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FLIGHT MANUAL BK 117 C-2

LIMITATIONS

2 – iEASA APPROVED Rev. 13

SECTION 2

LIMITATIONS

TABLE OF CONTENTS

Page

2.1 GENERAL 2 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2 KINDS OF OPERATION 2 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3 BASIS OF CERTIFICATION 2 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4 MINIMUM FLIGHT CREW 2 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5 MASS AND LOAD LIMITS 2 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5.1 Maximum gross mass 2 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5.2 Minimum gross mass 2 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5.3 Loading limits 2 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5.4 Tie-down ring limits 2 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.6 CENTER OF GRAVITY LIMITATIONS 2 – 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.6.1 Longitudinal center of gravity limits 2 – 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.6.2 Lateral center of gravity limits 2 – 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.7 AIRSPEED LIMITATIONS 2 – 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.7.1 Forward flight 2 – 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.8 ALTITUDE LIMITATIONS 2 – 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.9 ENVIRONMENTAL OPERATING CONDITIONS 2 – 5 . . . . . . . . . . . . . . . . . . . . . .

2.9.1 Ambient air temperature limitations 2 – 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.9.2 Battery temperature limitations 2 – 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.10 ROTOR RPM LIMITATIONS 2 – 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.11 ENGINE AND TRANSMISSION POWER LIMITATIONS 2 – 7 . . . . . . . . . . . . . . .

2.12 OTHER ENGINE AND TRANSMISSION LIMITATIONS 2 – 8 . . . . . . . . . . . . . . .

2.12.1 Engine oil pressure 2 – 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.12.2 Engine oil temperature 2 – 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.12.3 Engine starter / generator 2 – 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.12.4 Generator 2 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.12.5 Main transmission oil pressure 2 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.12.6 Main transmission oil temperature 2 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


LIMITATIONS

2 – iiEASA APPROVED

Rev. 13

2.13 FUEL LIMITATIONS 2 –10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.13.1 Fuel specification 2 – 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.13.2 Fuel temperature limits 2 – 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.13.3 Fuel additives 2 – 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.13.4 Fuel quantities 2 – 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.14 OIL LIMITATIONS 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.14.1 Oil specifications 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.14.2 Oil quantities 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.15 HYDRAULIC SYSTEM LIMITATIONS 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.15.1 Hydraulic pressures 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.15.2 Hydraulic system quantities 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.15.3 Hydraulic fluid 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.16 OPERATIONAL LIMITATIONS 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.16.1 Prohibited flight maneuvers 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.16.2 Rotor starting and stopping in high wind 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.16.3 Hover turns 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.16.4 Main rotor mast moment limits 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.16.5 Slope operations 2 – 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.17 INSTRUMENT MARKINGS 2 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.17.1 Analogue instruments 2 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.17.1.1 Airspeed indicator 2 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.17.1.2 Triple tachometer 2 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.17.2 VEMD-displayed instruments 2 – 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.17.2.1 First limit indicator (FLI) 2 – 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.17.2.2 Engine / transmission oil temperature / pressure bar graph indicators 2 – 20 . . .

2.17.2.3 Engine / transmission oil temperature / pressure bar graph markings 2 – 21 . . . .

2.18 PLACARDS AND DECALS 2 – 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


LIMITATIONS

2 – iii/(2 – iv blank)EASA APPROVED Rev. 13

LIST OF FIGURES

Page

Fig. 2-1 Allowable C.G. envelope (longitudinal) 2 – 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fig. 2-2 Temperature limits for approved primary fuels 2 – 11 . . . . . . . . . . . . . . . . . . . . . . .

Fig. 2-3 Mast moment indicator on the FLI page 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fig. 2-4 FLI marking symbology on analogue display 2 – 18 . . . . . . . . . . . . . . . . . . . . . . . .

Fig. 2-5 Digital data display 2 – 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fig. 2-6 Typical bar graph display 2 – 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fig. 2-7 Engine/transmission oil temperature/pressure bar graph markings 2 – 21 . . . . .


LIMITATIONS

2 – 1EASA APPROVED Rev. 14

S E C T I O N 2

LIMITATIONS

WARNING IF ANY LIMITATION HAS BEEN EXCEEDED, MAINTENANCE ACTIONMAY BE REQUIRED AND NECESSARY BEFORE NEXT FLIGHT. ENTERDURATION AND AMOUNT OF EXCESS IN LOGBOOK AND APPROPRI-

ATE SYSTEM LOGBOOK (FOR EXAMPLE ENGINE LOGBOOK).

2.1 GENERAL

This helicopter shall be operated in compliance with the limitations of this section.

For definitions of terms, abbreviations and symbols used in this section refer to section 1.

2.2 KINDS OF OPERATION

The helicopter in its basic configuration is certified for land operation under day and night VisualFlight Rules (VFR) provided that the equipment required by operational regulations is installedand serviceable.

With special equipment installed and operative and under observance of the proceduresand limitations, described in FMS 9.2-8, the helicopter is also certified for land operationunder Instrument Flight Rules (IFR).

With the emergency flotation system (optional equipment FMS 9.2-9) the helicopter canbe operated over water in accordance to the national operating regulations.

2.3 BASIS OF CERTIFICATION

This helicopter is certified under FAR 29 requirements.

2.4 MINIMUM FLIGHT CREW / MAXIMUM NUMBER OF OCCUPANTS

The minimum flight crew consists of one pilot operating the helicopter from the right crew seat.

The maximum number of occupants comprises up to 11 persons (including flight crew).


LIMITATIONS

2 – 2EASA APPROVED

Rev. 15

2.5 MASS AND LOAD LIMITS

2.5.1 Maximum gross mass

The maximum permissible takeoff and landing gross mass, as a function of the given atmo-spheric conditions (Pa, OAT), is to be derived from the relevant HOVER CEILING INGROUND EFFECT (TAKEOFF POWER) performance chart in section 5 of this manual.

Maximum approved gross mass for flight is 3585 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5.2 Minimum gross mass

Minimum approved gross mass for flight is 1750 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5.3 Loading limits

Maximum allowable floor loading is 600 kg/m2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CAUTION CARGO, BAGGAGE AND LOOSE ITEMS MUST BE PROPERLY STOWEDAND TIED DOWN IN ORDER TO MAKE IN-FLIGHT SHIFTING IMPOSSI-

BLE (SEE ALSO REMARKS IN SECTION 6).

2.5.4 Tie-down ring limits

Maximum allowable load per tie-down ring is 70 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


LIMITATIONS


2.6 CENTER OF GRAVITY LIMITATIONS

2.6.1 Longitudinal center of gravity limits

Station zero (datum) is an imaginary vertical plane, perpendicular to the aircraft centerlineand located 3950 mm forward of the leveling point (see section 6).

Fig. 2-1 Allowable CG envelope (longitudinal)

A

X–STA [mm]

1.500

GR

OS

S W

EIG

HT

[kg

]

C

4.8004.7004.6004.5004.4004.3004.200

1.750

2.000

2.250

2.500

2.750

3.000

3.250

3.500

3.750

X–STA [mm] GW [kg]A 4377 3585B 4544 3585C 4667 1750D 4337 2000

D

B

2.6.2 Lateral center of gravity limits

Lateral center of gravity limits left and right of the fuselage centerline are:

for a gross mass up to 3000 kg 100 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

for a gross mass above 3000 kg 80 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


LIMITATIONS


Rev. 6

2.7 AIRSPEED LIMITATIONS

NOTE All airspeed values given in this manual are indicated airspeed (IAS) unlessotherwise indicated.

2.7.1 Forward flight

The following tables (Table 2-1 and 2-2) show the airspeed limits under various atmosphericconditions (Pa, OAT). Table 2-1 applies when the helicopter’s gross mass is up to 3000 kg,Table 2-2 applies when the helicopter’s gross mass is greater than 3000 kg.

PressureAltitude

OAT - °C -Altitude

- ft - –45 –35 –30 –20 –10 0 +10 +20 +30 +40 +50

0 150 150 150 150 150 150 150 150 150 150 1502000 150 150 150 150 150 150 150 150 145 145 1404000 145 145 145 145 145 145 145 145 140 140 1306000 140 140 145 145 145 145 145 140 135 1308000 135 135 140 145 145 145 140 135 130 120

10000 125 130 130 135 135 135 130 125 12012000 115 120 125 130 130 125 120 115 11014000 110 115 120 125 120 115 110 105 10016000 105 110 115 115 110 105 100 9518000 100 105 110 105 100 95 90 85 BK117 C–2

VNE -KIAS- for any takeoff gross mass up to 3000 kg

Table 2-1 Never-exceed speed for any takeoff gross mass up to 3000 kg (VNE – kts IAS)

PressureAltitude

OAT - °C -Altitude

- ft - –45 –35 –30 –20 –10 0 +10 +20 +30 +40 +50

0 145 145 145 145 145 145 145 145 145 140 1402000 140 140 140 140 140 140 140 140 140 135 1304000 135 135 135 140 140 140 140 135 135 130 1206000 130 130 130 135 135 135 135 130 125 1208000 130 130 130 130 130 130 125 120 115 110

10000 125 125 125 125 125 120 115 110 10512000 115 120 120 120 115 110 105 100 9514000 110 115 115 110 105 100 95 90 8516000 105 105 105 100 95 90 85 8018000 100 95 90 85 85 80 80 75 BK117 C–2

VNE -KIAS- for any takeoff gross mass above 3000 kg

Table 2-2 Never-exceed speed for any takeoff gross mass above 3000 kg (VNE – kts IAS)

VNE for OEI operation under all conditions is 110 kts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . or as shown in the VNE- tables (Table 2-1 or 2-2), whichever is less.

VNE for steady autorotation under all conditions is 90 kts. . . . . . . . . . . . . . . . . . . . . . . . . . . or as shown in the VNE- tables (Table 2-1 or 2-2), whichever is less.


LIMITATIONS


2.8 ALTITUDE LIMITATIONS

Maximum operating altitude is 18 000 ft PA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Maximum operating altitude for hoverin ground effect / takeoff and landing is 18 000 ft DA or 18 000 ft PA,. . . . . . . . . . . . . . . . .

whichever is less.

2.9 ENVIRONMENTAL OPERATING CONDITIONS

Flights with closed NACA inlets (PUSH FOR AIR knob – pulled) (e.g. under extreme smoke,smog conditions) are restricted to 30 minutes to prevent avionics overheating. If the CPDSOVHT caution indication comes on during this 30 minutes, proceed according to CPDSOVHT caution indication,

2.9.1 Ambient air temperature limitations

bMinimum air temperature (If cold weather kit P/N B854M2001051and Bleedair heating and CAD P/N C19243EA04...B04 and VEMD P/N B19030NA04...B04 are approved and installed): – 45 _C. . . . . . . . . . . . . . . . . .

Minimum air temperature (without cold weather kit P/N B854M2001051and/or Bleedair heating (Keith)) – 30 _C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Minimum air temperature (with Bleed air heating defective or not installed) +10 _C. . . . .

Maximum air temperature is ISA + 35_C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (max. + 50_C)

If OAT w +35_C, the oil cooler block plate LH/RH (P/N B854K2101/–202) must be re-moved.

If OAT w +35_C, try to lower cockpit temperature by means of ventilation. The max. op-erating time on ground is 30 minutes.

NOTE See also the chart for fuel temperature limits (Fig. 2-2) in this section.

2.9.2 Battery temperature limitations

For engine start–up at outside air temperatures below –20_C using the aircraft battery, theaircraft battery shall be preheated to at least –20_C.


LIMITATIONS


Rev. 13

2.10 ROTOR RPM LIMITATIONS

CONDITION Power ON Power OFF

Minimum transient (max. 20 s) 85 % –

Minimum continuous

GM v 2000 kgGM u 2000 kg

96 %96 %

80 %85 %

Maximum continuous 104 % 104 %

Partial power (max. 5 min)Torquev2 x 30%

106 % –

Maximum transient (max. 12 s) 106 % 110 %

NOTE During normal (“Power ON”) operations, the rotor speed is governed automati-cally as a function of density altitude and airspeed (see section 7, para. 7.13)


LIMITATIONS


2.11 ENGINE AND TRANSMISSION POWER LIMITATIONS

Engine: Turbomeca ARRIEL 1E2

Transmission: Kawasaki B632K1001–051

CAUTION THE OEI POWER RATINGS ARE LIMITED TO USE ONLY AFTER ACTUALFAILURE OF AN ENGINE OR FOR MAINTENANCE CHECKFLIGHTS (ACC.TO THE MAINTENANCE MANUAL), EXCEPT FOR THE MCP VALUES,WHICH MAY ALSO BE USED FOR TRAINING (ONLY IF TRAINING DEVICE,FMS 9.1–3 IS NOT INSTALLED) OR DEMONSTRATION PURPOSES.

FLI marking Transmission(helicopter)

Engine operating limits(helicopter)

limits

max.torque

max.N1-SPEED 2)

max.

TOT

CONDITION % % _C

Starting transient(max. 5 sec)

11.0 865

Starting 8.5 785

All engines operating

Takeoff power (5 min)VvVy

10.0 2 x 83 100.2–101.9 845

Max. continuous power 9.0 2 x 71 98.8–100.0 845

One engine inoperative

2.5 min. power 12.0 125 101.8–103.31) 885 1)

Max. continuous power 11.0 91.5 100.2–101.9 845

1)Record the duration, maximum N1 and maximum TOT in the helicopter and enginelogbooks. After a maximum total of 15 minutes, maintenance action is required (refer to the engine maintenance manual). Only times of application greater than 10 s for a single event are to be accumulated.

2)N1 speed (true value) as shown on the N1 digital display. Since the true N1 speed limits arefunctions of PA and OAT, the table shows the ranges of variability for the upper limits.The engine is protected against a continuous N1 overspeed/over TOT by a limiting device in the fuel flow system. This stop is set above the 2.5min power limits at approx. 104.4% N1.However, inadvertant dynamical overshoot in N1 and TOT may occur when this stop is reached.The engine is not protected against over–TOT by a limiting device in the fuel flow system during engine start.

EFFECTIVITY H/C up to S/N 9033 and before SB MBBBK117 C-2–31–001


LIMITATIONS


Rev. 15

NOTE D The N2–speed limitations are the same as the rotor rpm limitations (see para2.10)

D The N1–speed limitations change according to PA and OAT

D FLI limitations may be torque limits (low altitude) or compressor rating limits(N1), depending on the flight conditions (PA, OAT)

D A transient AEO torque limit of 2 x 90% (10.8 FLI) and a transient OEI torquelimit of 140% torque (14.0 FLI) have been established for VvVy and unin-tended use of max. 12 seconds duration only.

D A transient AEO N1 limit of 103,3% (10.5 FLI) and a transient OEI N1 limit of107% for inadvertent use of max. 12 seconds duration only, have been estab-lished. Exceeding of any one of those limits requires maintenance action (re-fer to the maintenance manual).

2.12 OTHER ENGINE AND TRANSMISSION LIMITATIONS

2.12.1 Engine oil pressure

Minimum 1.3 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Caution range 1.3 bar to 1.5 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Continuous operation 1.5 bar to 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Maximum continuous 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE Exceeding 5.0 bar oil pressure is allowed for transient operation during the startcycle and warm up at ground idle only.

2.12.2 Engine oil temperature

Minimum for starting:

Oil viscosity 3 cSt and 3.9 cSt -45°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Oil viscosity 5 cSt -40°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Minimum for power application:

Oil viscosity 3 cSt and 3.9 cSt -10°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Oil viscosity 5 cSt 0°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Maximum operating temperature 115°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



LIMITATIONS


2.11 ENGINE AND TRANSMISSION POWER LIMITATIONS

Engine: Turbomeca ARRIEL 1E2

Transmission: Kawasaki B632K1001–051

CAUTION THE OEI POWER RATINGS ARE LIMITED TO USE ONLY AFTER ACTUALFAILURE OF AN ENGINE OR FOR MAINTENANCE CHECKFLIGHTS (ACC.TO THE MAINTENANCE MANUAL), EXCEPT FOR THE MCP VALUES,WHICH MAY ALSO BE USED FOR TRAINING (ONLY IF TRAINING DEVICE,FMS 9.1–3 IS NOT INSTALLED) OR DEMONSTRATION PURPOSES.

FLI marking Transmission(helicopter)

Engine operating limits(helicopter)

limits

max.torque

max.N1-SPEED 2)

max.

TOT

CONDITION % % _C

Starting transient(max. 5 sec)

11.0 865

Starting 8.5 785

All engines operating

Takeoff power (5 min)VvVy

10.0 2 x 88 100.2–101.9 845

Max. continuous power 9.0 2 x 71 98.8–100.0 845

One engine inoperative

2.5 min. power 12.0 125 101.8–103.31) 885 1)

Max. continuous power 11.0 91.5 100.2–101.9 845

1)Record the duration, maximum N1 and maximum TOT in the helicopter and enginelogbooks. After a maximum total of 15 minutes, maintenance action is required (refer to the engine maintenance manual). Only times of application greater than 10 s for a single event are to be accumulated.

2)N1 speed (true value) as shown on the N1 digital display. Since the true N1 speed limits arefunctions of PA and OAT, the table shows the ranges of variability for the upper limits.The engine is protected against a continuous N1 overspeed/over TOT by a limiting device in the fuel flow system. This stop is set above the 2.5min power limits at approx. 104.4% N1.However, inadvertant dynamical overshoot in N1 and TOT may occur when this stop is reached.The engine is not protected against over–TOT by a limiting device in the fuel flow system during engine start.

EFFECTIVITY H/C with S/N 9034 and subsequent or after SBMBB BK117 C-2–31–001


LIMITATIONS


Rev. 15

NOTE D The N2–speed limitations are the same as the rotor rpm limitations (see para2.10)

D The N1–speed limitations change according to PA and OAT

D FLI limitations may be torque limits (low altitude) or compressor rating limits(N1), depending on the flight conditions (PA, OAT)

D A transient AEO torque limit of 2 x 97% (10.5 FLI) and a transient OEI torquelimit of 140% torque (14.0 FLI) have been established for VvVy and unint-ented use of max. 12 seconds duration only.

D A transient AEO N1 limit of 103.3% (10.5 FLI) and a transient OEI N1 limit of107,5% for inadvertent use of max. 12 seconds duration only, have been es-tablished. Exceeding of any one of those limits requires maintenance action(refer to the maintenance manual)

2.12 OTHER ENGINE AND TRANSMISSION LIMITATIONS

2.12.1 Engine oil pressure

Minimum 1.3 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Caution range 1.3 bar to 1.5 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Continuous operation 1.5 bar to 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Maximum continuous 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE Exceeding 5.0 bar oil pressure is allowed for transient operation during the startcycle and warm up at ground idle only.

2.12.2 Engine oil temperature

Minimum for starting:

Oil viscosity 3 cSt and 3.9 cSt -45°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Oil viscosity 5 cSt -40°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Minimum for power application:

Oil viscosity 3 cSt and 3.9 cSt -10°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Oil viscosity 5 cSt 0°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Maximum operating temperature 115°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



LIMITATIONS


2.12.3 Engine starter/generator

To prevent starter overheat damage, the starter energize time is limited as follows:

External power 1) Onboard battery 2)

20 seconds - ON 30 seconds - ON60 seconds - OFF 60 seconds - OFF20 seconds - ON 30 seconds - ON60 seconds - OFF 60 seconds - OFF20 seconds - ON 30 seconds - ON

30 minutes - OFF 30 minutes - OFF

The 30 minute cooling period is required before beginning another starting cycle.

The starter energize time is the time which elapses between initiation of the starter and igni-tion in the turbine.

For engine ventilation the starter energize time is limited as follows:(see section 4, para. 4.12)

External power 1) Onboard battery 2)

15 seconds - ON 20 seconds - ON60 seconds - OFF 60 seconds - OFF15 seconds - ON 20 seconds - ON

23 minutes - OFF 23 minutes - OFF

1) 28 Volt ground power unit limited to 800 A (occasional starts using a 1000 A power supply can be tolerated).

2) Min. battery capacity: 27 Ah

2.12.4 Generator

Maximum continuous load per generator 200 A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Total maximum continuous load (power supply through both generators) 360 A. . . . . . . .

2.12.5 Main transmission oil pressure

Minimum 1.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Caution range 1.0 bar - 1.5 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Continuous operation 1.5 bar - 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Maximum 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE XMSN OIL PRESS warning light illumination is acceptable in the range from 1.0to 1.4 bar during the pressure build-up phase.

2.12.6 Main transmission oil temperature

Continuous operation –10 °C - 105 °C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Maximum 105 °C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


LIMITATIONS


Rev. 15

2.13 FUEL LIMITATIONS

2.13.1 Fuel specification

NOTE Specifications apply to the latest index, latest amendment in force.

Fuel conforming to the following specification is authorised for use:

TYPE OFFUEL

NATOSYM-BOL

S P E C I F I C A T I O NNormal Unrestricted Fuels

BOLUSA UK CAN RF CIS

Kerosene-50(AVTUR-FS

II)JP-8

F 34MIL-T-83133 JP-8

D.ENG.RD2453 –

AIR3405-F-34 –

Kerosene-50(AVTUR)JET A-1

F 35ASTM-D-1655JET A-1

D.ENG.RD2494 2.3.23

AIR3405-F-35

–

JP-8+100 F 37 MIL-DTL-83

133 JP-8

– – – –

Kerosene–

ASTM-D-1655JET A

– – – –

Wide-cut–

ASTM-D-1655JET B

– – – –

Wide-cut JP-4(AVTAG-FS

II)F 40

MIL-T-5624JP-4

D.ENG.RD24542 2.3.24 AIR 3407 –

High flashpoint

Kerosene (AVCAT)

F 43 –D.ENG.RD

2493 –AIR

3404-F-43

–

High flashpoint

KeroseneJP-5

(AVCAT-FS II)

F 44MIL-T-5624JP-5

D.ENG.RD2452 –

AIR3404-F-44

–

KeroseneÒÑ-1, ÐÒ – – – – –

ÃÎÑÒ10227/86

Normally JP–4/JP–5/JP–8/JP–8+100 fuels are preblended with anti–icing additives. It is theoperator‘s responsibility to make certain that the fuel used contains an anti–icing addtivewhen necessary. Additional anti–icing additives shall not be added to pre–blended fuels.(see 2.13.3)


LIMITATIONS


In case of contingency, the following fuels may be used as substitutes for normal fuels (add2% of mineral oil if possible). However, their use is restricted and limited to a certain amountof time so as not to affect the engine TBO.

Maximum time of use between overhaul: 25 hours. . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum pressure altitude: 1500 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum fuel temperature: 30°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TYPE OF FUEL NATOSYM-BOL

S P E C I F I C A T I O NReplacement fuels

BOL

USA UK FRANCE

AviationF 12 MIL-G-5572

Grade 80/87– AIR 3401 80/87

fuel

(AVGAS)

F 18 MIL-G-5572Grade 100/130

D.ENG RD 2485 AIR 3401 100/130

(AVGAS)F 22 MIL-G-5572

Grade 115/145– AIR 3401 115/145

Motor car petrolPetrol for tanks

F 46 MIL-G-3056 DEF. 2401 DCEA/2DMT80

2.13.2 Fuel temperature limits

FUEL TEMPERATURE – _C

PR

ES

SU

RE

ALT

ITU

DE

– F

EE

T

BK

-33,

16

0–10–20–30 10 40 5020 30

5000

10000

15000

18000Jet A, Jet A–1, Jet B, JP-8,

JP 8, JP-8+100, JP 5

14000

54

Jet A, Jet A–1, Jet B,

Jet A,Jet A–1

44_C–35_C

54_C

PA=6000ft

20_C

–40–50

Jet A–1,Jet B,ÐÒ,ÒÑ-1

–50_C 15_C

Jet A,Jet A–1,JP-8,JP-8+100,ÐÒ,ÒÑ-1

Jet A,Jet A–1,JP-8,JP-8+100,JP-5,ÐÒ,ÒÑ-1

JP-4, JP-5, JP-8,Jet A, Jet A–1, Jet B,

Jet A–1,Jet B,JP-4,ÐÒ,ÒÑ-1 JP-8+100, ÐÒ, ÒÑ-1

ÐÒ, ÒÑ-1

JP-8+100, ÐÒ, ÒÑ-1

Fig. 2-2 Temperature limits for approved primary fuels


LIMITATIONS


Rev. 13

2.13.3 Fuel additives

Anti-icing fuel additives

When operating at fuel temperatures below -10°C (14°F) with not pre-blended fuels (see2.13.1), icing protection is to be provided with anti-icing fuel additives:

Fuel System Anti-Icing Additives/ Icing Inhibitors (FSII)

T NATO Joint

ServiceSpecifications

Type NATO symbol

ServiceDesignat USA UK FRANCE CIS

EGME S–748 AL–31 MIL-I-27686

DERD2451

AIR3652

–

DiEGME S–1745 AL–41 MIL-I-85470

DEF STAN68-252

AIR3652

–

When using fuels with anti-icing additives (pre-blended or added) it has to be assuredthat the following requirement is fulfilled:

Concentration by volume: Max 0.15%, Min 0.10%. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Other fuel additives

Anti-static additive: SHELL ASA 3, STADIS 450. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Concentration by volume: Max 0.00001%. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Anti-oxidizing, de-activator of metals, anti-corrosion in conformity with approved specifica-tions in force.Fungicide (Biobor) limited to one treatment every 500 operating hours or every 3 months.

2.13.4 Fuel quantities

TANKUSABLE FUEL UNUSABLE FUEL

TANKliters kilograms liters kilograms

Main 741.5 593.2 4.1 3.3

Supply (left) 59.0 47.2 3.75 3.0

Supply (right) 67.0 53.6 3.75 3.0

Totals 867.5 694.0 11.6 9.3

Fuel mass values are based on a fuel density of 0.8 kg/liter.The usable fuel quantity is empty when zero is indicated on the relevant fuel quantity gauge.


LIMITATIONS


2.14 OIL LIMITATIONS

2.14.1 Oil specifications

Oil type OAT limit

Engine MIL-L-23699

MIL-L-7808

–40 °C–45 to +15 °C

Main transmission MIL-L-23699 –45 °C

Intermediate gearbox MIL-L-23699 –45 °C

Tail rotor gearbox MIL-L-23699 –45 °C

Main rotor hub MIL-L-23699 –45 °C

2.14.2 Oil quantities

Liters Kilograms

Engines (each tank)

UsableUnusableTotal

3.930.404.33

3.970.404.37

Main transmission 12.50 12.60

Intermediate gearbox 0.75 0.76

Tail rotor gearbox 0.65 0.66

Main rotor hub 1.90 1.92

Oil mass values are based on an oil density of 1.01 kg/liter

2.15 HYDRAULIC SYSTEM LIMITATIONS

2.15.1 Hydraulic pressures

Minimum 6900 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caution range 6900 kPa to 9000 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous operation 9000 kPa to 12000 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caution range(high pressure relief valve starts to open) 12000 kPa to 12200 kPa. . . . . . . Maximum (max. fluid flow at high pressure relief valve) 15000 kPa. . . . . . . . . . . . . . . . . . . .

2.15.2 Hydraulic system quantities

Liters

Hydraulic system 1Hydraulic system 2

1.01.2

2.15.3 Hydraulic fluid

Hydraulic fluid type MIL-H-5606 is authorized for use at all ambient temperatures.


LIMITATIONS


Rev. 13

2.16 OPERATIONAL LIMITATIONS

2.16.1 Prohibited flight maneuvers

The following are prohibited:

– aerobatic maneuvers

– intentional full autorotation landings

– flight into icing conditions. In case that icing conditions are entered unexpectedly, theicing zone shall be left in the quickest possible way.

2.16.2 Rotor starting and stopping in high wind

Starting and stopping the rotor is authorized in up to max. 50 kts wind from all horizontal di-rections.

2.16.3 Hover turns

For gross mass up to 3200 kg maximum 45°/s (8 seconds for a 360° turn). . . . . . . . . . . For gross mass above 3200 kg maximum 30°/s (12 seconds for a 360° turn). . . . . . . . . .

2.16.4 Main rotor mast moment limits

Fig. 2-3 Mast moment indicator on the FLI page

The mast moment indicator, displayed on the FLI page, indicates the bending moment ofthe main rotor mast. The limit (marked with a red bar) shall not be reached.

Maximum red bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Caution range yellow region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Normal range left side of yellow region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE D Upon reaching the red bar a warning gong comes on, a red box appearsaround the word LIMIT, and MM becomes underlined red. All these signalsdisappear upon leaving the red bar. In case that mast moment is higher than77% the MM EXCEED caution comes on and will not disappear until poweroff.

D On CPDS Flight Report page the message OVERLIMIT DETECTED will comeon upon reaching 64% mast moment. A logbook entry and maintenance ac-tion are required whenever the limit (marked with a red bar) has been exceed-ed.



LIMITATIONS


2.14 OIL LIMITATIONS

2.14.1 Oil specifications

Oil type OAT limit

Engine MIL-L-23699

MIL-L-7808

–40 °C–45 to +15 °C

Main transmission MIL-L-23699 –45 °C

Intermediate gearbox MIL-L-23699 –45 °C

Tail rotor gearbox MIL-L-23699 –45 °C

Main rotor hub MIL-L-23699 –45 °C

2.14.2 Oil quantities

Liters Kilograms

Engines (each tank)

UsableUnusableTotal

3.930.404.33

3.970.404.37

Main transmission 12.50 12.60

Intermediate gearbox 0.75 0.76

Tail rotor gearbox 0.65 0.66

Main rotor hub 1.90 1.92

Oil mass values are based on an oil density of 1.01 kg/liter

2.15 HYDRAULIC SYSTEM LIMITATIONS

2.15.1 Hydraulic pressures

Minimum 6900 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caution range 6900 kPa to 9000 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous operation 9000 kPa to 12000 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caution range(high pressure relief valve starts to open) 12000 kPa to 12200 kPa. . . . . . . Maximum (max. fluid flow at high pressure relief valve) 15000 kPa. . . . . . . . . . . . . . . . . . . .

2.15.2 Hydraulic system quantities

Liters

Hydraulic system 1Hydraulic system 2

1.01.2

2.15.3 Hydraulic fluid

Hydraulic fluid type MIL-H-5606 is authorized for use at all ambient temperatures.


LIMITATIONS


Rev. 13

2.16 OPERATIONAL LIMITATIONS

2.16.1 Prohibited flight maneuvers

The following are prohibited:

– aerobatic maneuvers

– intentional full autorotation landings

– flight into icing conditions. In case that icing conditions are entered unexpectedly, theicing zone shall be left in the quickest possible way.

2.16.2 Rotor starting and stopping in high wind

Starting and stopping the rotor is authorized in up to max. 50 kts wind from all horizontal di-rections.

2.16.3 Hover turns

For gross mass up to 3200 kg maximum 45°/s (8 seconds for a 360° turn). . . . . . . . . . . For gross mass above 3200 kg maximum 30°/s (12 seconds for a 360° turn). . . . . . . . . .

2.16.4 Main rotor mast moment limits

Fig. 2-3 Mast moment indicator on the FLI page

64% 77% 90% zone markings

The mast moment indicator, displayed on the FLI page, indicates the bending moment ofthe main rotor mast. The limit (marked with a red bar) shall not be reached.

Maximum red bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Caution range yellow region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Normal range left side of yellow region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE D Upon reaching the red bar a warning gong comes on, a red box appearsaround the word LIMIT, and MM becomes underlined red. All these signalsdisappear upon leaving the red bar. In case that mast moment is higher than77% the MM EXCEED caution comes on and will not disappear until poweroff.

D On CPDS Flight Report page the accumulated time which has been spent ineach zone (see fig 2-3) during flight and the max. MM will be displayed. Alogbook entry and maintenance action are required whenever the limit (redbar) has been exceeded.



LIMITATIONS


2.16.5 Slope operations

CAUTION DO NOT EXCEED THE ALLOWABLE MAST MOMENT LIMITS.

Slope operations (takeoff/landing) are limited in the degree of sloping terrain upon whichthe maneuver may be performed.

Ground sloping down to the left max. 11_. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ground sloping down to the right max. 6_. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ground sloping nose up max. 8_. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ground sloping nose down (if terrain allows) max. 8_. . . . . . . . . . . . . . . . . . . . . . . . . . .


LIMITATIONS


Rev. 13

2.17 INSTRUMENT MARKINGS

The pointers and scales of the instruments are marked as follows:

Left systems (engine, fuel,...) 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Right systems (engine, fuel,...) 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Main rotor R. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Minimum and maximum limits red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum continuous power OEI dashed yellow radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 min power OEI dashed red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Transient limits red dot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting transient limits red triangle (filled). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Normal starting limits red triangle (unfilled). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Normal/continuous range green arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start, HOGE and caution range yellow arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Never exceed speed - power off red cross-hatched radial. . . . . . . . . . . . . . . . . . . . . . . . . . .

2.17.1 Analogue instruments

2.17.1.1 Airspeed indicator

0 kt to 30 kt yellow arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30 kt to 150 kt green arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

150 kt red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

90 kt red cross-hatched radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.17.1.2 Triple tachometer

Engine RPM (N2, power on):

96% red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

96% to 104% green arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

104% red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

106% red dot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Rotor RPM (power off):

80% red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

80% to 85% yellow arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

85% to 104% green arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

104% red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

110% red dot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


LIMITATIONS


2.17.2 VEMD-displayed instruments

2.17.2.1 First limit indicator (FLI)

The first limit indicator (FLI) (Fig. 2-4) gives an analogue indication of the limiting parameter as-sociated with the helicopter engine primary limitations for: N1, TOT or torque. This indication iscompleted by the display of digital data for the three parameters. The dial scale of the analoguedisplay is arbitrary and does not represent a percent value.

NOTE Even though the rotor is stopped it is possible that due to torque calibration tol-erance, a digital torque value of up to 3% is indicated and the needle of first limitindicator is in “0” position. In that case no corrective action is necessary.


LIMITATIONS


Rev. 15

Max. TOT starting (appears only during starting)

TOT starting transient (appears only during starting)

AEO max. takeoff power;

OEI 2.5 min. power

OEI max. continuous power

OEI transient; max. 12 sec.

AEO transient; max. 12 sec.

EC

145_

FLH

_001

2_R

AEO takeoff power range; max. 5 min

Fig. 2-4 FLI marking symbology on analogue display



LIMITATIONS


2.17.2 VEMD-displayed instruments

2.17.2.1 First limit indicator (FLI)

The first limit indicator (FLI) (Fig. 2-4) gives an analogue indication of the limiting parameter as-sociated with the helicopter engine primary limitations for: N1, TOT or torque. This indication iscompleted by the display of digital data for the three parameters. The dial scale of the analoguedisplay is arbitrary and does not represent a percent value.

NOTE Even though the rotor is stopped it is possible that due to torque calibration tol-erance, a digital torque value of up to 3% is indicated and the needle of first limitindicator is in “0” position. In that case no corrective action is necessary.


LIMITATIONS


Rev. 15

Max. TOT starting (appears only during starting)

TOT starting transient (appears only during starting)

AEO max. takeoff power;

OEI 2.5 min. power

OEI max. continuous power

OEI transient; max. 12 sec.

AEO transient; max. 12 sec.

AEO takeoff power range; max. 5 min

EC

145_

FLH

_001

2_R

Fig. 2-4 FLI marking symbology on analogue display



LIMITATIONS


a) b) c) d)

Fig. 2-5 Digital data display

A value that is within the normal operating range is displayed as shown in Fig. 2-5 a). A solidwhite rectangle associated with a parameter indicates which is the limiting parameter (Fig.2-5 b)). If operation in a yellow range is detected, a countdown timer is automaticallyswitched on and the digital data is yellow underlined (Fig. 2-5 c)). For the 5 min. limit thecounter is invisible. For the 2.5 min. limit the counter is visible. Five seconds before the timerreaches zero a flashing red box appears around the word “LIMIT” (Fig. 2-4). When the count-down has expired or if the limit has been exceeded, the red box is fixed and the red underlin-ing of the digits flashes (Fig. 2-5 d)).

If one of the parameters is invalid, a yellow failure symbology replaces the information con-cerning the faulty parameter.


LIMITATIONS


Rev. 13

2.17.2.2 Engine / transmission oil temperature / pressure bar graph indicators

The symbology and animation logic of the bar graphs which indicate the values for en-gine/transmission oil temperature/pressure is as follows:

EC

145_

FLH

_001

3_R

EC

145_

FLH

_001

4_R

a) b) c) d)

Fig. 2-6 Typical bar graph display

– If the value is in the normal operation range, the limitation display is as shown in Fig.2-6 a). The digital value is only shown when permanent displaying is selected.

– If the value reaches the yellow region, the numeric value appears and is yellow under-lined (Fig. 2-6 b)).

– The yellow and red limitation markings grow when the value gets close to the red re-gion (Fig. 2-6 c)).

– If the value enters the red region, the numeric value is red underlined and flashes(Fig. 2-6 d)).

NOTE A transmission oil temperature indication down to –10_C is permissible for conti-nous power application, even if the indication is yellow underlined (see also para2.12.6).

For further bar graph markings refer to Fig 2–7.



LIMITATIONS


a) b) c) d)

Fig. 2-5 Digital data display

A value that is within the normal operating range is displayed as shown in Fig. 2-5 a). A solidwhite rectangle associated with a parameter indicates which is the limiting parameter (Fig.2-5 b)). If operation in a yellow range is detected, a countdown timer is automaticallyswitched on and the digital data is yellow underlined (Fig. 2-5 c)). For the 5 min. limit thecounter is invisible. For the 2.5 min. limit the counter is visible. Five seconds before the timerreaches zero a flashing red box appears around the word “LIMIT” (Fig. 2-4). When the count-down has expired or if the limit has been exceeded, the red box is fixed and the red underlin-ing of the digits flashes (Fig. 2-5 d)).

If one of the parameters is invalid, a yellow failure symbology replaces the information con-cerning the faulty parameter.


LIMITATIONS


Rev. 13

2.17.2.2 Engine / transmission oil temperature / pressure bar graph indicators

The symbology and animation logic of the bar graphs which indicate the values for en-gine/transmission oil temperature/pressure is as follows:

EC

145_

FLH

_001

3_R

EC

145_

FLH

_001

4_R

a) b) c) d)

Fig. 2-6 Typical bar graph display

– If the value is in the normal operation range, the limitation display is as shown in Fig.2-6 a). The digital value is only shown when permanent displaying is selected.

– If the value reaches the yellow region, the numeric value appears and is yellow under-lined (Fig. 2-6 b)).

– The yellow and red limitation markings grow when the value gets close to the red re-gion (Fig. 2-6 c)).

– If the value enters the red region, the numeric value is red underlined and flashes(Fig. 2-6 d)).

For further bar graph markings refer to Fig 2–7.



LIMITATIONS


2.17.2.3 Engine/transmission oil temperature/pressure bar graph markings

17.5

10

EC

135_

FLH

_012

1_R

1.3

145

115

0

–45

5

1

140

105

0

–45

Fig. 2-7 Engine/transmission oil temperature/pressure bar graph markings

ENGINE

TRANSMISSION

5

0

0

1.5

1.5



LIMITATIONS


Rev. 13

2.18 PLACARDS AND DECALS

All placards shown below are usually presented in English. However, for non LBA-registeredhelicopters, markings and placards intended for emergency passenger information and instruc-tion, and instruction for operation of passenger doors may be provided in local language.

The following illustrations of placards and decals are typical presentations. Slight formal dif-ferences from the real placards and decals do not affect the information presented therein.

Placard:

THIS HELICOPTER ISAPPROVED FOR

VFR DAY AND NIGHT OPERATION

Location: Upper RH frame

Placard:

THIS HELICOPTER MUST BE OPERATEDIN COMPLIANCE WITH THE OPERATING

LIMITATIONS SPECIFIED IN THE APPROVED ROTORCRAFT FLIGHT MANUAL

Location: Central spar

Placard:

MAX. PERMISS. GROSS MASS 3585 kg

Location: Below forward RH cabin door


LIMITATIONS


2.17.2.3 Engine/transmission oil temperature/pressure bar graph markings

17.5

10

EC

135_

FLH

_012

1_R

1.3

145

115

0

–45

5

1

140

105

–10

–45

Fig. 2-7 Engine/transmission oil temperature/pressure bar graph markings

ENGINE

TRANSMISSION

5

0

0

1.5

1.5



LIMITATIONS


Rev. 13

2.18 PLACARDS AND DECALS

All placards shown below are usually presented in English. However, for non LBA-registeredhelicopters, markings and placards intended for emergency passenger information and instruc-tion, and instruction for operation of passenger doors may be provided in local language.

The following illustrations of placards and decals are typical presentations. Slight formal dif-ferences from the real placards and decals do not affect the information presented therein.

Placard:

THIS HELICOPTER ISAPPROVED FOR

VFR DAY AND NIGHT OPERATION

Location: Upper RH frame

Placard:

THIS HELICOPTER MUST BE OPERATEDIN COMPLIANCE WITH THE OPERATING

LIMITATIONS SPECIFIED IN THE APPROVED ROTORCRAFT FLIGHT MANUAL


Placard:

MAX. PERMISS. GROSS MASS 3585 kg

Location: Below forward RH cabin door


LIMITATIONS


Placard:

VNE OEI = 110 KIAS OR TABLE VALUE,WHICHEVER IS LESS

VNE POWER OFF = 90 KIAS OR TABLE VALUE,WHICHEVER IS LESS


Placard:

Location: Cabin roof, sliding doors and windows at the rear part of the cabin (inside, LH and RH)

Placard:

DURING GROUND OPERATIONONLY SMALL CYCLIC STICK

DISPLACEMENTS FORFUNCTIONAL TESTS

Location: Upper RH windshield frame

Placard: (optional)

SAFETY CABLE – USE TO SECURE CREW MEMBERS (200 KG MAX.)

Location: Inside, near safety harness fitting

Placard: (optional)

USE ONLY TO SECURE PERSONS (200 KG MAX.)

Location: Inside, near safety harness fitting


LIMITATIONS


Rev. 13

Placard:

MAX. FLOOR LOAD 600 kg/m2

CARGO TO BE SECUREDMAX. LOAD PER EYE 70 kg

Location: Cabin panelling, RH

Placard:

INTERCOM

Location: Below external power connection

Placard:

SERVICINGSTARTING

28 VDC

Location: Below external power connection

Placard:

OPEN

CLOSED

OPEN

SLIDING DOOR

Location: Sliding doors, inside (LH) and outside (RH)


LIMITATIONS


Placard:

OPEN

CLOSED

OPEN

SLIDING DOOR

Location: Sliding doors, inside (RH) and outside (LH)

Placard:

DO NOT OPERATE DOORHANDLE DURING FLIGHT

Location: Sliding door, inside, LH and RH and cockpit door LH

Placard:(colour of the symbol: RAL 3000)

CLOSEDPOSITION

Location: Sliding doors, inside, and cockpit doors, inside


LIMITATIONS


Rev. 15

Placard:

EMERGENCY EXITREMOVE CAPPULL HANDLE

PUSH WINDOW INSIDE

Location: Outside, upper part LH and RH sliding door

Placard:


PUSH WINDOW OUTSIDE

Location: Inside, upper part LH and RH sliding door


LIMITATIONS


EFFECTIVITY H/C with S/N 9051 and subsequent or after ASB MBB BK117 C-2-56A-001 “Im-provement of jettisoning function of sliding door window pane”, except jettison-able sliding doors

Placard:


PUSH WINDOW AT ONE MARKING ( ) INSIDE

Location: Outside, upper part LH and RH sliding door

Placard:


PUSH WINDOW AT ONE MARKING ( ) OUTSIDE

Location: Inside, upper part LH and RH sliding door

Placard:

Location: Inside, upper part LH corner and RH corner of the sliding door window

Placard:

Location: Outside, lower part LH corner and RH corner of the sliding door window

EFFECTIVITY All


LIMITATIONS


Rev. 15

Placard:

JET FUEL 229 US. GALLONS

MIL - T - 5624 JP5ASTM - D - 1655 JET A JET A1

FOR ADDITIONAL FUEL TYPES SEE FLIGHT MANUAL

Location: Near fuel tank filler neck

Placard:

FOR BARREL OR GAS CAN REFUELING USE SCREEN

FOR OPERATION BELOW –10 _C (14 _F)ADD ANTI-ICING-ADDITIVE ACC. TO FLIGHT MANUAL

ONLY TO NOT PREBLENDED FUELS

Location: Near fuel tank filler neck

Placard:

DO NOT STOW ANYTHINGUNDER THE SEATS

Location: Beneath the seats


LIMITATIONS


Placard:

CAUTIONHOT

Location: Beside RH and LH pitot tubes support

Placard:

GROUND (EARTH) HERE

Location: Grounding socket

Placard:

NO STEP

Location: Horizontal stabilizer, upper side, LH and RH

Placard:

NO HANDLING

Location: Antenna cover on lower side of tailboom and horizontal stabilizer lower side

Placard:

HANDLE HERE

Location: Tail skid

Placard:

NO PUSH

Location: Vertical fin, lower center position

aaaaaaaaaaaa


LIMITATIONS


Rev. 15

Placard:

DANGER KEEP AWAY

Location: Vertical fin, lower end, LH and RH

Placard:

DIRECTION OF ROTOR ROTATION

Location: Vertical fin, upper end, LH

Placard:

OIL 12.5 LOIL 3.3 US GALMIL-L-23699

Location: Main transmission filler neck

Placard:


Location: Intermediate gearbox

Placard:


Location: Tail rotor gearbox


LIMITATIONS


Placard: (colour: RAL 2005 or 9005)

Location: LH cockpit door, RH and LH sliding cabin door, outer door handle

Placard:

NO

N

T

M

O

I

EG

R

LOAD

FOR

R

PW

GH

IH

C

R

ME

USNO

eg

RETLIFDNAS

Location: Instrument panel


LIMITATIONS


Rev. 15

Placard:

PRESSURE-TEMPERATURE CORRECTION TABLE

°C TEMP –45

–29 –18 –7 +4

°F TEMP –49 –20 0 +20 +40

IND PRESS135 167 196 232 276

IND PRESS

154 187 217 254 300

°C TEMP +16 +21 +27 +38 +49

°F TEMP +60 +70 +80 +100 +120

IND PRESS330 360 393 468 555

IND PRESS

354 385 419 494 584

Location: RH fairing below exhaust pipe

EFFECTIVITY If bleed air heating is installed:

Placard:

ATTENTION HOT AIRKEEP NOZZLE FREE

Location: Air outlet beside RH/LH sliding door


LIMITATIONS

2 – 33/(2 – 34 blank)EASA APPROVED Rev. 15

EFFECTIVITY After SB MBB BK117 C2-11-001 “Affixing of ‘28 VDC’ placards to EMS receptacles”

Placard:

28V DC

Location: Beside power sockets, rear cabin

EFFECTIVITY All


EMERGENCY AND MALFUNCTION PROCEDURES


SECTION 3


TABLE OF CONTENTS

Page

3.1 GENERAL 3 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.1 Basic rules 3 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.2 Memory items 3 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.3 Operating condition 3 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.4 Urgency of landing 3 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.5 Definition of terms 3 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2 WARNINGS AND CAUTIONS 3 – 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.1 Warning light indications 3 – 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

BAT TEMP 3 – 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG 1/2 FAIL 3 – 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE 1/2 3 – 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW FUEL 1/2 3 – 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTOR RPM 3 – 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN OIL PRESS 3 – 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.2 MASTER caution light indication 3 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MASTER 3 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.3 Caution indications 3 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIO OVHT 3 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BAT DISCON 3 – 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BAT DISCH 3 – 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLEED AIR 3 – 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BUSTIE OPN 1/2 3 – 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAD FAN 3 – 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAU DEGR 3 – 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CPDS OVHT 3 – 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOORS 3 – 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG CHIP 1/2 3 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG O FILT 1/2 3 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG OIL P 1/2 3 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG PA DIS 1/2 3 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG SPLIT 1/2 3 – 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPU DOOR 3 – 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXT POWER 3 – 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE E TST 1/2 3 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE EXT 1/2 3 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLI DEGR 1/2 3 – 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLI FAIL 1/2 3 – 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F PUMP FWD/AFT 3 – 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .




Rev. 15

F PUMP JET 3 – 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F QTY DEGR 3 – 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F QTY FAIL 3 – 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL FILT 1/2 3 – 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PRESS 1/2 3 – 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL VALVE 1/2 3 – 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F VALVE CL 1/2 3 – 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN DISCON 1 or 2 3 – 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN DISCON 1 and 2 3 – 23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN OVHT 1/2 3 – 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HTG OVTEMP 3 – 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOR BAT 3 – 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYD PRESS 1/2 3 – 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INPUT FAIL 3 – 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INVERTER 3 – 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MM EXCEED 3 – 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVSP FAIL 1/2 3 – 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PITOT HTR 1/2 3 – 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRIME PUMP 1/2 3 – 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0 DIS 3 – 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHED EMER 3 – 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTER 1/2 3 – 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TWIST GRIP 1/2 3 – 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T0 DIS 3 – 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VEMD FAN 3 – 31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VAR NR 3 – 31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN CHIP 3 – 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN OIL T 3 – 33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.4 CPDS external test caution indications 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG CHP CT 1/2 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG OF CT 1/2 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F FLT CT 1/2 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN CHP CT 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN OT CT 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3 CPDS MALFUNCTIONS 3 –35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3.1 Failure of VEMD lane 1 (upper display) 3 – 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3.2 Failure of VEMD lane 2 (lower display) 3 – 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3.3 Failure of CAD lane 3 – 37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3.4 Failure of both VEMD lanes 3 – 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



3 – iii/(3 – iv blank)EASA APPROVED Rev. 15

3.4 ENGINE EMERGENCY CONDITIONS 3 – 40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.1 Single engine failure - hover IGE 3 – 40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.2 Single engine failure - hover OGE 3 – 41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.3 Single engine failure - takeoff 3 – 42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.4 Single engine failure - flight 3 – 43 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.5 Single engine failure - approach 3 – 44 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.6 Single engine landing 3 – 45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.7 Single engine emergency shutdown 3 – 46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.8 Inflight restart 3 – 47 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.9 Engine overspeed – driveshaft failure 3 – 48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.10 Engine overspeed – governor failure 3 – 49 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.11 Engine underspeed – governor failure 3 – 50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.12 Compressor stall 3 – 51 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.13 Droop compensation failure 3 – 51 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.14 Engine oil temperature high 3 – 52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.15 Double engine failure - hover IGE 3 – 53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.16 Double engine failure - flight 3 – 53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.17 Double engine emergency shutdown 3 – 54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.18 Autorotation 3 – 54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.5 FIRE EMERGENCY CONDITIONS 3 – 55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.5.1 Cabin fire 3 – 55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.5.2 Electrical fire/short circuit 3 – 56 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.6 TAIL ROTOR FAILURE CONDITIONS 3 – 57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.6.1 Tail rotor drive failure - hover 3 – 57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.6.2 Tail rotor drive failure/fixed pitch Tail rotor control failure – forward flight 3 – 58 . .

3.6.3 Pedal vibrations 3 – 59 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.7 SYSTEM EMERGENCY/MALFUNCTION CONDITIONS 3 – 60 . . . . . . . . . . . . . . .

3.7.1 Electrical short circuit - generator system 1 or 2 cutoff 3 – 60 . . . . . . . . . . . . . . . . .

3.7.2 Generator overvoltage procedure 3 – 60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.7.3 Electrical short circuit - battery bus/feeder line 3 – 61 . . . . . . . . . . . . . . . . . . . . . . . .

3.7.4 Cyclic beep trim actuator failure/runaway 3 – 62 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.7.5 Cyclic force trim release failure 3 – 62 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.7.6 Mast moment indication failure 3 – 63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.7.7 Static system failure 3 – 63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .




S E C T I O N 3


3.1 GENERAL

This section contains the recommended procedures for managing various types of emer-gencies, malfunctions and critical situations.

WARNING AFTER AN ACTUAL EMERGENCY OR MALFUNCTION MAKE AN ENTRYIN THE HELICOPTER LOGBOOK AND, WHEN NECESSARY, THE AF-FECTED SYSTEM LOGBOOK (E.G. ENGINE LOGBOOK). MAINTE-NANCE ACTION MAY BE REQUIRED AND NECESSARY BEFORE NEXTFLIGHT.

For definitions of terms, abbreviations and symbols used in this section, refer to section 1.

3.1.1 Basic rules

These procedures deal with common emergencies. However, they do not prevent the pilotfrom taking additional action necessary to recover the emergency situation.

Although the procedures contained in this section are considered the best available, the pi-lot’s sound judgement is of paramount importance when confronted with an emergency.

To assist the pilot during an inflight emergency, three basic rules have been established:

1. Maintain aircraft control

2. Analyse the situation

3. Take proper action

NOTE It is impossible to establish a predetermined set of instructions which would pro-vide a ready-made decision applicable to all situations.

3.1.2 Memory items

Emergency procedure steps which shall be performed immediately without refer-ence to either this manual or the pilot’s checklist are written in boldface letters ona gray background (as shown here) and shall be committed to memory.

Therefore, those emergency procedures appearing without boldface letters on a gray back-ground may be accomplished referring to this manual and when time and situation permit.




Rev. 0

3.1.3 Operating condition

The following terms are used in emergency procedures to describe the operating conditionof a system, subsystem, assembly or component:

Affected Fails to operate in the normal or usual manner

Normal Operates in the normal or usual manner

3.1.4 Urgency of landing

NOTE The type of emergency and the emergency conditions combined with the pilot’sanalysis of the condition of the helicopter and his proficiency are of prime impor-tance in determining the urgency of a landing.

The following terms are used to reflect the degree of urgency of an emergency landing:

LAND IMMEDIATELY

The urgency of landing is paramount. Primary consideration is to assure survival of the occu-pants. Landing in water, trees or other unsafe areas should be considered only as a last resort.

LAND AS SOON AS POSSIBLE

Land without delay at the nearest adequate site (i.e. open field) at which a safe approach andlanding can be made.

LAND AS SOON AS PRACTICABLE

The landing site and duration of flight are at the discretion of the pilot. Extended flight beyondthe nearest approved landing area where appropriate assistance can be expected is not rec-ommended.

3.1.5 Definition of terms

The term

“OEI flight condition ....– Establish”

is used as a leading step in some engine emergency procedures to express the follow-ing:

1. In case that power of affected engine tends to zero:

– Maintain the normal engine within OEI limits.

– Attempt to obtain a safe single engine flight condition. If a climb is necessary toreach a safe flight condition, attempt to obtain Vy.

– Continue with the remaining steps of the relevant procedure.

2. In case that affected engine still delivers power:

– If deemed necessary, try to escape from immediate danger with both enginesoperating.




– Establish steady level flight and determine if the situation will allow for OEI flight.As a rule of thumb, this can be done by checking that the sum of the individualengine torques is lower than the OEI torque limit. If this is fulfilled, re-check OEIpower available by setting the affected engine to IDLE while maintaining the nor-mal engine within appropriate OEI limit.

D If engine power is sufficient for OEI flight and if a safe OEI landing can beassumed, continue with the remaining steps of the relevant procedure.

D If engine power is not sufficient for OEI flight or if a safe OEI landing is notassured, LAND AS SOON AS POSSIBLE. If necessary, re-establish power ofaffected engine before landing. After landing perform single engine emergen-cy shutdown of affected engine.

3.2 WARNINGS AND CAUTIONS

Emergency situations will be indicated either by a red warning light on the WARNING PAN-EL coming on together with a gong signal or dedicated audio signal, or a caution indicationon the CAD and two yellow master caution lights on the instrument panel.

A red warning light indicates a hazard which may require immediate corrective action.

A yellow caution indicates the possible need for future corrective action.

The cautions, indicated at the CAD, are divided into three sections, SYSTEM 1, MISC andSYSTEM 2. SYSTEM 1 indicates the operating conditions of the left power plant or the sys-tem 1 of a redundant system. SYSTEM 2 provides the same features for the right powerplant or the system 2 of a redundant system. MISC indicates the operating conditions of thenon-redundant systems.

The yellow master caution lights in the pilot’s field of view leads the pilot’s attention to theindication(s) on the CAD whenever a caution has been activated there.

Each caution (CAD-indication and master caution light) must be acknowledged by the pilot(copilot) by pushing the RESET button on the cyclic stick grip or the SELECT key on theCAD. Acknowledged cautions are indicated in sequence of importance. In case of lack ofspace on the screen, further confirmed cautions will be stored on additional pages, which willbe indicated by the “1 of 2” message on top of the middle column. They can be called up viathe SCROLL key. Any new unconfirmed caution overlies the previous caution and is bor-dered by two flashing lines to draw the pilot’s attention to the new caution.

It is always possible that a warning light or caution indication will come on unnecessarily.Whenever possible, check the light or indication against its associated instrument to verifythat an emergency condition has actually occurred.

Following is an alphabetical listing of the warning lights (WARNING PANEL) and caution indi-cations (CAD) with the relevant conditions, any further indications and the emergency proce-dures.




Rev. 7

3.2.1 Warning light indications

WARNING LIGHT INDICATIONS

BATTEMP

Conditions/Indications

Battery overtemperature (above 70 _C)

– Warning gong will be activated

Procedure

F ON GROUND

1. BAT MSTR sw – OFF

– BAT DISCON caution indica-tion comes on

2. Engines – Shut down

CAUTION BATTERY MUST BE INSPECTED OR REPLACED PRIOR TO NEXTFLIGHT.

F IN FLIGHT


– BAT DISCON caution indica-tion comes on

2. LAND AS SOON AS POSSIBLE

After landing:

3. Engines – Leave running in IDLE

4. Collective lever and cyclic stick – Lock

If visual inspection reveals no indication of battery overheating:

5. Continue flight with BAT MSTR sw OFF or disconnected battery

6. LAND AS SOON AS PRACTICABLE

CAUTION BATTERY MUST BE INSPECTED OR REPLACED PRIOR TO NEXTFLIGHT.





ENG 1FAIL

ENG 2FAILor


– Respective N1-RPM below threshold value.

Procedure

1. OEI flight condition – Establish

2. Affected engine – Identify

3. Single engine emergency shutdown – Perform



FIRE FIREor

(ENGINE 1) (ENGINE 2)


Overtemperature in engine compartment

– Warning bell will be activated

Procedure

F ON GROUND

1. FIRE sw (affected engine) – Raise guard, press

NOTE Affected engine will shut down automatically, ACTIVE indicatior light, BOT 1 leg-end (both EMER OFF SW pnl), and F VALVE CL caution indication (CAD) comeon. FIRE legend remains on as long as overheat condition exists.

2. Both FUEL PRIME PUMPS – Check OFF

3. BOT 1/BOT 2 pb – Press; bottle 1 activated;

– EXT indicator light comes on(EMER OFF SW pnl)

NOTE Extinguisher bottle will begin discharging when N1t 50%. After discharge ofbottle contens , BOT 1 legend and EXT indicatior light go off; BOT 2pb legendcomes on.

4. Clock stop watch – Start

5. Double engine emergency shutdown – Perform

6. Passengers – Alert/Evacuate

(continued):




Rev. 15

If situation permits and FIRE warning is still on after 1 minute:




F IN FLIGHT


2. Airspeed – Reduce if IAS is exceeding100 kts

3. FIRE sw (affected engine) – Raise guard, press

NOTE Affected engine will shut down automatically, ACTIVE indicatior light, BOT 1 leg-end (both EMER OFF SW pnl), and F VALVE CL caution indication (CAD) comeon. FIRE legend remains on as long as overheat condition exists.



NOTE Extinguisher bottle will begin discharging when N1t 50%. After discharge ofbottle contens , BOT 1 legend and EXT indicatior light go off; BOT 2pb legendcomes on.

5. Clock stop watch – Start



8. Passengers – Alert


If FIRE warning is still on after 1 minute:



If FIRE warning remains on:

11. LAND IMMEDIATELY





LOWFUEL 1

LOWFUEL 2and/or


– Respective supply tank fuel quantity below 24 kg


Procedure

1. Fuel quantity indication – Check

If positive fuel indication in the main tank:

2. Both fuel pump XFER sw (Fwd + Aft) – Check ON

3. Both fuel pump XFER circuit breakers(Fwd + Aft)

– Check in

If both FUEL LOW warning lights remain on:

4. LAND WITHIN 10 MINUTES

If one FUEL LOW warning light remains on:

4. Expect single engine failure




Rev. 5


ROTORRPM


NRO low

– NRO 95% or less - steady light

– Audio signal - low–pitch beeping tone

NRO high

– NRO 106% or above - flashing light and warning gong

– Audio signal at 110% or above - flashing light and steady high–pitch tone

Procedure

NRO low/NRO high

1. Rotor RPM indicator – Check

2. Collective lever – Adjust as necessary to main-tain NRO within normal range


XMSN OILPRESS


XMSN oil pressure is below minimum

– Transmission oil pressure indication 1 bar or less


NOTE XMSN OIL PRESS warning light may come on momentarily during extreme sideslip, sidewards flight, crosswind hover or slope operations.

Procedure

If one XMSN oil pressure indication is below 1.0 bar:

1. Power – Reduce


If both indications are below 1.0 bar:

3. LAND IMMEDIATELY

NOTE Descend with minimum power




3.2.2 MASTER caution light

NOTE The MASTER caution light always comes on in conjunction with any caution in-dication on the CAD.

CAUTION LIGHT INDICATION

MASTER

MASTER

(flashing)


Caution indication comes on (CAD)

Procedure

1. Caution indication (CAD) – Check and perform correspond-ing procedure(s)

2. RESET switch (cyclic stick) – Press

3.2.3 Caution indications

CAUTION INDICATIONS

AVIO OVHT

(MISC)Conditions/Indications

Normal operating temperature of COM/NAV, FCDS or AFCS exceeded.

CAUTION THE MAX. REMAINING OPERATING TIME IS APPROX. 30 MIN.

Procedure

1. INST COOL cb – Check in

If AVIO OVHT caution indication remains on:


3. Airspeed – Maintain as high as possible forbest cooling effect




Rev. 11

CAUTION INDICATIONS

BAT DISCH

(MISC)


DC power is supplied by battery.

NOTE Normal during engine start

Procedure

1. DC VOLTS, GEN AMPS and BAT AMPS – Check

2. Electrical consumption – Reduce as much as possible tosave battery power


CAUTION INDICATIONS

BAT DISCON

(MISC)


Battery is off-line (normal during EPU start or when the BAT MSTR switch is in OFF position).

Procedure

1. BAT MSTR sw – Check in ON position

If BAT DISCON caution indication remains on:


CAUTION INDICATIONS

BLEED AIR

(MISC)


Bleed air shut off valve and mixing valve remain open after shutting off bleed air heating

Procedure

1. BLD HTG rheostat – Turn on and lower again to OFF

If BLEED AIR caution indication disappears:

2. Continue flight

If BLEED AIR caution indication comes on again:

2. Engine performance may be degraded. Use caution, especially during takeoff and landing.




CAUTION INDICATIONS

BUSTIE OPN BUSTIE OPN(SYSTEM 1) (SYSTEM 2)

and/or


Electrical systems are separated (load sharing impossible).

If both BUSTIE OPN caution indications come on, the battery will not be charged.

Procedure

1. Respective BUSTIE sw – Reset

If BUSTIE OPN caution indication comes on again:


NOTE Automatic reconfiguration of the BUS connection occurs.Respective ENG starting with open BUS TIE is not possible.

CAUTION INDICATIONS

CAD FAN(MISC)


Failure of CAD fan has been detected during CPDS external test.

Procedure

Do not start engines.

CAUTION INDICATIONS

CAU DEGR

(On VEMD if CAD is inoperative or on CAD if both VEMD lanes are inoperative)

(MISC)


Degraded caution indications due to loss of CAD lane or both VEMD lanes.

Procedure

see para 3.3.3 and 3.3.4




Rev. 5

CAUTION INDICATIONS

CPDSOVHT(MISC)


Normal operating temperature of instrument panel exceeded

CAUTION THE MAX. REMAINING OPERATING TIME IN THIS ENVIRONMENTALCONDITION IS APPROX. 30 MIN.

Procedure

1. INST COOL cb – Check in

2. PUSH FOR AIR knob – Push

3. VENTILATION COCKPIT rheostat – HI

4. VENTILATION CABIN switch – ON

If caution indication remains on:


CAUTION INDICATIONS

DOORS

(MISC)


Anyone of the following doors is not properly locked

– Cockpit doors

– Cabin sliding doors

– Cabin clamshell doors

Procedure

1. Doors – Check latched

If caution indication remains on:





CAUTION INDICATIONS

ENG CHIP ENG CHIP(SYSTEM 1) (SYSTEM 2)

or


Metal particles detected in engine oil.

Procedure

F ON GROUND



F IN FLIGHT



1. Alternative:


2. Alternative:

3. Twist grip (affected engine) – Rotate slowly to IDLE, checkindications

CAUTION THE SECOND ALTERNATIVE ENABLES THE CREW TO USE THE AF-FECTED ENGINE FOR LANDING IF NECESSARY. BE PREPARED FORENGINE FAILURE. MONITOR N1, TOT, TORQUE, OIL PRESSURE ANDTEMPERATURE OF AFFECTED ENGINE CLOSELY. IF THE PARAME-TERS FLUCTUATE OR THEIR LIMITS ARE EXCEEDED PERFORMSINGLE ENGINE EMERGENCY SHUTDOWN IMMEDIATELY.


CAUTION INDICATIONS

ENG O FILT ENG O FILT(SYSTEM 1) (SYSTEM 2)

or


Engine oil filter contaminated.

NOTE During engine start the ENG O FILT caution indication may come on for up totwo minutes.

Procedure

1. Engine oil pressure and engine oiltemperature

– Monitor





Rev. 7

CAUTION INDICATIONS

ENG OIL P ENG OIL P(SYSTEM 1) (SYSTEM 2)

or


Affected engine oil pressure below minimum.

Procedure

1. Engine oil pressure – Check





CAUTION INDICATIONS

ENG PA DIS ENG PA DIS(SYSTEM 1) (SYSTEM 2)

and


Respective parameter discrepancy between ENG 1 and ENG 2. Affected parameters indi-cated in yellow on FLI page.

Procedure

CAUTION D DO NOT TRY TO MATCH NEEDLES

D AVOID USING MAXIMUM POWER.

1. Engine digital values – Compare to verify the lost pa-rameter





CAUTION INDICATIONS

ENG SPLIT ENG SPLIT(SYSTEM 1) (SYSTEM 2)

and


N1 indicators show difference of 10% or more.

NOTE ENG SPLIT caution indication may come on during beep trim operation in VARNR system MAN mode. Try to match N1 until ENG SPLIT caution indicationgoes off.

Procedure

1. Collective lever – Adjust to OEI limits or below

2. Bleed air consumers – Off

3. Engines condition – Analyse

4. Continue in accordance with procedures for ENGINE UNDERSPEED - GOVER-NOR FAILURE (para 3.4.11), or ENGINE OVERSPEED - GOVERNOR FAILURE(para 3.4.10), or VAR NR caution indication, whichever is applicable.

CAUTION INDICATIONS

EPU DOOR

(MISC)


External power receptable access door is open.

Procedure

F ON GROUND

After EPU starts:

EPU access door – Close

F IN FLIGHT





Rev. 5

CAUTION INDICATIONS

EXT POWER

(MISC)


External power is applied to the electrical distribution system.

NOTE EXT POWER caution indication going off does not indicate that the EPU cableis disconnected.

Procedure

After EPU starts:

1. EPU cable – Disconnect

2. EPU access door – CloseCheck that EPU DOOR cautionindication goes off

CAUTION INDICATIONS

FIRE E TST FIRE E TST(SYSTEM 1) (SYSTEM 2)

and/or


Indicates that the fire extinguishing system has been tested

Procedure

No action necessary.

CAUTION INDICATIONS

FIRE EXT FIRE EXT(SYSTEM 1) (SYSTEM 2)

and/or


The respective extinguishing bottle is not available.

Procedure





CAUTION INDICATIONS (CAD & FLI)

FLI DEGR FLI DEGRor

(System 1) (System 2)


Loss of one engine parameter.

– the numerical value of the failed parameter disappeared

– the parameter designation is yellow

Procedure

CAUTION D IF THE LOST PARAMETER WAS DESIGNATED AS “FIRST LIMIT” BE-FORE THE FAILURE, THE FIRST LIMIT STATUS WILL CHANGE AUTO-MATICALLY TO THE NEXT LIMITING PARAMETER ON THE AFFECTEDSYSTEM. THUS, A NEEDLE SPLIT MAY BE ENCOUNTERED ON THEFLI.

D DO NOT TRY TO MATCH NEEDLES

D AVOID USING MAXIMUM POWER. USE THE NEEDLE OF THE NOR-MAL ENGINE FOR LIMIT INDICATION. COMPARE REMAINING DIGI-TAL PARAMETER VALUES.





Rev. 5

CAUTION INDICATIONS (CAD & FLI)

FLI FAIL FLI FAILor

(System 1) (System 2)


Loss of two out of three signals (torque, analogue N1, TOT) of the same engine.– the numerical values of the failed parameters disappeared– the parameter designation is yellow (nN1 symbol will be displayed above the N1 digital

value, N1 will be underlined according to fixed values)– the needle of the respective engine disappeared

Procedure

CAUTION D DO NOT TRY TO TRIM ENGINES

D AVOID USING MAXIMUM POWER. USE THE NEEDLE OF THE NOR-MAL ENGINE FOR LIMIT INDICATION. COMPARE REMAINING DIGI-TAL PARAMETER VALUES.


CAUTION INDICATIONS

F PUMP AFT

(MISC)

orF PUMP FWD


Failure of forward or aft fuel transfer pump, or dry run.

Procedure

1. Fuel level in the main tank – Check

If there is fuel in the main tank:

2. FUEL PUMP XFER– sw(–F (forward) or –A (aft), resp.)

– Check ON

3. XFER- PUMP circuit breaker(–F (forward) or –A (aft), resp.)

– Check in

If F PUMP FWD/AFT caution indication remains on:

4. Affected FUEL PUMP XFER- sw – OFF

If there is no fuel in the main tank:

2. Affected FUEL PUMP XFER- sw – OFF

NOTE D Each fuel transfer pump is capable of feeding more fuel than both engines willconsume.

D In the event of a fuel transfer pump failure the main tank unusable fuel in-creases:

FWD pump failure: maximum 11.1 kg (13.9 l)AFT pump failure: maximum 45.04 kg (56.3 l)




CAUTION INDICATIONS

F PUMP JET(MISC)


Aft main tank jet pump is not capable of delivering fuel to fwd main tank.

Procedure

F PUMP AFT sw – Check ON

NOTE D If F PUMP JET caution indication remains on, the main tank unusable fuelincreases to 24.7 ltr. in hover flight. This quantity can be reduced to 4.1 ltrusing 0_ pitch attitude. Monitor supply tank indication closely.

D During hover flight conditions with a main tank fuel quantity indication ofapprox. 30 kg, the F PUMP JET caution indication may come on for a shortperiod.

CAUTION INDICATIONS

F QTY DEGR

(MISC)


Failure of one main tank sensor.

Procedure

Set pitch attitude between –3° and +8° before reading the approx. available fuel quanti-ty, then calculate remaining flight endurance.

CAUTION THE DEGRADED FUEL QUANTITY INDICATION REPRESENTS THEMINIMUM FUEL LEVEL WITHIN PITCH ATTITUDE RANGES OF –3°TO +8°.




Rev. 5

CAUTION INDICATIONS

F QTY FAIL

(MISC)


Failure of the fuel quantity indication system.

CAUTION D THE FUEL QUANTITY INDICATION SYSTEM HAS FAILED. DO NOTCALCULATE FLIGHT ENDURANCE USING THE FUEL QUANTITY INDI-CATION.

D ACCURATE FUEL QUANTITY INFORMATION IS ONLY PROVIDED BYTHE LOW FUEL WARNING LIGHT ACCOMPANIED BY WARNINGGONG.

Procedure


CAUTION INDICATIONS

FUEL FILT FUEL FILT(SYSTEM 1) (SYSTEM 2)

and/or


Engine fuel filter(s) contaminated.

Procedure

One caution indication:


CAUTION BE PREPARED FOR SINGLE ENGINE FAILURE.

Both caution indications:


CAUTION BE PREPARED FOR DOUBLE ENGINE FAILURE.




CAUTION INDICATIONS

FUEL PRESS FUEL PRESS(SYSTEM 1) (SYSTEM 2)

or


Engine fuel pump inlet pressure low.

Procedure

1. FUEL PRIME PUMP sw(affected engine)

– ON; PRIME PUMP cautionindication will come on.

If FUEL PRESS caution indication goes off:


If FUEL PRESS caution indication remains on:

2. FUEL PRIME PUMP sw – OFF



CAUTION INDICATIONS

FUEL VALVE FUEL VALVE(SYSTEM 1) (SYSTEM 2)

or


Fuel valve is in a position other than commanded.

NOTE A FUEL VALVE caution indication coming on for a short time while valve is intransition from open to closed position, or vice versa, indicates normal operation.

Procedure






Rev. 15

CAUTION INDICATIONS

F VALVE CL F VALVE CL(SYSTEM 1) (SYSTEM 2)

or


Fuel valve is in closed position.

The respective ACTIVE light (EMER OFF SW panel) will come on.

NOTE The F VALVE CL caution indication will come on after pressing and releasing therespective EMER OFF switch labelled “FIRE”.

Procedure

No action necessary.

NOTE Before starting the engines, check that respective EMER OFF switch labelled“FIRE” is pressed and the ACTIVE light is off.

CAUTION INDICATIONS

GEN DISCON GEN DISCON(SYSTEM 1) (SYSTEM 2)

or


Respective generator has failed or is disconnected from the power distribution system.

Both non–essential buses are disconnected.

Procedure

If BUS TIE caution indication is also on:

1. Electrical fire/short circuit procedure – Perform (refer to para 3.7.1)

If voltmeter indication is > 30.5 V:

1. Generator overvoltage procedure – Perform (refer to para 3.7.2)

If BUS TIE caution indication is off and voltmeter indication is normal:

1. Affected GEN sw – RESET then NORM

If GEN DISCON caution indication remains on:

2. Affected GEN sw – OFF

3. DC VOLTS, GEN AMPS and BAT AMPS – Monitor

4. Electrical consumers – Reduce as much as possible


NOTE One generator alone will provide sufficient power for normal services.




CAUTION INDICATIONS

GEN DISCON GEN DISCON(SYSTEM 1) (SYSTEM 2)

and


Both generators have failed or are disconnected from the power distribution system.

– Only ESS BUS 1 + 2 are available

Procedure

1. GEN 1 sw – RESET, then NORM

2. DC VOLTS and GEN AMPS – Check

3. GEN 1 sw – OFF

4. GEN 2 sw – RESET, then NORM

5. DC VOLTS and GEN AMPS – Check

6. GEN 2 sw – OFF

If voltmeter indication is > 30.5 V:

7. Generator overvoltage procedure – Perform (refer to para 3.7.2)

If voltmeter indication is normal

8. Both GEN sw – RESET, then NORM

If one or both GEN DISCON caution indications remain on:

9. Respective GEN sw – OFF

NOTE In case of double generator failure the battery will supply the ESS BUS 1 and 2.


– Switch off all consumers on co-pilot’s instrument panel

CAUTION SINCE ONE FUEL TRANSFER PUMP IS POWERED BY THE SHEDBUS, THE AMOUNT OF UNUSABLE FUEL INCREASES ABOVETHAT STATED IN SECTION 2 WHEN THE EMER SHED BUS SW ISNOT SWITCHED ON.

11. EMER SHED BUS sw – ON if necessary

12. DC VOLTS and BAT AMPS – Monitor


NOTE Flight endurance depends on battery type and loading.

Continued:




Rev. 15

Residual Battery Endurance

Continuous load [A] 15 20 25 30 40

Time [min] 60 45 35 30 22

NOTE Calculations are based on an assumed minimum battery ca-pacity of 15 Ah. Times include 10 minutes landing light op-eration and 10 minutes radio transmission.

WARNING TOTAL ELECTRICAL FAILURE WILL LIMIT FUELAVAILABLE TO QUANTITY CONTAINED IN SUPPLYTANKS AT TIME OF FAILURE AND THUS RESIDU-AL FLIGHT TIME.




CAUTION INDICATIONS

GEN OVHT GEN OVHT(SYSTEM 1) (SYSTEM 2)

or


Temperature of generator high.

Procedure

1. Affected GEN sw – OFF

CAUTION IF GEN OVHT CAUTION INDICATION REMAINS ON AND IF THERE AREINDICATIONS OF A FIRE SUCH AS BURNING ODOR OR SMOKE, SHUTDOWN THE AFFECTED ENGINE.

If GEN OVHT caution indication remains on for more than 1 minute:





CAUTION INDICATIONS

HTG OVTEMP

(MISC)


Overtemperature in the bleed air duct system or leakage of heating air

NOTE Bleed air shut off valve will be closed automatically.

Procedure

1. BLD HTG rheostat – OFF

If caution indication goes off:

2. BLD HTG rheostat – Turn on again slowly

If HTG OVTEMP caution indication comes on again:

3. BLD HTG rheostat – OFF




Rev. 15

CAUTION INDICATIONS

HOR BAT(MISC)


Standby horizon is supplied by the emergency battery pack.

Procedure

No action necessary

NOTE Emergency power supply for standby horizon is ensured for minimum 30 min.

CAUTION INDICATIONS

HYD PRESS HYD PRESS(SYSTEM 1) (SYSTEM 2)

or


Pressure loss in the affected system, the normal system retains power.

WARNING DO NOT OPERATE HYD TEST SWITCH IN FLIGHT.

CAUTION D AVOID HOVERING IN HIGH GROSS MASS/CALM WIND CONDITIONS,AS HYDRAULIC POWER MAY NOT BE SUFFICIENT FOR BOOSTINGUPWARD COLLECTIVE INPUTS.

D IN CASE OF HYD PRESS (SYS 2) SERVO BOOST OF YAW COMMANDWILL BE LOST. ADDITIONAL INDICATION OF YAW SAS CAUTION (IFYAW SAS INSTALLED) OR ACTUATOR CAUTION (IF AFCSINSTALLED) WILL BE DISPLAYED TO INDICATE LOSS OF ELEC-TRICAL YAW ACTUATOR.PEDAL FORCES WILL INCREASE BUT YAW CONTROLLABILITY ISUNAFFECTED.

Procedure





CAUTION INDICATIONS

INPUT FAIL

(MISC)(white)


– CPDS test has detected one or more failed caution indications (CAD) during pre–startcheck

– Failed caution indication(s) are flashing

– “External test” indicated (VEMD)

WARNING THE FLASHING CAUTION INDICATION(S) HAS FAILED AND WILL NOTBE INDICATED IN REAL FAILURE CASE.

NOTE After pressing the RESET pushbutton, the yellow INPUT FAIL caution appears.

Procedure

Do not start engines

CAUTION INDICATIONS

INVERTER(MISC)


All AC power consumers lose power

Procedure

INVERTER sw – OFF

CAUTION INDICATIONS

MM EXCEED(MISC)


Mast moment u 77%. MM EXCEED caution indication remains on until power off.

Procedure


Avoid maneuvers causing high mast moments.




Rev. 15

CAUTION INDICATIONS

OVSP FAIL OVSP FAIL(SYSTEM 1) (SYSTEM 2)

or


Loss of at least one N2 or the N1 sensor signal in the affected engine overspeed protectionsystem.

CAUTION THE AFFECTED ENGINE IS NO LONGER PROTECTED AGAINST POWERTURBINE OVERSPEED.

NOTE Normal indication prior to engine start.

Procedure


CAUTION INDICATIONS

PITOT HTR PITOT HTR(SYSTEM 1) (SYSTEM 2)

or


– Pitot tube and/or static port heater have failed or are not switched on.

– Corresponding airspeed, altitude and vertical speed indicators may give false indica-tions in sub-freezing temperatures (v4.5_C).

Procedure

1. Respective cb and sw – Check

2. Indications – Compare with normal system

CAUTION INDICATIONS

PRIME PUMP PRIME PUMP(SYSTEM 1) (SYSTEM 2)

and/or


Prime pump(s) in operation

Procedure

No action necessary (normal indication during engine start)

NOTE Prime pumps must be OFF during normal flight operations.




CAUTION INDICATIONS

P0 DIS(MISC)


Discrepancy between both P0 sensors detected.

Calculations for compensated N1 indication of both engines are affected.

VNE indication is invalid.

Procedure


CAUTION INDICATIONS

SHED EMER

(MISC)


SHED BUS switch is switched to EMER ON.

NOTE See also double GEN DISCON caution indication.

Procedure



CAUTION INDICATIONS

STARTER STARTER(SYSTEM 1) (SYSTEM 2)

or


If STARTER caution indication remains on after reaching IDLE speed a relay or electromag-netic switch blockage is evident.

NOTE The STARTER caution indication is normal during engine starting or ventilationand needs no corrective action.

Procedure

F ON GROUND

1. Respective ENG START sw – Check off




Rev. 15

If ENG START sw is off:



F IN FLIGHT


CAUTION INDICATIONS

TWIST GRIP TWIST GRIPor(SYSTEM 1) (SYSTEM 2)


Affected engine TWIST GRIP is not in FLIGHT position.

Procedure

1. Affected engine TWIST GRIP – Check FLIGHT position

If TWIST GRIP caution indication is still on:


CAUTION INDICATIONS

T0 DIS(MISC)


FLI DEGR caution indication appears

Discrepancy between both T0 sensors detected.

Calculations for compensated N1 indication of both engines are affected.

OAT indication is invalid.

NOTE On ground it may be possible that the T0 DIS caution indication comes on if oneside of the H/C is heated more than the other side due to influence of direct/indirect intensive sunlight radiation.

Procedure

F ON GROUNDIf caution indication remains on more than 2 min after start up:

Normal engine shutdown – Perform

F IN FLIGHT





CAUTION INDICATIONS

VEMD FAN

(MISC)


Failure of VEMD fan has been detected during external CPDS test.

Procedure

Do not start engines.

CAUTION INDICATIONS

VAR NR(MISC)


– Selftest of VAR NR monitor box failed

– Rotorspeed is not within expected limits

– Torque split u15% or

– Power supply for VAR NR system interrupted

– Failure of FCDM or ADC

– Failure of N2 trim motor system

– Failure of VEMD Lane 1

NOTE D Indication is normal on ground.

D VAR NR caution indication could also be induced by any engine overspeed orunderspeed condition. Cross-check the relevant instruments, warning lightsand caution indications to determine if such acondition is evident (refer topara 3.4, Engine Emergency Conditions).

D VAR NR caution may come on momentarily during engagement of CAT A orduring rapid power or airspeed changes.

D If torque split exceeds 15%, the VAR NR caution indication appears and theMAN pushbutton is yellow illuminated. Torque can be synchronized with the4–way beep switch on the collective. Once torque split is less than 15%, VAR-TOMS should return automatically to normal operation.

Procedure

1. VAR NR system NORM/MAN sw – Push to select MAN mode

EFFECTIVITY If under CAT B operation

2. Rotorspeed – Trim manually to 101% using the4-way beep switch on the collec-tive. Below 55 KIAS at densityaltitudes above 6500 ft, trimmanually to 104%.




Rev. 15

EFFECTIVITY If under CAT A operation

2. Rotorspeed – Trim manually to 101% using the4-way beep switch on the collec-tive. Below 55 KIAS trim manu-ally to 104%.

EFFECTIVITY All

If rotorspeed trimming was successful:

3. Torque – Synchronize

4. Continue flight

If rotorspeed trimming was not successful:

3. Airspeed – Reduce IAS to VNE – 25 kt orbelow

4. Torque – Synchronize if possible

5. Continue flight

NOTE D With lower rotorspeed, collective lever inputs should be performed carefully inorder to stay within N2/NRO limits.

D With lower rotorspeed, the HOGE performance is reduced by 120 kg up to10000 ft DA.

D With lower rotorspeed, avoid landings with crosswind from the right.

CAUTION INDICATIONS

XMSN CHIP

(MISC)


Metal particles detected in the main transmission.

Procedure

1. XMSN oil pressure – Check in normal range


NOTE Reduce power as much as possible.




CAUTION INDICATIONS

XMSN OIL T

(MISC)


Transmission oil temperature above maximum.

Procedure

1. XMSN oil temperature and oil pressure in-dication

– Check

If indications are within limits:


If indications are above limit:

2. Power – Reduce, as much as possible

If oil temperature indication remains above limit:





Rev. 15

3.2.4 CPDS external test caution indications

NOTE The CPDS external test is performed only once after CPDS start up.

CAUTION INDICATIONS

ENG OF CT ENG OF CTor

F FLT CT F FLT CT(SYSTEM 1) (SYSTEM 2)

or

XMSN CHP CT(MISC)

XMSN OT CT(MISC)

(SYSTEM 1) (SYSTEM 2)

ENG CHP CT ENG CHP CT(SYSTEM 1) (SYSTEM 2)

or

or

or

or

or


During CPDS external test, continuity check of cables and connectors to the respective de-tector failed.

NOTE A further indication of the respective CPDS caution (ENG CHIP; ENG O FILT;FUEL FILT; XMSN CHIP; XMSN OIL T) is impossible.

Procedure

Do not start engines




3.3 CPDS MALFUNCTIONS

CPDS MALFUNCTIONS

3.3.1 Failure of VEMD lane 1 (upper display)


– Upper VEMD screen blank or abnormal data appearance

– “LANE 1 FAILED” and “PRESS OFF1” appear on the lower VEMD screen

– Increase of NR and VAR NR caution indication comes on

NOTE Detected overlimits or cautions that are not visible in the current display statuswill be indicated in the message zone of the FLI.

List of possible messages:

– CAUTION DETECTED – VEH PARAM OVER LIMIT

– GEN PARAM OVER LIMIT – VEMD BRIGHTNESS CONTROL FAILED

– DC VOLT PARAM OVER LIMIT – CROSS TALK FAILED PRESS OFF 1

– LOCALIZED FAILURE – CROSS TALK FAILED PRESS OFF 2

– CAD BRIGHTNESS CONTROL FAILED

Procedure

1. Procedure for VAR NR caution indication – Perform

2. OFF 1 button on the VEMD – Press

NOTE Pressing the OFF 1 button removes power from the faulty lane 1. The FLI appearsautomatically on the lower VEMD screen and replaces the ELEC/VEH page. TheELEC/VEH page may be displayed on the CAD screen by pressing the SCROLLbutton on the VEMD. Pressing the SCROLL button again causes the CAD screento return to the standard CAU/FUEL page display. In case of loss of SCROLL but-ton function, press RESET button on VEMD to return to default page.





Rev. 15

CPDS MALFUNCTIONS

3.3.2 Failure of VEMD lane 2 (lower display)


– Lower VEMD screen blank or abnormal data appearance

– No audio warning in case of overlimit

– “LANE 2 FAILED” and “PRESS OFF2” appear on the upper VEMD screen

– Degraded master caution indication (only one lamp)



– CAUTION DETECTED – VEH PARAM OVER LIMIT

– GEN PARAM OVER LIMIT – VEMD BRIGHTNESS CONTROL FAILED

– DC VOLT PARAM OVER LIMIT – CROSS TALK FAILED PRESS OFF 1

– LOCALIZED FAILURE – CROSS TALK FAILED PRESS OFF 2

– CAD BRIGHTNESS CONTROL FAILED

Procedure

1. OFF 2 button on the VEMD – Press

NOTE Pressing the OFF 2 button removes power from the faulty lane 2. The ELEC/VEH page may be displayed on the CAD screen by pressing the SCROLL but-ton on the VEMD. Pressing the SCROLL button again causes the CAD screento return to the standard CAU/FUEL page display. In case of loss of SCROLLbutton function, press RESET button on VEMD to return to default page.





CPDS MALFUNCTIONS

3.3.3 Failure of CAD lane


– CAD screen blank or abnormal data appearance

– “CAD FAILED” and “PRESS OFF” appear on the FLI (message zone)

– No fuel indication available




– CAUTION DETECTED – VEH PARAM OVER LIMIT– GEN PARAM OVER LIMIT – VEMD BRIGHTNESS CONTROL FAILED– DC VOLT PARAM OVER LIMIT – CROSS TALK FAILED PRESS OFF 1– LOCALIZED FAILURE – CROSS TALK FAILED PRESS OFF 2– CAD BRIGHTNESS CONTROL FAILED

CAUTION AFTER CAD LANE FAILURE THE CAUTION INDICATIONS ON THEVEMD SCREEN ARE DEGRADED TO THE FOLLOWING:

SYSTEM 1 MISC SYSTEM 2

ENG CHIP XMSN CHIP ENG CHIP

GEN DISCON ROTOR BRAKE GEN DISCON

FLI FAIL P0 DIS FLI FAIL

FLI DEGR T0 DIS FLI DEGR

ENG SPLIT VAR NR ENG SPLIT

ENG O FILT VEMD FAN ENG O FILT

ENG PA DIS CAU DEGR ENG PA DIS

TRAINING MM EXCEED TRAINING

CPDS OVHT

TR CHIP

Procedure


2. OFF button on the CAD – Press

NOTE Pressing the OFF button removes power from the faulty lane. The CAU/FUELpage takes priority over the ELEC/VEH page and appears automatically on thelower VEMD screen. The ELEC/VEH page may be reselected on the lowerVEMD screen by pressing the SCROLL button on the VEMD. Pressing twicecauses SYSTEM STATUS page to appear. To return to the CAU/FUEL page,press the SCROLL button again. In case of loss of SCROLL button function,press RESET button on VEMD to return to default page.





Rev. 15

CPDS MALFUNCTIONS

3.3.4 Failure of both VEMD lanes


– Abnormal FLI indication


CAUTION AFTER DOUBLE VEMD LANE FAILURE THE AVAILABLE CAUTION INDI-CATION ON THE CAD SCREEN IS DEGRADED TO THE FOLLOWING:


ENG OIL P AVION OVHT ENG OIL P

FUEL PRESS XMSN OIL T FUEL PRESS

FUEL FILT YAW SAS* FUEL FILT

ENG O FILT AP1* ENG O FILT

FUEL VALVE AP2* FUEL VALVE

F VALVE CL F PUMP JET F VALVE CL

PRIME PUMP TRIM* PRIME PUMP

HYD PRESS F PUMP AFT HYD PRESS

OVSP FAIL F PUMP FWD OVSP FAIL

GEN OVHT F QTY DEGR GEN OVHT

INVERTER F QTY FAIL INVERTER

FIRE EXT AUX F XFER FIRE EXT

FIRE E TST HTG OVTEMP FIRE E TST

BUSTIE OPN EPU DOOR BUSTIE OPN

STARTER BAT DISCON STARTER

PITOT HTR BAT DISCH PITOT HTR

F FILT CT EXT POWER F FILT CT

TWIST GRIP SHED EMER TWIST GRIP

AHRS DISC*

HOR BAT

ACTUATOR*

BACKUP SAS*Failure of both VEMD lanes continued:





NMS* (or NMS1/2 ifAFCS installed)

NMS2*

NMS1*

CABLE CUT*

ICE D FAIL*

ICE DETECT*

CAU DEGR

CAD FAN

SAND FILT*

XMSN OT CT

DOORS

* only if the respective optional equipment is installed

Procedure


2. OFF 1 and OFF 2 button on the VEMD – Press; refer to CAD/BACKUPpage

CAUTION WHEN FLYING IN HIGH ALTITUDE N1 COULD BE THE LIMITING PARAM-ETER. OBSERVE THE FOLLOWING POWER LIMITATIONS:

Pressure Altitude(ft) Torque (%)

0 71

2000 70

4000 68

6000 66

8000 64

10000 61

12000 59

14000 56

16000 53

18000 50





Rev. 15

3.4 ENGINE EMERGENCY CONDITIONS

In case of a single engine failure, bleed air heating will be switched off automatically. Dependingon the power margin of the remaining engine, bleed air heating may be re-engaged by selectingBLD HTG EMER/NORM sw to EMER position and switching BLD HTG rheostat ON.

NOTE If CAD message BLEED AIR remains on after single engine failure, the systemmust be switched off manually. Depending on the power margin of the remainingengine, the bleed air heating may be re-engaged.

ENGINE EMERGENCY CONDITIONS

3.4.1 Single engine failure - hover IGE


– Slight jerk in the yaw axis, nose left

– Possible change in noise level

Affected engine:

– ENG FAIL warning light and warning gong on

– ENG SPLIT caution indication

– ENG OIL P caution indication

– FUEL PRESS caution indication

– GEN DISCON caution indication

– OVSP FAIL caution indication

– VAR NR caution indication

– NORM/MAN pb (main switch panel) MAN legend comes on (yellow)

– Instruments indicate power loss

NOTE The VAR NR system will revert to the manual mode automatically.

Procedure

1. Collective lever – Adjust to OEI limits or below

2. Landing attitude – Establish

3. Collective lever – Raise as necessary to stopdescent and cushion landing

After landing:







3.4.2 Single engine failure - hover OGE




Affected engine:











Procedure

1. Collective lever – Adjust to maintain rotor RPM

2. Airspeed – Increase if possible

F FORCED LANDING



After landing:



F TRANSITION TO OEI - FLIGHT

3. Collective lever – Adjust to OEI-limits or below

4. Rotor speed – Trim to maximum

5. Airspeed – Gain, 65 KIAS (VY)

After reaching safe altitude:

6. Collective lever – Reduce to OEI MCP or below







Rev. 15


3.4.3 Single engine failure - takeoff




Affected engine:

– ENG FAIL warning light and audio gong on










Procedure

1. Collective lever – Adjust to maintain rotor RPM

F REJECTED TAKEOFF



After landing:



F TRANSITION TO OEI - FLIGHT

2. Collective lever – Adjust to OEI-limits or below


4. Airspeed – Gain, 65 KIAS (VY)

After reaching safe altitude:

5. Collective lever – Reduce to OEI MCP or below








3.4.4 Single engine failure - flight




Affected engine:











Procedure









Rev. 15


3.4.5 Single engine failure - approach




Affected engine:











Procedure




4. Single engine landing procedure – Perform





3.4.6 Single engine landing


One engine inoperative (OEI)

Procedure

LANDING APPROACH:

1. Rotor speed – Check maximum

2. Bleed air heating (if installed) – Check OFF

3. Airspeed – 65 KIAS (VY)

4. Shallow approach – Establish

ON FINAL, AT 50 FT AGL:

5. Airspeed – 40 KIAS

6. Rate of descent – Max. 500 ft/min

TOUCHDOWN:

7. Airspeed – Reduce to minimum dependingon power available



CAUTION AN OSCILLATION, WHICH COULD BE UNINTENTIONALLY INDUCED/ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED DURINGRUNNING LANDING OR HARDER VERTICAL LANDINGS.IN CASE OF PIO/PAO, RAPIDLY INCREASE OR DECREASE COLLEC-TIVE LEVER, WHICHEVER THE SITUATION ALLOWS, UNTIL OSCILLA-TION HAS STOPPED.

AFTER LANDING:

10. Collective lever – Lower slowly

11. Cyclic stick – Maintain neutral position




Rev. 15


3.4.7 Single engine emergency shutdown

NOTE D The VAR NR system will revert to the manual mode automatically.

D Before performing an inflight single engine emergency shutdown, determine ifthe situation will allow for OEI flight.

D Make certain that:

– the controls of the affected engine are selected, and

– the collective lever is adjusted to maintain the normal engine within theOEI limits

Procedure

1. Twist grip (affected engine) – Rotate slowly to IDLE, checkindications, then to OFF

Bleed air heating (if installed) will be shut down automatically, however, depending onpower margin of the remaining engine, may be re–engaged as follows:

2. BLD HTG EMER/NORM sw – EMER

3. BLD HTG rheostat – ON





3.4.8 Inflight restart

NOTE D An inflight restart may be attempted after a flameout or shutdown subject tothe pilot‘s evaluation of the cause of flameout.

D If OVSP FAIL caution indication of the affected engine is not on, the enginewas shut down by the overspeed protection system. In this case, a restart isnot possible.

D Before attempting an inflight restart, wait for N1 = 0 %

CAUTION DO NOT ATTEMPT INFLIGHT RESTART IF CAUSE OF ENGINE FAILUREIS OBVIOUSLY MECHANICAL.

Procedure

1. Collective lever – Adjust to OEI MCP or below

2. Collective lever friction – Adjust to maintain position of le-ver

3. Electrical consumption – Reduce

4. FUEL PRIME PUMP sw (affected engine) – ON

After 10 seconds:

5. Twist grip (affected engine) – Preselect 20_ (hot engine 18_)

6. Normal engine starting procedure – Perform

7. Twist grip (affected engine) – Increase to FLIGHT position

8. Electrical consumers – As required

9. FUEL PRIME PUMP sw (affected engine) – OFF

If restart is not successful:





Rev. 15


3.4.9 Engine overspeed – driveshaft failure



– NRO decrease

Affected engine:


– Torque decreases to zero

– N1 decreases

– N2 increases above NRO and either:

– drops back to 100% or below, or

– increases to 123.1%, causing the overspeed protection system to shutdown the engine automatically.

Normal engine:

– Torque, N1 and TOT increase

– N2 decreases

CAUTION WHEN AN ENGINE HAS BEEN SHUT DOWN BY ITS OVERSPEEDPROTECTION SYSTEM, THE OTHER ENGINE’S SYSTEM IS INTER-LOCKED TO AN INACTIVE STATUS. THUS, THE NORMAL ENGINE ISNO LONGER PROTECTED AGAINST POWER TURBINE OVERSPEED.

Procedure









3.4.10 Engine overspeed – governor failure


– ROTOR RPM warning light may come on

– VAR NR caution indication may come on

– ENG SPLIT caution indications may come on

– NRO and both N2 increase

Affected engine:

– Torque, N1 and TOT increase

Normal engine:

– Torque and TOT may decrease

Procedure

1. Collective lever – Raise as necessary to main-tain N2 and NRO within limits

2. VAR NR system NORM/MAN sw – Check MAN

3. N2 TRIM sw – Try to trim NRO to 101% withmatched torque

If step 3. is not possible:


5. Twist grip (affected engine) – Rotate towards IDLE until N2and NRO stabilize in normalrange and FLI needles match


Approach and landing recommendations

Make normal power changes to allow the normal engine to operate within limits. If more collec-tive input is needed, adjust power of the affected engine using twist grip..

After landing: Rotate twist grip (affected engine) towards IDLE before lowering the collec-tive lever to full-down position (maintain NRO and N2 within limits).

CAUTION N2 RPM OVER 123.1% MAY RESULT IN AN ENGINE OVERSPEED TRIP(AUTOMATIC SHUTDOWN).




Rev. 15


3.4.11 Engine underspeed – governor failure


– ROTOR RPM warning light may come on

– VAR NR caution indication may come on

– ENG SPLIT caution indications may come on

Affected engine:

– Torque, N1 and TOT decrease

– N2 may decrease

Normal engine:

– NRO and N2 may decrease

Procedure


2. Bleed air consumers – Off

3. VAR NR system NORM/MAN pb – Check MAN


5. N2 TRIM sw – Compensate N2/NRO drop andtry to match torque

If torque match is not possible:

6. Twist grip (affected engine) – Release stop plate and rotatetowards FLIGHT until N2 andNRO stabilize in normal rangeand FLI needles match


If no residual torque (affected engine) is available


Approach and landing recommendations

Make normal power changes to allow the normal engine to operate within limits. If more collec-tive input is needed, adjust power of the affected engine using twist grip..

After landing: Rotate twist grip (affected engine) towards IDLE before lowering the collec-tive lever to full-down position (maintain NRO and N2 within limits).

CAUTION N2 RPM OVER 123.1% MAY RESULT IN AN ENGINE OVERSPEED TRIP(AUTOMATIC SHUTDOWN).





3.4.12 Compressor stall


– Popping sounds

– Torque and N1 indications may decrease

– TOT may increase

– Slight yaw jerk

Procedure

1. Collective lever – Lower

2. Engine instruments – Monitor

3. Collective lever – Raise slowly

If compressor stall returns:

4. Affected engine – Identify (TOT)




3.4.13 Droop compensation failure


– NRO and both N2 decrease when collective lever is raised

– NRO and both N2 increase when collective lever is lowered

Procedure

NOTE Avoid large collective lever changes.

1. Collective lever – Maintain NRO within limits





Rev. 15


3.4.14 Engine oil temperature high


Affected engine:

– Oil temperature indication above limits

Procedure



3. Twist grip (affected engine) – Adjust to 20–30% torque(TWIST GRIP caution indica-tion comes on)

4. Oil temperature indicator (affectedengine)

– Monitor

If engine oil temperature decreases below limit:


If engine oil temperature still remains above limit:







3.4.15 Double engine failure - hover IGE


– Yawing motion nose left

– NRO and both N2 decrease

– ROTOR RPM warning light (NRO low) on

– Both ENG FAIL warning lights on

– Both ENG OIL P caution indications

– Both FUEL PRESS caution indications

– Both GEN DISCON caution indications

– Engine Instruments (both engines) indicate power loss

Procedure

1. Right pedal – Apply as necessary to stopyaw


3. Collective lever – Raise as necessary tocushion landing


3.4.16 Double engine failure - flight


– Yawing motion nose left

– NRO and both N2 decrease

– ROTOR RPM warning light (NRO low) on

– Both ENG FAIL warnings lights on

– Both ENG OIL P caution indications

– Both FUEL PRESS caution indications

– Both GEN DISCON caution indications

– Engine Instruments (both engines) indicate power loss

Procedure

Autorotation – Perform




Rev. 15


3.4.17 Double engine emergency shutdown

Procedure

F ON GROUND

1. Both Twist grips – OFF

2. Both FUEL PRIME PUMP sw – OFF


F IN FLIGHT

1. Both Twist grips – OFF

If there is an indication that the engines are still running:

2. Both EMER OFF sw – Press


3.4.18 Autorotation

Procedure

1. Collective lever – Reduce to maintain NROwithin limits

2. Airspeed – 75 KIAS recommended

NOTE Maximum range airspeed 90 KIAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum rate-of-descent airspeed 60 KIAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


AT APPROXIMATELY 100 FT AGL:

4. Flare attitude – Establish (approx. 15_ to 20_) toreduce forward speed and rateof descent; control NRO

AT APPROXIMATELY 8 – 12 FT AGL:

5. Flare attitude – Reduce to approx 7_

6. Heading – Maintain

7. Collective lever – Raise to stop descent andcushion landing


NOTE The appropriate values must be adjusted according to prevailing conditions ofgross mass, wind and terrain.




3.5 FIRE EMERGENCY CONDITIONS

FIRE EMERGENCY CONDITIONS

3.5.1 Cabin fire


– Smoke, burning odor, flames

Procedure

F ON GROUND


2. Passengers – Alert/Evacuate

3. Fire – Extinguish if possible

F IN FLIGHT



3. Heating/air conditioning (if installed) – OFF


5. Fumes, smoke – Eliminate, open sliding doors,windows and vents (fresh air)


After landing:





Rev. 15

FIRE EMERGENCY CONDITIONS

3.5.2 Electrical fire/short circuit


– Odor of burning insulation and/or acrid smoke

Procedure

F ON GROUND


2. Passengers – Alert/evacuate

3. EPU, if connected – Disconnect


F IN FLIGHT



3. Heating/air conditioning (if installed) – OFF

4. Both BUS TIE switches – OFF

5. Electrical load – Reduce as much as possible

Try to isolate the cause of fire by switching off each PRIMARY BUS in turn:

6. GEN 1 / GEN 2 sw‘s in turn – OFF; if fire continues - NORM

7. BAT MSTR sw – OFF; if fire continues - ON

If fire has stopped:


If indication of electrical fire continues:



Residual Battery Endurance

Continous load [A] 15 20 25 30 40

Time [min] 60 45 35 30 22

NOTE Calculations are based on an assumed minimum batterycapacity of 15 Ah. Times include 10 minutes landing lightoperation and 10 minutes radio transmission.




3.6 TAIL ROTOR FAILURE CONDITIONS

3.6.1 Tail rotor drive failure - hover


Complete loss of tail rotor thrust

– Tail rotor failure in power-on flight is indicated by a yawing motion nose right; the yawrate depends on the aircraft power at the time of failure.

Procedure

F HOVER IN GROUND EFFECT

1. Both Twist grips – Rotate to IDLE

and simultaneously:


3. Collective lever – Apply as necessary

After landing:


F HOVER OUT OF GROUND EFFECT

1. Collective lever – Reduce as required to stoprotation

If height permits:

2. Airspeed – Gain, then proceed accordingto para 3.6.2 (Tail Rotor Drive Fail-

ure/Fixed-pitch Tail Rotor Control Failure

- Forward Flight)

If height does not permits:

2. Both Twist grips – Rotate to IDLE

3. Collective lever – Raise to stop descent andcushion landing

After landing:





Rev. 15

TAIL ROTOR FAILURE CONDITIONS

3.6.2 Tail Rotor Drive Failure/Fixed-pitch Tail Rotor Control Failure - Forward Flight


– No directional response after pedal inputs and/or

– Complete loss of tail rotor thrust and/or

– Locked pedals

NOTE The procedure will vary depending on flight conditions, power setting and massof the helicopter.

Procedure

1. Collective lever – Reduce to obtain minimumsideslip angle

2. Airspeed – Maintain 70 KIAS or higher

3. Suitable landing area – Select

NOTE D Landing surface should be hard (e.g. concrete, asphalt) and flat.

D Left crosswind is advantageous

4. Shallow approach with nose left – Perform

If the airspeed can be reduced below 40 kts with the nose still pointing to the left:

5. Airspeed – Reduce close to the grounduntil nose is aligned with theflight direction

6. Landing – Perform

If the nose direction changes from left to right at airspeeds higher than 40 kts:

5. Airspeed – Increase

6. Approach – Abort, climb to sufficientheight for autorotation

NOTE Headwind is advantageous

7. Autorotation – Perform

NOTE D In final phase of flare the helicopter can yaw to the left due to friction effects.

D Before touchdown, the groundspeed should be reduced to a minimum




TAIL ROTOR FAILURE CONDITIONS

3.6.3 Pedal vibrations


Impending tail rotor system failure

– Unusual pedal vibrations

Procedure





Rev. 15

3.7 SYSTEM EMERGENCY/MALFUNCTION CONDITIONS

3.7.1 Electrical short circuit - generator system 1 or 2 offline


– Short circuit on affected main bus

– Power supply is interrupted to affected main bus, shed bus, battery feed and bothnon-essential bus systems.

– Power supply is guaranteed to unaffected main bus and both flight-essential buses bythe normal generator.

– Respective GEN DISCON caution indication comes on

– Respective BUS TIE caution indication comes on

– Failure of equipment powered by affected buses

Procedure

1. GEN sw (affected generator) – OFF

2. DC VOLT, GEN AMPS and BAT AMPS – Monitor



3.7.2 Generator overvoltage procedure

– Voltmeter indication > 30.5 V

– GEN DISCON caution indication on

Procedure

1. Remaining generator with high voltage – OFF (not be used again)

2. Other Generator – RESET, then NORM

3. DC VOLT and GEN AMPS – Check and Monitor







3.7.3 Electrical short circuit - battery bus/feeder line


– Short circuit on battery bus or on battery feeder line

– Power supply is interrupted to battery only

– Power supply is guaranteed to all consumer buses by the generators

– BAT DISCH caution indication comes on (prolonged or for short period)

– Both BUS TIE caution indications come on

Procedure

If BAT DISCH caution indication remains on:


2. DC VOLT and GEN AMPS – Monitor


NOTE Emergency battery power will not be available.




Rev. 15

SYSTEM EMERGENCY/MALFUNCTION CONDITIONS

3.7.4 Cyclic beep trim actuator failure/runaway


– Cyclic beep trim inoperative

– Unsymmetrical cyclic stick forces may gradually appear

Procedure

1. FTR pb (cyclic stick) – Press to reduce stick forces

If stick forces resume after releasing FTR pb:

2. Circuit breaker BEEP TRIM – Pull

For momentary cyclic stick force reduction:

FTR pb (cyclic stick) – Press

For permanent cyclic stick force reduction:

FTR pb (instrument panel – optional) – Press; pb legend comes on (yel-low)

To reengage cyclic stick forces after permanent stick force reduction:

FTR pb (cyclic stick) – Press; pb legend goes off

CAUTION AFTER LANDING, CYCLIC STICK SHALL BE HELD IN NEUTRAL POSI-TION UNTIL BEING LOCKED.


3.7.5 Cyclic force trim release failure


Cyclic force trim release function inoperative (either partially, i.e. in one axis, or completely)

Procedure

1. Circuit breaker FTR – Pull

2. BEEP TRIM sw (cyclic stick) – Press to adjust cyclic stick posi-tion






3.7.6 Mast moment indication failure

WARNING TAKE–OFF WITH A FAULTY MAST MOMENT INDICATOR IS NOT PER-MITTED.

Procedure

Cruise flight:

Flight – Continue

Landing:

Running landings and slope landings (over 5_) should be avoided.

NOTE Refer to the appropriate maintenance manual.

3.7.7 Static system failure


– Indications are unrealistic

– Pointer deflections may be sluggish

Procedure

1. Static Pressure selector sw – ALTERNATE SOURCE

2. Static Pressure Corrections(refer to para 5.1.7 FLM)

– Check


NORMAL PROCEDURES


SECTION 4

NORMAL PROCEDURES

TABLE OF CONTENTS

Page4.1 GENERAL 4 – 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 PREPARATION FOR FLIGHT 4 – 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.1 Flight restrictions 4 – 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.2 Flight planning 4 – 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.3 Mass and balance 4 – 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 PREFLIGHT CHECK 4 – 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1 General 4 – 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.2 Exterior check 4 – 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.3 Interior check 4 – 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.4 Pre–start check 4 – 12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4 STARTING ENGINES 4 – 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1 Before starting engines 4 – 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.4.2 Starting first engine 4 – 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.4.2.1 Cold engine (engine oil temp. between –30_C and –40_C) 4 – 16. . . . . . . . . . . . .

4.4.2.2 Cold engine (engine oil temp. below –40_C) 4 – 17. . . . . . . . . . . . . . . . . . . . . . . . .

4.4.2.3 Hot or cold engine (engine oil temp. down to –30_C) 4 – 17. . . . . . . . . . . . . . . . . .

4.4.3 Starting second engine 4 – 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 SYSTEM CHECKS / OPEARTION 4 – 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1 Ventilation 4 – 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5.2 Avionic checks 4 – 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5.3 Bleed air heating 4 – 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5.4 Miscellaneous checks 4 – 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5.5 Power check 4 – 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6 PRE-TAKEOFF CHECK 4 – 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7 TAKEOFF CHECK 4 – 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8 TAKEOFF 4 – 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.9 PRE-LANDING CHECK 4 – 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10 LANDING 4 – 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10.1 Landing procedure in heavy turbulences 4 – 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.10.2 Normal Landing procedure 4 – 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.11 ENGINE SHUTDOWN 4 – 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.12 ENGINE VENTILATION 4 – 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13 FLIGHT CHARACTERISTICS 4 – 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13.1 Flight controls 4 – 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.13.2 Lateral control characteristics 4 – 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.13.3 Recommended maximum rate–of–descent during hover or low speed flight 4 – 25

4.13.4 Low speed flight in heavy turbulences 4 – 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


NORMAL PROCEDURES


Rev. 0

LIST OF FIGURES

Page

Fig. 4-1 Exterior check sequence 4 – 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


NORMAL PROCEDURES


S E C T I O N 4

NORMAL PROCEDURES

4.1 GENERAL

This section contains instructions and recommended procedures which are peculiar to theoperation of this helicopter.

For definition of terms, abbreviations and symbols used in this section refer to section 1.

4.2 PREPARATION FOR FLIGHT

4.2.1 Flight restrictions

The minimum, normal, maximum and cautionary operation ranges for the helicopter and itssubsystems are indicated by instrument markings, placards and decals.

For helicopter and subsystem restrictions refer to section 2, Limitations.

EFFECTIVITY Helicopters equipped with dual controls (optional)

NOTE Before helicopter operation with a passenger on copilot’s seat, cyclic stick andcollective pitch lever on copilot’s side should be removed and the appropriatecovers installed. The copilot’s pedals should be adjusted to the most forwardposition, and the dual control pedal cover (see FMS 9.2-6) should be installed.

If the covers are not available, cyclic and collective levers shall remain installed.However, in this case, the passenger must be briefed properly before startingengines not to interfere with any pilot’s control operation.

EFFECTIVITY All

4.2.2 Flight planning

Refer to sections 5 and 9 to determine required fuel, airspeeds and power settings for take-off, climb, cruise, hovering and landing data necessary to accomplish the mission.

NOTE Before flight it is necessary to check that the fuel grade is selected properly rela-tive to fuel temperature/altitude limitations given in section 2.

4.2.3 Mass and balance

The takeoff and anticipated landing gross mass and balance should be obtained before takeoffand checked against mass and load limits and center of gravity restrictions (see section 2).

For pre-flight checks and flight preparations with engines running, fuel up to 20 kg in excess ofthe maximum gross mass can be taken on board as long as the maximum fuel quantity is notexceeded (fuel burn rate with both engines at idle is approximately 1.7 kg/min). The pilot is re-sponsible to ensure that the aircraft mass at take-off does not exceed the maximum gross mass(see section 2).


NORMAL PROCEDURES


Rev. 0

4.3 PREFLIGHT CHECK

4.3.1 General

The preflight check shall be accomplished in accordance with the flight manual, the mainte-nance manual or the pilot’s checklist.

The preflight check is not a detailed mechanical inspection, but essentially a visual check ofthe helicopter for correct condition.

This check shall be completed before each flight. However, items not marked with an aster-isk (L) need only be checked before the first flight of the day.

When unusual local conditions dictate, the extent and/or frequency of this check shall beincreased as necessary to promote safe operation.

NOTE D The following list contains only check items for the standard configuration.

D In addition to these items, check antennas and all installed optional equipment.

D Make certain that all relevant intermediate and special inspections in accordancewith the maintenance manual have been complied with.

D For optional equipment check items, refer to the respective flight manual sup-plement or to the relevant chapter of the maintenance manual.

4.3.2 Exterior check

The exterior check is laid out as a walk-around check, starting forward right at the pilot’s door,proceeding clockwise to the tail boom, to the left hand side (including the upper and lowerareas of the helicopter) and is completed at the helicopter nose area.

NOTE D If possible, the helicopter should be headed into the wind before starting theengines.

D The area around the helicopter should be clear of all foreign objects.

D To avoid excessive drain on the helicopter battery, particularly during cold weath-er, all ground operations should be conducted using an external power unit(EPU).

D When the battery is used, the operation of electrical equipment should be keptto a minimum.


NORMAL PROCEDURES


BK

117_

WA

H_1

648_

R

5

1

2 3

4

1. Fuselage – Right side

2. Cabin – Top

3. Tail boom – Aft area

4. Fuselage – Left side

5. Cabin – Front

Fig. 4-1 Exterior check sequence

L Helicopter forms and documents – Check, complete

Weight, CG – Check

Fuel tanks – Drain (4 drain valves) (see sec.8, para8.3)

Fuselage underside – Condition, no fuel leaks

L Covers and tie-downs – Removed

L Ice and snow (if any) – Removed

L Ground handling wheels – Removed

Equipment and cargo – Secured

L To be checked before each flight


NORMAL PROCEDURES


Rev. 15

Fuselage – right side

NACA cockpit air intake – Clear

OAT sensors (2, ADC/CPDS) – Condition

Cockpit door – Condition, function

BAT MSTR sw – Check, OFF

Fabric glare shield (before nightflights)

– Check installed

Pilot seat and safety belt – Condition

Sliding door – Condition, function

Landing gear and step – Condition

Battery (if located here) – Connected, condition, no electrolytespillage, security of mounting

L Battery door – Closed, secured

Battery drain port – Clear

Fuselage right side – Condition

Antennas on underside (if any) – Condition

Cabin top

Windshield, upper part – Condition,clean

Cabin air intake (if installed) – Condition

Antennas (if any) – Condition

Hydraulic system – Condition, no leakage, no foreign ob-jects

Hydraulic reservoirs (2) – Condition, no leakage

Fluid level indicator 1, 2 – Check levels

Sight glasses 1, 2 – Check oil visible

Control rods – Condition

L Hydraulic access door – Closed, secured



NORMAL PROCEDURES


Fuselage – right side (continued)

Hydraulic pump – Condition, no leakage

Oil cooler fan inlet screen – Clear

Oil cooler fan – Condition

Main transmission oil level – Check

Sliding door – Closed

L Transmission compartment – Condition, no leakage, no foreign ob-jects

Scavenge oil filter clogging indicatorpin (if installed)

– Check in

Oil cooler air inlet duct – Check, clear

Oil cooler block plate – Installed, if OAT below –30°C– Removed, if OAT above +35°C

Oil cooler – Clear, condition

L Engine oil level – Check

Engine oil tank – Condition, no leakage, security of at-tachment, filler cap closed and secured

Generator air intake – Clear

Engine air intake – Clear

Mixing lever assembly – Condition, secured

Main transmission – Condition

Main transmission struts – Condition, secured

Main transmission oil filter cloggingindicator pin

– Check in

Main transmission oil filler cap – Secured, locked

Air opening in access door – Clear

L Transmission access door – Closed, secured

Swash plate and boot – Condition

L Rotating control rods – Condition, free movement

Rotating control rod spherical bear-ings

– Check for smooth operation by movingcontrol rods by hand



NORMAL PROCEDURES


Rev. 15


L Main rotor head – Condition, oil level

Blade attachment bolts, driving linkassembly

– Condition, secured

Rotor hub cap – Condition, secured

Vibration absorbers – Condition, free movement, no leakage

Rotor blades and trim tabs – Condition, rotate rotor by hand in direc-tion of rotation and check for freemovement

PU Erosion protective film (if fitted)

– Condition, no seperation

Static dischargers and bondingjumper

– Condition

Engine compartment – No leakage, no foreign objects

Engine – Condition

Engine oil ducts – No leakage

Engine wiring, linkages and lines – Condition, no leakage, no chafing

Engine wash system (if installed) – Secure

Engine exhaust pipe (fwd part) – Condition, secured

Rear bearing oil ducts – No leakage

Engine mounts – Condition, secured

Fire detectors (3) – Condition

L Engine access door – Closed, secured

L Maintenance steps (5) – Closed

Bleed air heater screen – Clear

Circuit breaker for EPU – Check in

L EPU access door – Closed, secured



NORMAL PROCEDURES

4 – 7EASA APPROVED Rev. 15.1


L Fuselage – right side – Condition

L Static ports (2) – Clear

Battery (if located here) – Connected, condition, no electrolytespillage, security of mounting

L Battery door – Closed, secured

Aft engine cowling – Secured

Engine exhaust pipe (rear part) – Condition

L Fire ext sys discharge indicator (reddisk)

– Check present and undamaged

Fire ext bottle pressure indicators(2)

– Check according to the pressure–tem-perature table

NOTE Engine must be cold for pressure–temperature table to be valid.

Clam shell doors – Condition, function

First aid kit – On board

Avionic rack – Condition, secured

L Clam shell doors – Closed, secured

Tail boom

L Tail boom – right side – Condition

Antenna(s) (if installed) – Condition

L RH horizontal and vertical stabilizer,position light

– Condition

Vertical fin and cowling – Condition, secured

Position light, anti-collision light(strobe light / IR flasher, if installed)

– Condition

Tail skid – Condition

L Tail rotor gearbox – Oil level, no leakage, filler cap secured

NOTE Verification of oil level may be easier when tail skid is shaken briefly



NORMAL PROCEDURES


Rev. 0

Tail boom (continued)

Tail rotor head, shaft, bellow – Condition

L Pitch links – Condition

Blade attachment bolts, balancemasses, dynamic masses

– Condition, secured

L Tail rotor blades – Condition

Vertical fin and cowling – Condition, secured

L Intermediate gear box – Oil level, no leakage

NOTE Verification of oil level may be easier when tail skid is shaken briefly

Intermediate gear box – Filler cap and drain plug secured

L Vertical fin access door – Closed, secured

L LH horizontal and vertical stabilizer,position light

– Condition

L Tail boom – left side – Condition

Antenna box – Condition


Clam shell door windows (if installed) – Condition, clear

Fuselage – left side

Static ports (2) – Clear

Bleed air heater screen – Clear

Aft engine cowling – Secured

Engine exhaust pipe (rear part) – Condition

Engine compartment – No leakage, no foreign objects

Fire detectors (3) – Condition

Engine mounts – Condition, secured

Rear bearing oil ducts – No leakage

Engine exhaust pipe (forward part) – Condition, secured



NORMAL PROCEDURES


Fuselage – left side (continued)

Engine wash system (if installed) – Secure

Engine wiring, linkages and lines – Condition, no leakage, no chafing

Engine oil ducts – No leakage

Engine – Condition

L Engine access door – Closed, secured

L Transmission compartment – Condition, no leakage, no foreign ob-jects

Scavenge oil filter clogging indicatorpin (if installed)

– Check in

Generator air intake – Clear

Engine air intake – Clear

Mixing lever assembly – Condition, secured

Main transmission – Condition

Main transmission struts – Condition, secured

Main transmission oil filter cloggingindicator pin

– Check in

L Engine oil level – Check

Engine oil tank – Condition, no leakage, security of at-tachment, filler cap closed and secured

Oil cooler – Clear, condition

Oil cooler block plate – Installed, if OAT below –30°C– Removed if OAT above +35°C

Oil cooler inlet duct – Check clear

L Transmission access door – Closed, secured

Air opening in access door – Clear

L Maintenance steps (3) – Closed

Oil cooler fan inlet screen – Clear

Oil cooler fan – Condition

Hydraulic pump – Condition, no leakage



NORMAL PROCEDURES


Rev. 0

Fuselage – left side (continued)

L Hydraulic compartment door – Closed, secured

Cockpit windshields, upper part – Condition, clean

Landing gear and step – Condition

L Fuel filler cap – Secured, locked

L Fuel filler access door – Closed

Vents and drainports (4) – Clear


L Fuselage – left side – Condition

Sliding door – Condition, function

Cockpit door – Condition , function

Copilot seat and safety belt – Condition

L For single pilot flights:Copilot’s safety belts

– Fastened, secured

OAT sensors (2, ADC/VAR NR) – Condition

NACA Cockpit air intake – Clear

Antenna on underside (if any) – Condition

Cabin – Nose area

Windshields, front and lower part – Condition, clean

L Pitot tubes (2) – Clear, condition

Windshield wipers – Condition

L Pedal areas – No foreign objects

Landing lights – Condition, retracted

L Fuselage bottom – Condition

4.3.3L Interior check

Baggage, cargo, loose items – Stowed, secured

Before flights in low temperature/high humidity conditions (effective defogging ofwindshields by means of bleed air heating required):

Air outlets aft cabin area – Fully closed



NORMAL PROCEDURES


Hand fire extinguisher – On board, check pressure

Hand lamp – On board

Passengers – Briefed

Seat and pedals – Adjust

Safety belts – Fasten, adjust

Overhead panel

All circuit breakers – In

All switches – OFF or NORM, priority NORM

Switch guards – Closed

Instrument panel

Instruments – Check

Clock – Check and set

All switches – OFF or NORM, priority NORM

Center console

Static pressure switch – Secured

Collective pitch levers

All switches – OFF or NORM, priority NORM;guarded if possible

Both twist grips – In OFF position



NORMAL PROCEDURES


Rev. 15

4.3.4L Pre-start check

CAUTION AFTER BAT MASTER SW SWITCHED ON, THE LOW ROTOR RPM AU-DIO TONE APPEARS. DO NOT PRESS RESET PB (CYCLIC) UNTIL THEEND OF CPDS TEST. PRESSING THE RESET PB LEADS TO AN AUTO-MATIC DELETION OF A POSSIBLE INP FAIL CAUTION.

BAT MSTR switch – ON and ENGAGE; CPDS test starts

NOTE Do not switch CPDS off during or after flight. However, if it was switched off:

1. CAD OFF pb – Press

2. VEMD OFF 1&2 pb – Press each in turn

NR/N2 instrument – Check full deflection

CAD – Check no INPUT FAIL message

NOTE If INP FAIL appears in conjunction with the appropriate caution(s), this cau-tion(s) will not be provided during flight. Abort pre-start check. Maintenance ac-tion is required.

Low NR–RPM audio tone and CAD – Check and reset

Lighting (position, anti collision,strobe and landing lights)

– Function

Before night flights

Instrument and utility lights – Function

Hand lamp – Function

TEST/DSPLY sw – W/U

Warning panel – All warning lights and single gong mustcome on.If test has been successfully completedgong will cease automatically and RPMaudio warning will be heard.If test was not successful single gongwill continue.

CAD – F PUMP JET must come on

TEST/DSPLY sw – CPDS

Display test image – Check

MASTER caution lights – Check flashing



NORMAL PROCEDURES


L Pre-start check (continued)

TEST FIRE 1 switch – EXT

CAD – FIRE EXT (sys 1 and sys 2) mustcome on; indicates the availability ofbottle 1 and bottle 2 for engine 1

TEST FIRE 1 switch – EXT WRN

Warning panel – FIRE (EMER OFF SW 1) must comeon; BOT 1, BOT 2 and EXT of sys 1come on

Headset – Aural warning signal must be heard

CAD – FIRE EXT (sys 1 and sys 2) must go off

– FIRE E TST (sys 1 and sys 2) mustcome on; indicates the activating testof bottle 1 and 2 for engine 1

TEST FIRE 1 switch – OFF

Repeat above fire ext test, system 2 using TEST FIRE 2 switch.

EMER SHED BUS sw (only for bat-tery start)

– ON

BAT HOR/EXIT sw – TEST

EMER BAT LED – Check green.The green LED can change to red dur-ing the test, if the red LED is immedi-ately on, the battery is empty and mustbe replaced.

CAD – Check HOR BAT caution indication on

Emer exit lights – Check on

FUEL PUMPS XFER (A and F) – ON, check caution (F PUMP AFT /FWD) off

FUEL PUMPS XFER (A and F) – OFF, check caution (F PUMP AFT /FWD) on

EMER SHED BUS sw – NORM and guarded



NORMAL PROCEDURES


Rev. 15

L Pre-start check (continued)

FUEL PRIME PUMPS (1 and 2) – ON, PRIME PUMP (sys1/sys2) cautionindication come on and both FUELPRESS caution indications go off

NOTE Operate prime pumps a minimum of 10 seconds before starting engines.

ACOL sw – ON

Instrument panel

OVSP FAIL (sys1/sys2) caution indi-cations

– Check on

CAD & VEMD brightness – Adjust as required

CPDS – Check units

VEMD – DC voltage – minimum 23.5 V

– IAS displayed in VNE field

– Select actual gross mass range forcorrect VNE–table selection

CAD fuel indication – Check quantity

Instruments – Check

CAUTION WHEN MAIN TRANSMISSION OIL TEMPERATURE IS BELOW –30_C THEFOLLOWING FLIGHT CONTROLS CHECK MUST BE PERFORMEDAFTER FIRST PERFORMING AN ENGINE GROUND RUN UNTIL THEMINIMUM MAIN TRANSMISSION OIL TEMPERATURE IS REACHEDFOLLOWED BY AN ENGINE SHUTDOWN (SEE PARA 4.4.2.1 OR 4.4.2.2)OTHERWISE THE MOVEMENT OF THE FLIGHT CONTROLSTHROUGHOUT FULL TRAVEL MAY CAUSE FLIGHT CONTROL DAMAGE.

Flight controls – Check free movement throughout fulltravel

Pedals – Parallel

Collective lever – Lock

FORCE TRIM REL sw – Press while making small cyclic inputsin all four directions. Check that nospring forces are present

Cyclic stick position – Check

Twist grips – Check free movement throughout normal range (from IDLE to FLIGHT)including IDLE stop function, thenset each twist grip in 0° position



NORMAL PROCEDURES


4.4 STARTING ENGINES

NOTE At engine start–up, the BAT DISCH caution indication may come on (in case ofbattery discharge).

4.4.1 Before starting engines

Fire guard (if available) – Posted

Rotor area – Clear

4.4.2 Starting first engine

CAUTION IMMEDIATELY ABORT START AND, IF INDICATED, PERFORMMAINTENANCE ACTION BEFORE RESTART FOR ANY OF THE

FOLLOWING:

D IGNITION DOES’NT TAKE PLACE WITHIN 15 SECONDS.

D TOT RISES ABOVE LIMITS(If start is aborted but TOT limits are not exceeded, wait 15 secondsafter N1 RPM has returned to zero before attempting restart. This per-mits excess fuel to drain from combustion chamber.)

D NO POSITIVE ENGINE OR TRANSMISSION OIL PRESSUREINDICATIONS UPON REACHING GROUND IDLE CONDITION -MAINTENANCE ACTION!

D N2 RPM AND ROTOR RPM NEEDLES ARE NOT MATCHED AFTERREACHING STABILIZED GROUND IDLE CONDITION - MAINTENANCEACTION!

ABORT START PROCEDURE

CAUTION DO NOT PERFORM ENGINE VENTILATION WITH FUEL VALVE CLOSED

Twist grip (affected engine) – OFF

ENG START sw (affected engine) – OFF

Engine ventilation – Perform

NOTE D Either engine may be started first.

D If, for any reason a starting attempt is discontinued, the entire startingsequence must be repeated from the beginning.


NORMAL PROCEDURES


Rev. 12

Starting first engine (continued)

CAUTION D DO NOT EXCEED STARTER DUTY CYCLE.

D MONITOR CLOSELY TOT (STARTING TRANSIENT BETWEEN 785°CAND 865°C FOR MAXIMUM 5 SECONDS).

D ALLOW N1 TO ACCELERATE CONTINUOUSLY IN THE 50%–65%RANGE.

NOTE Engine starting procedure should normally be completed within 20-60 seconds

EFFECTIVITY Only if cold weather kit P/N B854M2001051and Bleed air heating are installed:

4.4.2.1 Cold engine (engine oil temperature between –30_C and –40_C)

1. First limit indicator – Check square on TOT and start trianglesdisplayed (TOT–limitations for starting)

2. TWIST GRIP – Preselect 30°

3. ENG 1 or 2 START sw – START, simultaneously start stopwatch

4. TOT – Monitor, as soon as TOT increases, re-duce twist grip (to approx. 20°) and ad-just TOT by twist grip to approx. FLI 5 to6 (at approx. 700°C).

5. N1 – Check increase

6. N2/NRo increase – Monitor

7. Respective ENG 1 or 2 START sw – Check off at N1= 50%

8. Respective twist grip – Rotate to 70%$2% N1

9. Engine and XMSN oil pressure – Check positive indication

When the minimum engine oil temperature has been reached:

8. Respective twist grip – Rotate to FLIGHT IDLE

When the minimum transmission oil temperature has been reached:

10. Engine – Shutdown

Continue with pre–start check “Flight controls – Check free movement...” on page 4–14.

NOTE D During start, the engine oil pressure may exceed 5 bar

D Avoid prolonging operation in the range between 50% and 65% N1 (yellowunderlining).


NORMAL PROCEDURES


4.4.2.2 Cold engine (engine oil temperature below –40_C)


2. TWIST GRIP – Turn to flight idle, press idle stop buttonand turn twist grip back (approx. 8mm)until the idle stop button moves in com-pletely


4. TOT – Monitor, as soon as TOT increases, re-duce twist grip (to approx. 20°) and ad-just TOT by twist grip to approx. FLI 5 to6 (at approx. 700°C).






When the minimum engine oil temperature has been reached:

8. Respective twist grip – Rotate to FLIGHT IDLE

When the minimum transmission oil temperature has been reached:

10. Engine – Shutdown

Continue with pre–start check “Flight controls – Check free movement...” on page 4–14.



EFFECTIVITY All

4.4.2.3 Hot or cold engine (engine oil temperature down to –30_C)


2. TWIST GRIP – Preselect 20° (hot engine approx.18°)


4. TOT – Monitor, check increase (if necessaryadjust TOT using twist grip to approx. FLI5 to 6 at approx. 700°C).



NORMAL PROCEDURES


Rev. 15







Hydraulic check:

CAUTION D HYD TEST SW MUST NOT BE OPERATED DURING FLIGHT

D OBSERVE MAST MOMENT LIMITS DURING HYDRAULIC CHECK

FORCE TRIM REL sw – Press

Cyclic stick – Check unlocked

HYD TEST sw – S–1 and hold

– Check that HYD PRESS (sys 2) cautionindication comes on and pressure read-out (sys 2– VEMD) is underlined (yellow)

Perform small movements:

– Cyclic stick – Check mast moment indication and cor-rect operation

– Collective lever – Check correct operation

– Pedals – Check higher than normal forces

HYD TEST sw – S–2 and hold, check:

– Check that HYD PRESS (sys 1) cautionindication comes on pressure readout(sys 1– VEMD) is underlined (yellow)

Perform small movements:

– Cyclic stick – Check mast moment indication and cor-rect operation

– Collective pitch – Check correct operation

– Pedals – Check correct operation

HYD TEST sw – Release

EFFECTIVITY H/C up to S/N 9033 and before SB MBB BK117C-2-22-002; AFCS Retrofit Kit “2”

Cyclic trim system – Check function

EFFECTIVITY All


NORMAL PROCEDURES


4.4.3 Starting second engine

EFFECTIVITY If 27 Ah battery is installed

1. Ammeter – Operating generator, check below 100 A(battery start only)

EFFECTIVITY All

NOTE If the start of the first engine was aborted and successfully repeated, verify thatthe generator current is below 100 A before attempting to start the second en-gine (battery start only).

2. Start second engine following Starting first engine procedure above.

NOTE After starting engines, do not advance twist grips to FLIGHT until the minimum en-gine oil temperature has been reached.

3. STBY HOR sw – ON

4. INVERTER sw (if installed) – ON

5. AVIO MSTR sw’s – ON

6. Both PT/ST HTG sw’s – ON

7. Both FUEL PUMPS XFER sw’s – ON

8. Both FUEL PUMPS PRIME sw’s – OFF

9. EM/EX LIGHTS sw – ARM

10. Avionics – Check on and set

11. Instruments – Set and check


NORMAL PROCEDURES


Rev. 14

4.5 SYSTEM CHECKS

4.5.1 Ventilation

If OAT w +35_C, the ventilation must be set to maximum as follows:

PUSH FOR AIR lever – Push

VENTILATION CKPT rheostat – Set to HI

PAX BLW sw – ON

4.5.2 L Avionic checks

COMM/NAV equipment – ON and check

All other instruments and equipment – Check and set

4.5.3 Bleed air heating check

BLD HTG EMER/NORM sw – Check NORM

BLD HTG rheostat – Turn on – check green HEAT-ING advisory appears

BLD HTG rheostat – OFF – check green HEATINGadvisory disappears

4.5.4 L Miscellaneous checks

Optional equipment controls – Set as required

CAUTION WHEN AFCS IS NOT IN USE, THE BACKUP SAS MUST BE SWITCHEDOFF.



NORMAL PROCEDURES


4.5.5 Power check

Perform power check as required (see section 5)

4.6 L PRE-TAKEOFF CHECK

1. First limit indicator – Check start triangles are off and bleedvalve flag indicated

2. Twist grips – Rotate smoothly to FLIGHT

3. Cyclic stick – Check neutral position

4. Engine and XMSN indications – In the normal operating range

5. VAR NR sw – NORM mode

6. VAR NR caution indication – Check ON

7. Fuel quantity – Recheck

8. All warning lights and caution, CAD andVEMD indications (except VAR NRcaution indication)

– Check off

9. Standby horizon – Release cage button, check indication

10. Optional equipment controls – As required

11. Pilot/Copilot door – Check properly closed (green markingon the floor visible)

12. Collective lever – Unlock

4.7 L TAKEOFF CHECK

1. Hover flight – Perform

2. VAR NR caution indication – Check off

3. N2/Rotor RPM – Check in accordance with Table 1 shownbelow

4. FLI needles – Check synchronised, match if necessary

5. Hover power – Note

6. All warning lights and caution, CAD andVEMD indications

– Check off

Density Altitude [ft] t3600 3600 4305 5064 5837 6500 u6500

NRO [%] 101 101 101.7 102.3 103 103.5 103.5

S For values not shown in the table, interpolate linear

S Rotorspeed tolerance: 0.5%

Table 1 Rotorspeed versus Density Altitude



NORMAL PROCEDURES


Rev. 10

4.8 TAKEOFF

CAUTION AN OSCILLATION, WHICH COULD BE UNINTENTIONALLY INDUCED/ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED IN FLIGHTIN TURBULENT WEATHER CONDITIONS.IN CASE OF PIO/PAO, RELEASE COLLECTIVE LEVER MOMENTARILYAND INCREASE COLLECTIVE LEVER FRICTION.

Recommended takeoff procedure:

Hover – Perform with 3 ft skid height

Acceleration and climb – Start a slight nose down pitch rotationand increase power smoothly (ca. 0.5FLI more than hover power) so that thehelicopter gains speed and height. Ob-serve height–velocity–diagram as de-scribed in section 5

When reaching 50 KIAS – Maintain airspeed until reaching 50ftAGL, then accelerate to VY (65 kts) andclimb through 100ft AGL

NOTE At approx. 50 kts, the rotor speed will be adjusted automatically.

4.9 PRE-LANDING CHECK

1. All instruments – Check

2. All warning lights and caution, CADand VEMD indications

– Check

3. N2/NR – Check increase to min. 101% when air-speed below 55 KIAS.If NR does not increase, proceed ac-cording to VAR NR caution indication insection 3.

4.10 LANDING

4.10.1 Landing procedure in heavy turbulences

In heavy turbulences where fast collective movements may be necessary, the followinglanding procedure should be performed:

Landing area reconnaissance – Perform with 40 KIAS

VAR NR system NORM/MAN sw – Check in NORM mode

On downwind at 40 KIAS:

VAR NR system NORM/MAN sw – Select MAN mode

Rotorspeed – Check � 101%


NORMAL PROCEDURES


Approach – Perform

Torque – Synchronize if necessary

After landing:

VAR NR system NORM/MAN sw – Select NORM mode

4.10.2 Normal Landing procedure

CAUTION AN OSCILLATION, WHICH COULD BE UNINTENTIONALLY INDUCED/ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED DURINGRUNNING LANDINGS OR HARD VERTICAL LANDINGS.IN CASE OF PIO/PAO, RAPIDLY INCREASE OR DECREASE COLLEC-TIVE LEVER, WHATEVER THE SITUATION ALLOWS, UNTIL OSCILLA-TION HAS STOPPED.

Recommended landing procedure:

After reaching 50 ft AGL – Descent with 300ft/minvR/Dt500ft/minat 40 KIAS

Before touchdown – Establish flare attitude to reduce groundspeed and raise collective lever to cush-ion landing

Touchdown – Establish with zero groundspeed

Cyclic stick – Neutral position

Collective lever – Lock


NORMAL PROCEDURES


Rev. 6

4.11 ENGINE SHUTDOWN

NOTE D Check that ROTOR RPM warning light comes on with an intermittent audiosignal when the rotor RPM drops below 95%. If not, a logbook entry andmaintenance action are required.

D Check that ENG FAIL 1 and ENG FAIL 2 warning lights come on with a warninggong, when the N1 RPM of the engines drop below 50%. If not, a logbook entryand maintenance action are required.

D Set stopwatch for a minimum ground idle time of 30 seconds to allow theengines to cool.

CAUTION AFTER SINGLE ENGINE LANDING, WHEN EITHER MAX. CONTINUOUSPOWER OR 2.5 MINUTES POWER WAS APPLIED, A GROUND IDLE TIME

OF AT LEAST 3 MINUTES IS REQUIRED BEFORE SHUTDOWN.

1. Cyclic stick position – Check

2. Collective lever – Lock

3. Twist grips – IDLE (70% ± 2% N1), start stopwatch

4. All consumers – OFF, except anti collision sw

After 30 seconds at IDLE:

5. Both twist grips – OFF

NOTE Note gas producer deceleration time. The time required to decelerate from 30 to0% N1 should be approximately 40 seconds. If less than 30 seconds or abnormalnoises are heard, an engine inspection is required (refer to TURBOMECA ARRIEL1E2 maintenance manual).

6. TOT and N1 – Monitor decrease

When rotor has stopped:

7. Anti-collision light – OFF

8. VEMD – Check FLIGHT REPORT page

9. BAT MSTR switch – OFF

4.12 ENGINE VENTILATION

Respective twist grip – OFF

Respective ENG VENT sw – ON and hold; observe engine ventilationlimitations (Section 2, para 2.12.3)


NORMAL PROCEDURES


4.13 FLIGHT CHARACTERISTICS

4.13.1 Flight controls

CAUTION AVOID EXTREME CYCLIC STICK DISPLACEMENTS WHEN ON GROUNDWITH ROTOR TURNING.

During ground operations with rotor turning, the cyclic stick must remain in the neutral posi-tion and the collective pitch lever in the full down position; however, for functional test pur-poses, minimum control movements (not more than 3 cm from neutral) are allowed.

Avoid extreme pedal movements during ground operations.

4.13.2 Lateral control characteristics

WARNING AVOID STEEP RIGHT TURNS AT AIRSPEEDS BELOW 70 KIAS CLOSETO THE GROUND IN ORDER TO MAINTAIN SUFFICIENT LATERAL CON-TROL MARGIN FOR RECOVERY.

Lateral control characteristics of single-rotor helicopters are significantly influenced by for-ward speed (airspeed), bank angles and related g-loads.

During high load factor maneuvers at airspeeds below 70 KIAS the cyclic stick can reach theleft lateral stop before retreating-blade stall entry.

Reduction of the load factor and/or nose-left side slip will improve left lateral control margin.

4.13.3 Recommended maximum rate-of-descent during hover or low speed flight

Any descent during hover or low speed flight (up to 20 kt) should be performed with a descentrate of not more than 600 ft/min.

4.13.4 Low speed flight in heavy turbulences

VAR NR system NORM/MAN sw – Check in NORM mode

VIAS v 40 kt:

VAR NR system NORM/MAN sw – Select MAN mode

Rotorspeed – Check � 101%

Torque – Synchronize if necessary

When increasing VIAS u 40 kt:

VAR NR system NORM/MAN sw – Select NORM mode

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