.
• A power relay for controlling the input power to the ICU
• A rotor speed sensor
Power supply
200VAC, 400 Hz, 3 phase, power is required to power the ICU.
28 VDC power is required for the maintenance indicator and the power relay.
The electronic ICU receives accelerometer signals and determines the
appropriate signals to send to the actuators. The ICU uses the rotor speed
information (derived from NR sensor signal). System diagnostics which are
integral to the embedded software in the ICU, monitor system performance,
actuator path failures, sensor path failures, rotor speed path signal failure and
ICU failures.
This system operates autonomously and shall provide vibration cancellation
when the main rotor speed is between 298 and 330 rpm (Nominal speed ±5%).
This corresponds to 4/rev frequency range of 19.87 Hz to 22 Hz, with a nominal
(100%) disturbance frequency of 20.937 Hz.

24 -2
General
The actuators and accelerometers are incorporated inside the helicopter.
The actuators are installed on the floor in locations where they have good control
authority (can generate strong vibrations to cancel those from the main rotor).
The ICU location is in the tail cone area. The accelerometers are attached
underneath the floor.

Fig.1. Schematic of Frahm system

24 -3
Accelerometer
The location of accelerometers in the cockpit and cabin is summarized in the
table.
Accelerometer Orientation
Location
Pilot heel Fore-Aft
Pilot heel Vertical
Co-Pilot heel Fore-Aft
Co-Pilot heel Lateral
Co-Pilot heel Vertical
Frame 4, right Vertical
Frame 5, left Lateral
Frame 5, left Vertical

The accelerometers used for the Active Vibration Control System measure
the fuselage floor vibration. The accelerometers contain a piezoelectric crystal
that is mounted on a mass that produces an electric charge output that is
proportional to base acceleration. The accelerometers also contain integral
integrated circuit (IC) electronic that converts the high impedance signal
generated by the piezoelectric crystals to low impedance voltage that can drive
through long cables with excellent noise immunity.

Fig. 2 shows the two types of accelerometers used in the ALH AVC
system. The internals of each accelerometer are identical. The NVX-1279-1
accelerometer is easier to install in the vertical and lateral directions on the
aircraft, while the NVX-1279-2 accelerometer is easier to install in the fore/aft
aircraft direction. These accelerometers are hermetically sealed and have stainless
steel housing with a 2-pin connector.

24 -4
 Each accelerometer attaches to the aircraft structure using a single M6X1
screw. Electrical bonding occurs at the attachment surface of the accelerometer to
the aircraft structure.

Fig. 2 Types of Accelerometers

Accelerometers

Fig. 3. Accelerometers mounted below co pilot seat.

24 -5
 Accelerometers

Fig. 4. Accelerometers mounted below co pilot seat

Actuators
Inertial actuators provide the dynamic canceling forces that counteract
loads from the main rotor at the blade pass (4/rev frequency). Actuators are also
sometimes known as active Frahms.
The location of actuators in the cabin is summarized in the table.
Actuator Orientation Location
Actuator A Z - Direction Frame 3, Left side
Actuator B Z - Direction Frame 5, Left side
Actuator C Z - Direction Frame 5, Right side
Actuator D Y - Direction Cockpit, Pilot side

Fig. 5 shows a photograph of the actuator. The actuator contains of a linear

electric motor whose output force is amplified through a spring/mass mechanical
resonance. The linear motor technology use in Actuators is very well developed

24 -6
and has been used extensively in acoustic loudspeaker systems. Electrical
bonding occurs at the attachment surface of the actuator to the aircraft structure.
The construction details of the actuator consist of a base, a linear motor (AC)
with a coil and magnet assembly, vertical and horizontal flexures (springs). The
linear motor consists of a stationary coil wound with copper wire that is fixed to
the base and magnetic structure that is attached to the flexures. When electrical
current is supplied to the coil in the actuator, a force is created in the vertical
direction. At the frequencies near the mechanical resonance, this motor force is
greatly amplified. This type of actuator has several advantages. It has force
output that is very linear with input voltage. The force amplification through
mechanical resonance means that if there is a failure in the linear electric motor,
then the actuator still provides some vibration attenuation in the passive mode.

Frahm
damper

Fig 5. Frahm damper installed in the nose area

24 -7
 Frahm
damper

Fig. 6 Frahm damper installed in the cabin (behind co pilot seat)

Frahm
damper

Fig. 7 Frahm damper installed in the cabin (STA 5 RH side)

24 -8
 Fig. 8 Constructional details of actuator

Integrated Control Unit (Controller)

The Integrated Control Unit (ICU) uses inputs from 8 accelerometers
mounted on helicopter floor and the main rotor rpm signal to determine the
appropriate signals to be sent to the actuators. System diagnostics, which is
integral to the embedded software in the ICU, monitors the system performance,
actuator, sensor, main rotor rpm path signal failures and ICU failures. Power
amplification, which is needed to drive the linear electric motors inside actuators,
is also provided within the controller.
Fig. 9 shows the photograph of the ICU. Fins on the cover are used to
dissipate the internal heat created in the power amplifier. The controller mounted
to the aircraft at four points using vibration isolator mounts, which protect the
electronic internals from vibration and shock. The electrical connections are
made to the controller via four electrical connectors. A ground strap is provided
for electrical bonding purposes.

24 -9
 Fig. 9. Integrated control unit (ICU) located in the tail cone area

Note: Number of frahms selection switch and CB for AC supply are located
near the ICU

CB for DC
supply

Fig. 12 DC supply CB located in the center post CB panel

24 -10
Performance
The system is designed to provide significant overall vibration reduction in
both the cockpit and cabin at the 4/rev frequency. The system uses 8
accelerometers and 4 actuators. The performance will be degraded when only 2
actuators are used.
Aircraft interface requirements
The ICU has the following requirements
• 3 lines of 200 VAC, 400 Hz aircraft voltage 300 W nominal power for 4
actuator configuration.
• A 3 phase, 5 ampere per phase circuit breaker will protect the ICU and
power input wires. This CB is located by the side of ICU.
• A 3 position power ON/OFF/CAL switch will be located in the cockpit
center console. This switch will control 28VDC to the relay located near
the ICU.
The maintenance indicator has the following requirements.
• 28 VDC, 100mA
• A 28VDC, 1A circuit breaker to protect the ICU, maintenance LED and
associated wiring. The circuit breaker is located in center post CB panel.
The rotor speed input to the ICU comes from the rotor speed sensor located on
the main gear box.
Fig.13 shows a block diagram of the controller internals. The ICU contains
a controller printed circuit board and a power amplifier circuit board. Embedded
software implements the control algorithm and diagnostics. A status output is
used to activate and de-activate the maintenance indicator in the cockpit. Multiple
discrete inputs are provided to interface with Frahm control (calibration) and
configuration switches. Surface mount electronic components are used
extensively on each board to reduce overall electronic size and weight. Flexible

24 -11
interconnects are used to connect the printed circuit boards to the electrical
connectors.

Fig. 13 Block diagram of ICU

ICU serial interface
The ICU features an RS 232 serial interface for diagnostics. A laptop
computer can be connected to this RS232 interface for system calibration,
troubleshooting and reporting on system faults and operating parameters. A
connector shall be provided at frame 6, right side, just above the floor that
connects the ICU’s PT connector for accessing RS232 connection. LT-152PC
cable and LT-154PC diagnostic software to be used.
Maintenance indicator
A maintenance indicator LED that is controlled by a relay internal to the
ICU is available to indicate that maintenance is required. The indicator is located
in the instrument panel provides the indication of system state both on ground
and in flight. The indicator comes ON when the ICU is not powered and 28VDC
is applied to the maintenance indicator from the aircraft, during start up BIT

24 -12
checks, and critical system failures occur. The indicator is OFF during normal
operation. The indicator blinks at the rate of 2 seconds on and 2 seconds off
during system modeling and during actuator and accelerometer path tests.

Maintenance
indicator on MIP

Fig. 10. Maintenance indicator located in the instrument panel

Toggle switch for number of actuators
The system shall be configured to allow the number of functioning
actuators to be selected via the toggle switch. This switch is located near the ICU.
It is very important that the toggle switch be set to the correct number of
actuators. For example, if the toggle switch is set to indicate a 3 actuator system
and 4 actuators are installed, then 4th actuator will not be used by the ICU for
active control. If the switch is set to 3 actuator system and only 2 actuators are
installed, then the actuator that is not present will be considered as failed.

Momentary switch for determining the system model

A three position (power ON/OFF/CAL) switch is provided in the center
console. Holding the switch in the CAL position will initiate either a system
model or an accelerometer and actuator path test, depending on the flight

24 -13
condition. The switch must be pressed in the CAL position for longer than one
second to initiate the test. Depressing the switch in the CAL position will not
have any effect if pressed before power-up tests are completed.

Frahm
system
switch

Fig. 11. Frahm system ON/OFF/Cal switch located in the center console

System Operation, Working Principle and Functional Aspects

The Lord AVCS reduces vibration in the fuselage floor by canceling rotor
induced dynamic forces at 4/rev frequency (21 Hz). The AVCS operates as
follows during a typical ground-air-ground cycle. When aircraft AC power is
applied to the controller, the embedded software within the controller performs a
startup built in test (BIT), for about 2 seconds. During this time, the maintenance
indicator in the cockpit is lit and the software turns off the light at the end of the
test, if no failures are encountered. If a major failure is encountered, the system
logs the fault and shuts down and keeps the maintenance indicator lit so that the
pilots will be alerted that AVCS is disabled. Next, if the measured main rotor
speed is zero and low vibration levels (non-flight condition) are seen on the
accelerometers, a path test is performed that evaluates the function of every
accelerometer and actuator channel. During this time, the maintenance indicator

24 -14
is flashed on and off for pilots indication. At the completion of the built in path
test, if there are no major failures, then the system automatically initiates active
vibration control if the main rotor speed is in the range 298 and 330 rpm and
turns off the maintenance indicator. All of these activities occur autonomously
without pilot action. The pilot has the capability to de-power the AVCS at any
time through the control (OFF/ON/CAL) switch in the cockpit.

The active vibration control system also requires a system model to

perform its function properly. The system model is a transfer function between
each actuator and each sensor at different frequencies within the control
frequency range. The pilot or maintenance personnel can initiate the acquisition
of a new system model in the hanger by holding the control switch in the CAL
position for more than one second. Once this occurs, the controller will excite
each actuator in order for several seconds. A complete system model takes
approximately 2-4 minutes to complete. During this modeling, the maintenance
light flashes on and off to alert the pilot or maintenance personnel. The system
model will take longer time to complete than an accelerometer / actuator path test
and will occur at a higher excitation value. At the end of the system model test,
each actuator and accelerometer path shall also be checked for failures. At the
end of the system model test, the maintenance indicator light will either be lit for
a nominal period of 1 minute before switching off, if any minor system failures
have occurred (to signal that performance may degraded) or turns off
immediately indicating no failures. In both these conditions AVCS will be ready
for active vibration control of the helicopter. The system performance is
relatively insensitive to the system model, so a new model should only be
acquired under following circumstances:
i) Noticeable degradation in system performance.
ii) A large helicopter weight change since the last model was taken.

24 -15
iii) The Frahm selection switch is changed to a new configuration.
The system algorithm that implements the active vibration control is a
derivation of feed forward control algorithm called Filtered-X least mean square
(LMS). The algorithm takes a single input from the main rotor speed sensor and
eight inputs from floor mounted accelerometers. There are four output signals
that are sent to the actuators. In the software, there is a system model, a control
filter, an adaptation module and output limit for each actuator. To create the
output signal that is sent to each actuator, the tachometer signal is first converted
in frequency to a sinusoidal signal at 4/rev frequency. The control filter adjusts
the magnitude and phase of the signal. The output limiting ensures that the
magnitude of the actuator is not too large. The adapt block uses feedback
information from the accelerometer and system model to adjust the magnitude
and phase of the control filter so that the overall vibration is reduced. This
adaptation occurs continuously, so that if the vibration environment in the cabin
or main rotor speed changes, then the AVCS will react extremely quickly (within
a few seconds) to these new conditions.
The software contains a failure log and a diagnostic log to aid in
maintenance if any failures occur. These logs are stored in the non-volatile
memory of the controller and can be downloaded using a laptop computer
running the Lord LT-154 software. A LT-152 serial port cable is needed to
connect the laptop to maintenance panel.
Field maintainability
No component in active vibration control system shall require scheduled or
periodic maintenance or inspections. All system maintenance will be as needed or
on the condition of the failure as determined by performance degradation and not
operating time.
The ICU contains built-in-test (BIT) capability to determine the
operational status of individual control paths. If any failure is detected, the

24 -16
operational software embedded within the ICU, re optimizes system performance
to compensate for loss of actuator and accelerometer channels. If the operational
software detects the failure or failures that significantly degrade performance, the
status output relay is closed and maintenance indicator in the instrument panel is
ON to signify that maintenance is required.
Actuators and accelerometers do not have any BIT capability.
System error diagnostics
The diagnostic tests include the following
• Built in test
• Accelerometer and actuator path test
• Rotor speed diagnostic
• Amplifier diagnostic
• Acceleration over load diagnostic
• System models
The software will also log information related to failures
The software shall be able to
• Determine if a failure is non recoverable or recoverable
• Shut system down, reset, or re-configure as appropriate
• Isolate failure to a line replaceable unit, if possible or to an individual
particular path.
• Signal the need for system maintenance via maintenance indicator
• Provide maintenance access through RS232 communications test port
BIT
Upon system startup, the maintenance indicator controlled by the status
output relay will initially be ON while the ICU performs a BIT of the ICU
internals. The tests performed shall, at a minimum, include memory, processor,
CRC (Cyclic redundancy checksum), FPGA. If no ICU failures are indicated, the

24 -17
software NVX-1280-1 shall turn off the maintenance indicator after the BIT has
been completed.
Accelerometer and actuator path test
This will be conducted under the following circumstances to verify that
these paths are functioning properly. If the BIT startup diagnostic test has been
successively completed, a path test shall be conducted if no rotor speed signal is
detected and low (no flight) vibration levels are sensed on the accelerometers. A
path test shall also be initiated if the system model/diagnostics momentary switch
is depressed for longer than one second and if the rotor speed signal is detected or
high (in flight) vibration levels are picked up by the accelerometers.
During path test each actuator will sequentially be excited for a short
period of time (the total time to complete the test will be less than 20 seconds)
and the resulting response of all the accelerometers is measured. If the rotors are
turning, the excitation frequency will be different from the 4/rev vibration
frequency and the active vibration control will be disabled during the test. The
status output relay will cause the maintenance indicator to flash during all
accelerometer and actuator path tests to indicate that test is running.
A failure in the accelerometer path could occur in the accelerometer, the
wiring harness or in the ICU output circuitry for the accelerometer inputs.
Ground based maintenance is then required to further isolate the problem.
Diagnostics data storage
• At prescribed intervals (after every 30 seconds), the software shall store the
following information over a minimum of the last 10 hours that the system is
activated.
• Rotor speed at 4/rev frequency
• Complex acceleration (real and imaginary) at 4/rev frequency at each of the 8
accelerometers. (average over a prescribed period of time). Phase of complex
values are relative to magnetic pickup pulse occurrence.

24 -18
• Complex output signals (real and imaginary at 4/rev frequency at each of the 4
actuators. Phase of complex values are relative to magnetic pickup pulse
occurrence.
• Acceleration (magnitude only) at 1/rev frequency at the pilot and co pilot seat
locations in the vertical direction.
• Length of time since the controller was powered up for the current Ground-
Air-Ground (GAG) cycle.
• Length of time that control has been “ON”. This time is cumulative from the
first GAG cycle and is never reset.
• Log number (defined as the number of times the ICU has been providing
control for at least 30 seconds).
• Bit field (32 BIT word) to identify the valid actuators, accelerometers and
number of actuators selected.

24 -19