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SIKORSKY S-76
PILOT TRAINING MANUAL
VOLUME 1
OPERATIONAL INFORMATION

FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the S-76 helicopter are taught at the following Flight-
Safety learning center:

Sikorsky Learning Center

3887 Southern Blvd.
West Palm Beach, Florida 33406-1431
(800) 769-6763

Copyright © 2000 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
 FOR TRAINING PURPOSES ONLY

NOTICE
The material contained in this training manual is based on infor-
mation obtained from the aircraft manufacturer’s Pilot Manuals
and Maintenance Manuals. It is to be used for familiarization
and training purposes only.

At the time of printing it contained then-current information. In

the event of conflict between data provided herein and that in
publications issued by the manufacturer or the FAA, that of the
manufacturer or the FAA shall take precedence.

We at FlightSafety want you to have the best training possible.

We welcome any suggestions you might have for improving this
manual or any other aspect of our training program.

FOR TRAINING PURPOSES ONLY

 CONTENTS
EXPANDED CHECKLIST

Walkaround

Normal Procedures

Abnormal Procedures

Emergency Procedures

LIMITATIONS

MANEUVERS AND PROCEDURES

WEIGHT AND BALANCE

PERFORMANCE

CREW RESOURCE MANAGEMENT

RECURRENT

Recurrent Syllabus
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SIKORSKY S-76 PILOT TRAINING MANUAL

EXPANDED CHECKLIST
GENERAL INFORMATION
INTRODUCTION
This section contains instructions and procedures for operating the helicopter
from the planning stage, through actual flight conditions, to securing the he-
licopter after landing.

Normal and standard conditions are assumed in these procedures. Pertinent

data in other sections is referenced when applicable.

The instructions and procedures contained herein are written for the purpose
of standardization and are not applicable to all situations.

OPERATING LIMITATIONS
The minimum and maximum limits, and the normal and cautionary operat-
ing ranges for the helicopter and its subsystems are indicated by instrument
markings and placards.

Anytime an operating limitation is exceeded, an appropriate entry shall be

made in the helicopter logbook. The entry shall state which limit was exceeded,
the duration of time, the extreme value attained, and any additional information
essential in determining the maintenance action required.

These instrument markings and placards represent careful aerodynamic cal-

culations that are substantiated by flight test data.

Refer to the Limitations Chapter for a detailed explanation of each operat-

ing limitation.

FLIGHT PLANNING
Each flight should be planned adequately to ensure safe operations and to pro-
vide the pilot with the data to be used during flight.

Essential weight and balance, and performance information should be com-

piled as follows:

• Check type of flight to be performed and destination.

• Select appropriate performance charts (Refer to the “Performance”

chapter in Volume 1 of the S-76 Pilot Training Manual).

FOR TRAINING PURPOSES ONLY EC-i

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Takeoff and Landing Data

Refer to the RFM Limitations Chapter for Takeoff and Landing Weight
Limits, and to the Performance Chapter for Takeoff and Landing Distance
Information.

Weight and Balance

Ascertain proper weight and balance of the helicopter as follows:

• Consult the Weight and Balance section of the Rotocraft Flight Man-
ual or the Weight and Balance Chapter in Volume 1 of the S-76 Pilot
Training Manual for instructions.

Compute takeoff and anticipated landing gross weight, check helicopter

(CG) locations, and ascertain weight of fuel, oil, payload, etc.

• Check that loading limitations listed in the Limitations Chapter have

not been exceeded.

PREFLIGHT/WALKAROUND
A preflight/walkaround by the pilot is required. Refer to the preflight/walka-
round sequence.

NOTE
The preflight/walkaround is not intended to be a de-
tailed mechanical inspection, but simply a guide to
help the pilot check the condition of the helicopter.
It may be made as comprehensive as conditions war-
rant at the discretion of the pilot.

EC-ii FOR TRAINING PURPOSES ONLY

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WALKAROUND
The following section is a pictorial walkaround on an
S-76. It shows each item called out in the exterior
power-off preflight inspection. The foldout pages at
the beginning and the end of the walkaround section
should be unfolded before starting to read.

The general location photographs do not specify every

checklist item. However, each item is portrayed on the
large-scale photographs that follow.

Revision .01 FOR TRAINING PURPOSES ONLY EC-1

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15 14 13 12 11 10 16 17
WALKAROUND
NOTE
Numbers followed by “A” are for S-76A only; “A+” are for S-76A+/A++
only; “B” are for S-76B only; “C” are for S-76C only; and “C+” are for
S-76C+ only.

34 33

7 8 5 6 1 2 3 4

32 24 23 19 20 21 22

1. ROTOR BRAKE—ROTOR BRAKE SWITCH ON, BATTERY

SWITCH ON, ROTOR BRAKE CAUTION LIGHT ON

31 30 29 28 27 26 9 59 57 60

24 23 25 20 22 19

34

1. ROTOR BRAKE (CONT)—MANUAL ROTOR BRAKE

OFF, HANDLE IN DETENT, BATTERY SWITCH ON

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2. COCKPIT INTERIOR—FUEL QUANTITY, BATTERY(IES)

SWITCH OFF, ROTOR BRAKE SWITCH RELEASED,
WINDSHIELD CLEAN, AIRCRAFT DOCUMENTS

3. PILOT DOOR—EXTERNAL LOCK UNLOCKED, DOOR

JETTISON HANDLE, LATCHES, HINGES, DOOR SEAL,
VENT WINDOW

FOR TRAINING PURPOSES ONLY EC-3

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4. CABIN DOOR—EXTERNAL LOCKS UNLOCKED, JETTISON

HANDLE, LATCHES, HINGES, DOOR SEAL

5. FLOAT INFLATION BOTTLE—PRESSURE

EC-4 FOR TRAINING PURPOSES ONLY

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6. CABIN INTERIOR—SEAT BELTS, FIRE EXTINGUISHER

7. RIGHT FUSELAGE—FUEL CAP, CABIN VENT

FOR TRAINING PURPOSES ONLY EC-5

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8. FUEL SUMP—DRAIN, AIRCRAFT BELLY, GENERAL

CONDITION

9. RIGHT BAGGAGE COMPARTMENT—DOOR LOCK,

SEALS, DOOR SWITCH, VISIBLE LINES, LOAD, PULL-
DOWN STEP

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10. RIGHT MAIN GEARBOX ACCESS—CHECK FORWARD

SERVO, SECOND-STAGE HYDRAULIC FLUID QUAN-
TITY INDICATOR; SECURE COWLING*

11. MAIN ROTOR HEAD—DAMPER RESERVOIR, BIFILARS, HUB

*NOTE:
IF AIRCRAFT HAS BEEN NONOPERATIONAL FOR MORE
THAN TWO HOURS IN FREEZING TEMPERATURES,
CHECK THAT FORWARD SERVO INPUT LINK MOVES
FREELY WITH NO RESTRICTIONS APPROXIMATELY
1/4 INCH.

FOR TRAINING PURPOSES ONLY EC-7

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12. MAIN ROTOR SYSTEM—BLADE TOP AND BOTTOM,

FLAP RESTRAINER, RETENTION BEARING, INNER
RACE, DAMPER

13. MAIN ROTOR SYSTEM (CONT)—DROOP STOP

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14. MAIN ROTOR SYSTEM (CONT)—PITCH-CHANGE HORN,

LINK, INBOARD DAMPER BOLT

15. MAIN ROTOR HEAD (CONT)—MAST, SPHERICAL

BEARING, SWASHPLATE, DUST BOOT

FOR TRAINING PURPOSES ONLY EC-9

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16. SECOND-STAGE HYDRAULIC ACCESS—CHECK

PRIORITY VALVE, FILTER INDICATORS, LINES, WIRES;
SECURE COWLING

17. (A/A+/A++) FLIGHT CONTROL COWLING OPEN—

CHECK CONDITION AND SECURITY;
SECURE COWLING

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17. (B/C/C+) FLIGHT CONTROL COWLING OPEN—CHECK

CONDITION AND SECURITY; SECURE COWLING

18. FIRST-STAGE HYDRAULIC AND LEFT MAIN GEARBOX

ACCESS—CHECK LEFT SIDE; SECURE COWLINGS*

*NOTE:
IF AIRCRAFT HAS BEEN NONOPERATIONAL FOR MORE
THAN TWO HOURS IN FREEZING TEMPERATURES,
CHECK THAT FORWARD SERVO INPUT LINK MOVES
FREELY WITH NO RESTRICTIONS APPROXIMATELY
1/4 INCH.

FOR TRAINING PURPOSES ONLY EC-11

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19. (A/A+/A++/C/C+) ENGINE OIL RESERVOIRS—PROPER

FLUID LEVEL; LATCHING MECHANISM
IS PROPERLY ENGAGED BEFORE
CLOSING ACCESS PANEL

19. (B) NO. 2 ENGINE OIL RESERVOIR—PROPER FLUID

LEVEL; LATCHING MECHANISM IS PROPERLY
ENGAGED BEFORE CLOSING ACCESS PANEL

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20. (A/A+/A++/C/C+) RIGHT ENGINE AIR INTAKE ACCESS—

MGB OIL LEVEL, MGB OIL FILTER
BYPASS, AC GENERATOR, OIL
COOLER DUCT BOOTS

20. (B) RIGHT ENGINE AIR INTAKE ACCESS—MGB OIL

LEVEL, MGB OIL FILTER BYPASS, OIL COOLER
BLOWER; SECURE OIL COOLER DUCT BOOTS
AND COWLING

FOR TRAINING PURPOSES ONLY EC-13

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21. (A) EXTERNAL ENGINE OIL FILTER—BYPASS INDICATOR

EC-14 FOR TRAINING PURPOSES ONLY

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22. (A) RIGHT ENGINE INLET AREA—CHECK ENGINE

INLET, OIL COOLER BLOWER, DRIVE SHAFT;
SECURE COWLING

FOR TRAINING PURPOSES ONLY EC-15

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22. (A+/A++/C/C+) RIGHT ENGINE INLET AREA—CHECK

ENGINE INLET, OIL COOLER
BLOWER,DRIVE SHAFT; SECURE
COWLING

22. (B) RIGHT ENGINE INLET AREA—ENGINE INLET,

DRIVE SHAFT, OIL FILTER, FUEL INDICATORS

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23. (A) NO. 2 ENGINE AREA—FUEL FILTER

23. (A) NO. 2 ENGINE AREA (CONT)—ENGINE OIL FILTER

FOR TRAINING PURPOSES ONLY EC-17

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23. (A+/A++/C/C+) NO. 2 ENGINE AREA—COMPRESSOR

BLEED VALVE, START INJECTOR
ELECTROVALVE

23. (A+/A++/C/C+) NO. 2 ENGINE AREA (CONT)—

STARTER GENERATOR, FUEL AND OIL
FILTER BYPASS INDICATORS,
DRIVESHAFT*

*NOTE:
FUEL AND FILTER BYPASS INDICATORS ARE LOCATED
ON LEFT SIDE OF ENGINE AND BEST CHECKED WHEN
NO. 1 SIDE IS CHECKED

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23. (B) NO. 2 ENGINE AREA—ENGINE AREA, FIRE BOT-

TLE, BOTH EECs

23. (B) NO. 2 ENGINE AREA (CONT)—ENGINE AREA, FIRE

BOTTLE, BOTH EECs

FOR TRAINING PURPOSES ONLY EC-19

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24. (A) REAR OF ENGINE—FIRE BOTTLE

24. (A+/A++/C/C+) REAR OF ENGINE—FIRE BOTTLES

LOCATED IN THE TAIL PYLON SECTION.
INSPECTED THROUGH AN OUTSIDE
INSPECTION PORT

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24. (A+/A++/C/C+) REAR OF ENGINE (CONT)—ENGINE OIL

COOLER BLOWER

24. (B) REAR OF ENGINE—AC GENERATOR

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25. (B) EAPS DOORS—CHECK POSITION; SECURE

COWLINGS

26. DRAIN/VENT CLUSTER—CHECK FOR LEAKS

EC-22 FOR TRAINING PURPOSES ONLY

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27. RIGHT MAIN GEAR—TIRE INFLATION, STRUT EX-

TENSION, LINES, BRAKE PADS

28. RIGHT MAIN GEAR (CONT)—DOOR AND GEAR

ACTUATOR, FLOAT BAGS

FOR TRAINING PURPOSES ONLY EC-23

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29. FLOAT INFLATION BOTTLE—PRESSURE

30. LANDING GEAR CONTROL VALVE—CONDITION,

LOCKOUT INDICATION

EC-24 FOR TRAINING PURPOSES ONLY

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31. LOCKPIN—REMOVE

32. ECU INTAKE AND EXHAUST—UNOBSTRUCTED

FOR TRAINING PURPOSES ONLY EC-25

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33. TAIL CONE—STATIC PORTS, ANTENNAS, GENERAL

CONDITION, LOWER SURFACE FOR SCRAPES

34. (A/A+/A++) HORIZONTAL STABILIZER—POSITION

LIGHTS, INTERMEDIATE GEARBOX SIGHT
GAGE AND AIR INLET

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34. (B/C/C+) HORIZONTAL STABILIZER—POSITION LIGHTS,

INTERMEDIATE GEARBOX SIGHT GAGE AND
AIR INLET, GURNEY FLAP

35. TAIL ROTOR—HEAD, BLADES, GEARBOX OIL LEVEL,

ANTICOLLISION LIGHTS, POSITION LIGHT

FOR TRAINING PURPOSES ONLY EC-27

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36. (B/C/C+) HORIZONTAL STABILIZER—POSITION LIGHTS,

INTERMEDIATE GEARBOX AIR INLET

37. TAIL CONE—STATIC PORTS, ANTENNAS, GENERAL

CONDITION

EC-28 FOR TRAINING PURPOSES ONLY

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38. FIRE BOTTLE DISCHARGE INDICATOR—IN PLACE

38. (A+/A++/C/C+) FIRE BOTTLE INSPECTION PORT/FIRE

BOTTLE DISCHARGE INDICATOR—FIRE
BOTTLE PROPERLY SERVICED,
DISCHARGE INDICATOR IN PLACE

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39. LEFT MAIN GEAR—TIRE INFLATION, STRUT INFLA-

TION, LINES, ACTUATOR, BRAKE PADS

40. LEFT MAIN GEAR (CONT)—CHECK FLOAT BAG,

INFLATION BOTTLE; REMOVE LOCKPIN

EC-30 FOR TRAINING PURPOSES ONLY

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41. DRAIN/VENT CLUSTER—CHECK FOR LEAKS

42. (A/B) LEFT BAGGAGE COMPARTMENT—SMOKE DE-

TECTOR, DOORLOCK, SEALS, DOOR SWITCH,
VISIBLE LINES, LOAD

FOR TRAINING PURPOSES ONLY EC-31

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42. (A+/A++/C/C+) LEFT BAGGAGE COMPARTMENT

(CONT)—SMOKE DETECTOR,
DOORLOCK, SEALS, DOOR SWITCH,
VISIBLE LINES, LOAD, OVERSPEED
CONTROL UNIT

43. (B) NO. 1 ENGINE OIL RESERVOIR—PROPER FLUID

LEVEL; DOOR SECURED

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44. (A) LEFT ENGINE INTAKE ACCESS—OIL COOLER

DUCT BOOTS, ROTOR BRAKE MODULE, ROTOR
BRAKE PUCKS, DISC CLEARANCE (2), EXTERNAL
OIL FILTER

44. (A+/A++/C/C+) LEFT ENGINE INTAKE ACCESS—OIL

COOLER DUCT BOOTS, ROTOR
BRAKE PUCKS AND ACCUMULATOR

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44. (B) LEFT OIL COOLER BLOWER ACCESS—CHECK

OIL COOLER BLOWER, OIL COOLER DUCT BOOTS,
ROTOR BRAKE PUCKS AND ACCUMULATOR;
SECURE COWLING

EC-34 FOR TRAINING PURPOSES ONLY

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45. (A) LEFT ENGINE INLET AREA—ENGINE INLET,

OIL COOLER BLOWER, DRIVE SHAFT; SECURE
COWLING

FOR TRAINING PURPOSES ONLY EC-35

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45. (A+/A++/C/C+) LEFT ENGINE INLET AREA—ENGINE

INLET, OIL COOLER BLOWER, DRIVE
SHAFT; SECURE COWLING

45. (B) LEFT ENGINE INLET AREA—DRIVE SHAFT, OIL

FILTER, FUEL FILTER

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46. (A) NO. 1 ENGINE AREA—CHECK FUEL FILTER, OIL

FILTER, FIRE DETECTORS; SECURE COWLING

46. (A+/A++/C/C+) NO. 1 ENGINE AREA—CHECK FUEL

FILTER, OIL FILTER, FIRE DETECTORS;
SECURE COWLING

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46. (B) NO. 1 ENGINE AREA—CHECK ENGINE INLET,

ENGINE GENERAL, BOTH EEC’S, FIRE BOTTLE;
SECURE COWLING

47. LEFT FUSELAGE—FUEL CAP, CABIN VENT, GENERAL

CONDITION

EC-38 FOR TRAINING PURPOSES ONLY

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48. LEFT CABIN DOOR—EXTERNAL LOCKS, JETTISON

HANDLE, LATCHES, HINGES, DOOR SEAL

49. CABIN INTERIOR—SEAT BELTS, CONDITION, FIRE

EXTINGUISHER

FOR TRAINING PURPOSES ONLY EC-39

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50. COPILOT’S DOOR—EXTERNAL LOCK UNLOCKED, DOOR

JETTISON HANDLE, LATCHES, HINGES, DOOR SEAL

51. COCKPIT INTERIOR (CONT)—SEAT BELTS, FLOAT

BOTTLE, FIRE EXTINGUISHER

EC-40 FOR TRAINING PURPOSES ONLY

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52. COCKPIT INTERIOR (CONT)—NOSEWHEEL LOCK-

PIN REMOVED

53. ELECTRICAL COMPARTMENT (LEFT)—CONDITION

FOR TRAINING PURPOSES ONLY EC-41

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54. WINDSHIELD AND WIPERS—CONDITION

55. (A/B) PITOT TUBES—CONDITION

EC-42 FOR TRAINING PURPOSES ONLY

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55. (A+/A++/C/C+) PITOT TUBES AND N 1 TEMPERATURE

PROBE—CONDITION

56. NOSE GEAR—FLOTATION PANELS, CONTROLLABLE

SEACHLIGHT, NOSEWHEEL IN TRAIL, DOOR AND
GEAR ACTUATOR RODS PROPERLY ATTACHED,
FLUID LEAKAGE

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57. ELECTRICAL COMPARTMENT (RIGHT)—CONDITION

58. EMERGENCY BLOWDOWN BOTTLE—PRESSURE

EC-44 FOR TRAINING PURPOSES ONLY

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44 45 46 38

52 51 50 49 48 47 42 39 40 41 37 36 35

55 54 17 18
59. OAT SOURCE—CONDITION

56 53

45 44 46

60. MAIN ROTOR BLADE—POSITION 45° OFF NOSE,

GENERAL CONDITION, TIPCAP FOR CONDITION AND
SECURITY, BLADE UPPER AND LOWER SURFACES
FOR RAISED SKIN INDICATIVE OF DISBOND

43

FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY EC-45

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Refer to Section II of the appropriate

S-76 Rotocraft Flight Manual.
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Refer to Section III of the appropriate

S-76 Rotocraft Flight Manual.
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LIMITATIONS
CONTENTS
Page
S-76A LIMITATIONS ..................................................................... LIM-1
General.................................................................................... LIM-1
Weight Limits ......................................................................... LIM-1
CG (Center-of-Gravity) Limits............................................... LIM-2
Loading Limits ....................................................................... LIM-2
Operating Limits..................................................................... LIM-2
Airspeed Limits ...................................................................... LIM-3
Altitude Limits........................................................................ LIM-4
Ambient Temperature Limits.................................................. LIM-4
Flight Limits ........................................................................... LIM-4
Sliding Cabin Door Limits ..................................................... LIM-6
Flotation System Limits.......................................................... LIM-6
External Cargo Hook Limits................................................... LIM-6
Utility Hoist Limits................................................................. LIM-7
S-76A+/A++ LIMITATIONS........................................................... LIM-8
General.................................................................................... LIM-8
Weight Limits ......................................................................... LIM-9
CG (Center-of-Gravity) Limits............................................. LIM-10
Loading Limits ..................................................................... LIM-10
Operating Limits................................................................... LIM-10
Airspeed Limits .................................................................... LIM-11
Altitude Limits ..................................................................... LIM-12
Ambient Temperature Limits ............................................... LIM-12
Flight Limits ......................................................................... LIM-12
Sliding Cabin Door Limits ................................................... LIM-13
Flotation System Limits ....................................................... LIM-14
External Cargo Hook Limits ................................................ LIM-14
Utility Hoist Limits .............................................................. LIM-15

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S-76B LIMITATIONS ................................................................... LIM-16

General ................................................................................. LIM-16
Weight Limits....................................................................... LIM-17
CG (Center-of-Gravity) Limits............................................. LIM-17
Loading Limits ..................................................................... LIM-17
Operating Limits................................................................... LIM-18
Airspeed Limits .................................................................... LIM-19
Altitude Limits ..................................................................... LIM-19
Ambient Temperature Limits ............................................... LIM-19
Flight Limits ......................................................................... LIM-20
Sliding Cabin Door Limits ................................................... LIM-21
Flotation System Limits ....................................................... LIM-21
External Cargo Hook Limits ................................................ LIM-21
Utility Hoist Limits .............................................................. LIM-22
S-76C/C+ LIMITATIONS ............................................................. LIM-23
General ................................................................................. LIM-23
Weight Limits....................................................................... LIM-24
CG (Center-of-Gravity) Limits............................................. LIM-24
Loading Limits ..................................................................... LIM-24
Operating Limits................................................................... LIM-24
Airspeed Limits .................................................................... LIM-26
Altitude Limits ..................................................................... LIM-26
Ambient Temperature Limits ............................................... LIM-26
Flight Limits ......................................................................... LIM-26
Sliding Cabin Door Limits ................................................... LIM-27
Flotation System Limits ....................................................... LIM-28
External Cargo Hook Limits ................................................ LIM-28
Utility Hoist Limits .............................................................. LIM-29
FUEL SYSTEM............................................................................. LIM-30
Crossfeed .............................................................................. LIM-30
Loading................................................................................. LIM-30
Airspeed................................................................................ LIM-30

LIM-ii FOR TRAINING PURPOSES ONLY

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ICE AND RAIN PROTECTION ................................................... LIM-31

POWERTRAIN.............................................................................. LIM-31
S-76A/A+/A++ Main Gearbox and Rotor Limitations
(9500 Series Gearbox).......................................................... LIM-31
S-76B/C/C+ Main Gearbox and Rotor Limitations ............. LIM-33
HYDRAULIC POWER SYSTEM................................................. LIM-34
Hydraulic Pressure ............................................................... LIM-35
FLIGHT CONTROL LIMITATIONS............................................ LIM-35
SPZ-7000 System Limitations.............................................. LIM-35
SPZ-7600 System Limitations.............................................. LIM-36

Revision .01 FOR TRAINING PURPOSES ONLY LIM-iii

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LIMITATIONS
S-76A LIMITATIONS
GENERAL
Limitations depicted herein are current up to Revision 49, Part 1, and Revi-
sion 28, Part 2, of the S-76A RFM.

NOTE
Compliance with the limitations in Part 1, Section 1,
of the RFM is required by law.

The limitations presented in this chapter focus primarily on the operational

capabilities of the aircraft. Specific system limitations are provided in the in-
dividual systems’ chapters with the exception of instrument markings which
are represented in this chapter. Refer to the FAA-approved Rotorcraft Flight
Manual (RFM) for complete limitations listings.

Note that instrument marking limitations are grouped by type of instrument,

not aircraft model. The instrument markings for both models are listed with
at least one representative photograph shown for each instrument.

WEIGHT LIMITS
Maximum takeoff and landing weight is 10,500 pounds (4,763 kilograms).

NOTE
When operated at gross weight above 10,300 pounds,
the helicopter must comply with Revision 14 of the
Airworthiness Limitations section, dated May 14,
1985, or subsequent FAA-approved revisions of the
Airworthiness Limitations and Inspection Require-
ments Manual SA 4047-76-2-1.

This helicopter is to be operated using the approved loading schedule. Refer

to the Loading Information in Part 2 of the RFM.

For minimum operating weight, refer to Figure 1-3 of the RFM.

Category A Operations
See Figure 1-1 of the RFM for variation of allowable takeoff gross weight with
altitude and temperature.

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Category B Operations
See Figure 1-2 of the RFM for variation of allowable takeoff gross weight with
altitude and temperature.

CG (CENTER-OF-GRAVITY) LIMITS
See Figure 1-3 of the RFM for forward and after center-of-gravity limits at
various gross weights.

Lateral CG limits: left or right 3 1/2 inches (89 mm); left or right 4 1 / 2 inches
(114 mm) with hoist load attached, hover only.

LOADING LIMITS
Maximum allowable cabin floor loading is 75 pounds per square foot (366
kg per square meter).

The maximum allowable floor loading for the baggage compartment is 75

pounds per square foot (366 kg per square meter) for weights up to the max-
imum compartment capacity of 600 pounds (272 kg).

OPERATING LIMITS
Type of Operation
Category A and B
Transport

Land

Day, Night, VFR

Day, Night, IFR. The helicopter is not considered airworthy for operation under
instrument meteorological conditions (IMC) unless the following equipment
is installed and operating:

1. AFCS (minimum requirement is for one operative pitch, roll, and

yaw channel)

2. Copilot flight controls and flight instruments

3. AC generator electrical power system

4. Dual 5-inch vertical gyro indicators or equivalent

5. C-14A compass system

6. Cyclic stick trim

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7. An operative navigation and communication system that has demon-

strated compliance with the pertinent airworthiness regulations and
also meets the requirements of the applicable operating regulations.

Overwater operations provided that the emergency flotation gear, P/N 76067-
020002, and suitable lifesaving equipment (life jackets, rafts, etc.) as required
by the operating rules and FAR 29.1411, 29.1415, and 29.1561 are installed.

Category B Rotorcraft—External Load Combinations

Class B external loads

NOTE
A Class B external load is an external load that can
be jettisoned and is lifted free of land or water dur-
ing rotorcraft operation.

Minimum Flight Crew

Visual meteorological conditions—One pilot. (single pilot operations not
permitted from left seat.)

NOTE
Aircraft SN. 760001 and 760002 require installation
of E.O. 72859 against 76550-02001 and E.O. 71195
against 76080-45010 to be eligible for one-pilot
operation.

Instrument meteorological conditions—Two pilots. Both pilots must be cur-

rently qualified for helicopter instrument flight.

For training flights, the cognizant FAA inspector may amend these requirements.

AIRSPEED LIMITS
NOTE
The S-76A uses Aero Mechanisms Part No. 8502C-
S 2 0 LW, A e r o s o n i c Pa r t N o . 2 0 0 2 0 - 1 1 1 9 0 , o r
Aerosonic Part No. 20020-11293 airspeed indicator.

V NE power on maximum airspeed is 155 KIAS.

See V NE placard (Figure 1-7 of the RFM) for variation of V NE gross weight,
temperature, and pressure altitude.

V NE power takeoff is 141 KIAS. See V NE placard (Figure 1-7 of the RFM) for
variation of V NE with temperature and pressure altitudes.

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Minimum IMC airspeed is 60 KIAS.

Maximum airspeed during OEI operations with N R below 100% is the best
rate-of-climb speed.

With usable fuel per tank indicating 80 pounds or less, maximum allowable
airspeed is 126 KIAS.

Maximum airspeed with landing gear down or in transit is 130 KIAS.

Maximum airspeed with windshield wiper operation is 141 KIAS.

Maximum groundspeed for landing, takeoff, or taxi is 40 knots.

Maximum groundspeed for brake application is 34 knots.

Minimum IMC airspeed is 60 KIAS (AFCS Phase II).

Minimum IMC airspeed is 50 KIAS (AFCS Phase III).

Steepest demonstrated approach gradients (AFCS Phase III):

• 7.5˚ at 60 and 80 KIAS

• 6.5˚ at 60 to 125 KIAS

(DAFCS)

• 7.5˚ at 60 to 130 KIAS

ALTITUDE LIMITS
Takeoff and landing: 6,900 feet density altitude.

11,000 feet density altitude for helicopters modified by kit P/N 76070-30005
to relocate engine inlet temperature sensor.

Enroute: 15,000 feet density altitude

AMBIENT TEMPERATURE LIMITS

–34.4˚C (–30˚F) to ISA +36.7˚ C not to exceed 48.9˚C (120˚F).

FLIGHT LIMITS
See Figure 1-4 of the RFM for altitude and airspeeds to be avoided at low al-
titude in case of engine failure.

No aerobatic maneuvers allowed.

360˚ hovering turns in less than 12 seconds prohibited.

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Flight in known icing conditions prohibited.

Maximum airspeed for sideward flight or crosswind hover is 35 knots, up to

and including 6,900 feet density altitude. Maximum airspeed for sideward flight
or crosswind hover is 17 knots, from 6,900 feet up to and including 11,000
feet density altitude.

Maximum airspeed for rearward flight or tailwind hover is 35 knots, up to and

including 6,900 feet density altitude. Maximum airspeed for rearward flight
or tailwind hover is 17 knots, from 6,900 feet up to and including 11,000 feet
density altitude.

Do not reengage a particular AFCS channel after a known malfunction exists

in that particular channel.

Flight in falling or blowing snow is prohibited unless aircraft is fitted with

snow protection kit P/N 76080-30008 or P/N 76076-30006-012 and a satis-
factory functional check has been performed.

Flight in falling and blowing snow with EAPS installed is prohibited.

Cockpit ventilation must be provided by any of the following:

1. Overhead vents

2. Pilot’s window

3. Heater window

4. Heater bleed air

5. ECU

Fuel crossfeed operation is limited to:

1. Fuel crossfeed operation is prohibited in flight except in strict ac-

cordance with the emergency procedure, Fuel Crossfeed after Engine
Failure section of the RFM.

2. Fuel crossfeed operation with vent line check valves (kit P/N 76070-
30029-011) installed is limited to:

a. Category A—Emergency operation only

b. Category B—Cruising flight only

Engine ANTI-ICE on at +2˚ and below, with visible moisture.

External door locks must be unlocked before flight.

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SLIDING CABIN DOOR LIMITS

Right sliding cabin door, unless modified by kit P/N 76070-20015-011, must
be closed for all flight operations.

Left sliding cabin door and right sliding cabin door modified by kit P/N
76070-20015-011, may be opened for flight operations with these restrictions:

• Maximum airspeed for opening and closing sliding cabin door in

flight is 50 KIAS and is limited to level flight or descent.

• Maximum airspeed with sliding cabin door in full open and locked po-
sition is 74 KIAS.

• IMC flight is prohibited with sliding cabin door open.

• An operable flashlight must be available in the cabin if the sliding door

is to be opened in flight at night.

FLOTATION SYSTEM LIMITS

Maximum airspeed for inflation of the emergency flotation gear is 75 KIAS.

Maximum airspeed with emergency flotation gear inflated is 75 KIAS.

Maximum water contact speed with emergency flotation system inflated is

33 knots.

Landing gear must be down prior to float inflation.

Maximum demonstrated airspeed for sideward flight or crosswind hover is

20 knots.

Maximum pressure altitude with emergency flotation gear inflated is 5,000 feet.

EXTERNAL CARGO HOOK LIMITS

External hook operations must be conducted by a qualified flight crew under
the provisions of the operating rules for rotorcraft external load operations
for loads that are jettisonable and are lifted free of the surface (Class B loads).
Normal operations are permitted with the external cargo hook installed, but
not used.

The height-velocity diagram in the RFM does not constitute a limitation when
conducting rotorcraft external-load operations.

Weight Limits
Maximum weight of the external cargo is 3,300 pounds (1,500 kg).

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Airspeed Limits
Maximum airspeed with an external cargo weight of 1,900 pounds (863.6 kg)
or less is 136 KIAS.

Maximum airspeed must be reduced with increases in external cargo weight.

Refer to Figure 1-4A of the RFM.

NOTE
It should be noted that operational use of the cargo
sling is a highly specialized industrial procedure.
Extreme caution must be taken to be sure that the loads
carried and the speed range throughout which oper-
ation is intended do not adversely affect the con-
trollability characteristics of the helicopter. It is the
responsibility of the operator to establish safe and
sound limitations for each operation.

NOTE
The external cargo hook is located forward of the main
rotor shaft. Releasing a load will cause the aircraft
to pitch nose up.

UTILITY HOIST LIMITS

Utility hoist operations must be conducted by a qualified flight crew under
the provisions of the operating rules for rotorcraft external load operations
for loads that are jettisonable and are lifted free of the surface (Class B loads).
Normal operations are permitted with the utility hoist installed, but not used.

NOTE
It should be noted that operational use of the utility
hoist is a highly specialized procedure. Extreme cau-
tion must be taken to be sure that the loads carried
and the speed range throughout which operation is
intended do not adversely affect the controllability
characteristics of the helicopter. It is the responsibility
of the operator to establish safe limitations for
each operation.

The height-velocity diagram in the RFM does not constitute a limitation when
conducting rotorcraft-utility hoist operations.

A cabin intercom system with operational “hot mike” capability is required

for hoist operations in which loads are brought into or out of the cabin.

The last 20 feet of hoist cable (colored red) is unusable.

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Weight Limits
The maximum utility hoist load is 600 pounds (272 kg).

The maximum weight of the rotorcraft external-load combination is 10,500

pounds (4,763 kg).

Maximum baggage compartment load is limited to 600 pounds (272 kg). The
weight to the left (port) or right (starboard) of the centerline of the baggage
compartment should not be over 300 pounds (136 kg).

The hoist load may be restricted by lateral loading limits. See Hoist Loading
Information, Part 2, Section III of the RFM.

Minimum Flight Crew

Minimum flight crew for utility hoist operations is:

1. Two pilots, and a hoist operator in communication with the pilots.

or

2. One pilot and a hoist operator in communication with the pilot if the
hoist configuration includes a collective mounted hoist up/down
switch in addition to the cabin mounted provisions.

Airspeed Limits
With a load on the utility hoist, the maximum airspeed for sideward flight or
crosswind is 30 knots.

With load on the utility hoist, the maximum airspeed in forward flight may
be restricted by stability of the load and is not to exceed 74 KIAS.

S-76A+/A++ LIMITATIONS
GENERAL
Limitations depicted herein are current up to Revision 14 (Supplement No. 29)
of the S-76A+/A++ RFM.

NOTE
Compliance with the limitations in Part 1, Section 1,
of the RFM is required by law.

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The limitations presented in this chapter focus primarily on the operational

capabilities of the aircraft. Specific system limitations are provided in the in-
dividual systems’ chapters with the exception of instrument markings which
are presented in this chapter. Refer to the FAA-approved Rotorcraft Flight
Manual (RFM) for complete limitations listings.

Note that instrument marking limitations are grouped by type of instrument,

not aircraft mode. The instrument markings for both models are listed with
at least one representative photograph shown for each instrument.

WEIGHT LIMITS
Maximum takeoff and landing weight is 10,800 pounds (4,898 kg) for aircraft
serial number 760364 and subsequent.

Maximum takeoff and landing weight is 10,800 pounds (4,898 kg) for aircraft
prior to serial number 760364 when modified by kit number 76070-20100.

Maximum takeoff and landing weight is 10,500 pounds (4,763 kg) for all other
aircraft.

NOTE
Prior to operating at gross weights between 10,300
and 10,500 pounds, the helicopter must comply with
Revision 14 of the “Airworthiness Limitations” sec-
tion, dated May 14, 1985, or subsequent FAA-ap-
proved revisions of the Airworthiness Limitations
and Inspection Requirements Manual SA 4047-76-
2-1.

When operating above 10,500 pounds, the helicopter

must comply with Supplement No. 1 to Airworthiness
Limitations and Inspection Requirements Manual
SA4047-76-2-1, dated Oct. 31, 1989, or subsequent
FAA-approved revisions.

This helicopter is to be operated using the approved loading schedule. Refer

to “Loading Information”, in Part 2 of the RFM.

NOTE
The V NE placards on the instrument panel are anno-
tated to specify if the aircraft is equipped with a
09600 series main gearbox.

Category A Operations
See Figures Part 1, Section I of the RFM inclusive for variation of maximum
takeoff and landing gross weight with altitude and temperature. Select the ap-
propriate chart that reflects the installed main gearbox and intended EAPS
and anti-ice combination.

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Category B Operations
See Figures Part 1, Section I of the RFM inclusive for variation of maximum
takeoff and landing gross weight with altitude and temperature. Select the ap-
propriate chart that reflects the installed main gearbox and intended EAPS
and anti-ice combination.

CG (CENTER-OF-GRAVITY) LIMITS
See Figure 1-3 of the RFM for forward and aft center of gravity limits at var-
ious gross weights.

Lateral CG limits: left or right 3 1 / 2 inches (89 mm) up to 10,500 pounds gross
weight; left or right 2 1/2 inches (63.5 mm) above 10,500 pounds
gross weight.

LOADING LIMITS
Maximum allowable cabin floor loading is 75 pounds per square foot (366
kg per square meter).

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

OPERATING LIMITS
Types of Operation
Category A and B
Transport

Day, Night VFR

Day, Night, IFR. The helicopter is not considered airworthy for operation under
instrument meteorological conditions (IMC) unless the following equipment
is installed and operating:

1. AFCS (minimum requirement is for one operative pitch, roll, and

yaw channel)

2. Copilot flight controls and flight instruments

3. AC generator electrical power system

4. Dual 5-inch vertical gyro indicators or equivalent

5. C-14A compass system

6. Cyclic stick trim

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7. An operative navigation and communication system that has demon-

strated compliance with the pertinent airworthiness regulations and
also meets the requirements of the applicable operating regulations.

Overwater operations provided that the emergency flotation gear, P/N 76076-
02002, and suitable lifesaving equipment (life jackets, rafts, etc.) as required
by the operating rules and FAR 29.1411, 29.1415, and 29.1561 are installed.

Category B Rotorcraft—External Load Combinations

Class B external loads

NOTE
A Class B external load is an external load that can
be jettisoned and is lifted free of land or water dur-
ing rotorcraft operation.

Minimum Flight Crew

Visual meteorological conditions—One pilot. (Single-pilot operations are not
permitted from left seat.)

NOTE
Aircraft SN. 760001 and 760002 require installation
of E.O. 72859 against 76550-02001 and E.O. 71195
against 76080-45010 to be eligible for one-pilot
operation.

Instrument meteorological conditions—Two pilots. Both pilots must be cur-

rently qualified for helicopter instrument flight.

For training flights, the cognizant FAA inspector may amend these requirements.

AIRSPEED LIMITS
NOTE
The S-76A+ uses Aero Mechanisms Part No. 8502C-
S 2 0 LW, A e r o s o n i c Pa r t N o . 2 0 0 2 0 - 1 1 1 9 0 , o r
Aerosonic Part No. 20020-11293 airspeed indicator.

NOTE
For S-76A++ Category A operation, the airspeed in-
dicator must be equipped with a Qualitair P/N 702C-
000-41 airspeed bug.

V NE power on (maximum airspeed) is 155 KIAS.

See V NE placard in the RFM for variation of V NE gross weight, temperature,
and pressure altitude.

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V NE power off is 141 KIAS. See V NE placard in the RFM for variation of V NE
with temperature and pressure altitude.

Minimum IMC airspeed is 60 KIAS.

Maximum airspeed during OEI operations with N R below 100% is the best
rate-of-climb speed.

With usable fuel per tank indicating 80 pounds or less, avoid sustained nose-
down pitch attitudes in excess of 5˚ nose low.

Maximum airspeed with landing gear down or in transit is 130 KIAS.

Maximum airspeed with windshield wiper operation is 141 KIAS.

Maximum groundspeed for landing, takeoff, or taxi is 40 knots.

Maximum groundspeed for brake application is 34 knots.

Steepest demonstrated approach gradients:

• 7.5˚ at 60 and 80 KIAS

• 6.5˚ at 60 to 125 KIAS

ALTITUDE LIMITS
Takeoff and landing: 11,000 feet density altitude.

CAUTION
When operating above 4,000 feet density altitude at
gross weights above 10,500 pounds, N R must be set
to 107% for airspeeds greater than best rate of climb.

The altitude-temperature combination of the power

on V NE placard showing values less than 155 KTS
must be considered to be 4,000 feet density altitude
or greater.

AMBIENT TEMPERATURE LIMITS

–34.4˚C (–30˚F) to ISA +36.7˚ C not to exceed 48.9˚C (120˚F).

FLIGHT LIMITS
See Figure 1-4 of the RFM for altitude and airspeeds to be avoided at low al-
titude in case of engine failure.

No aerobatic maneuvers allowed.

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360˚ hovering turns in less than 12 seconds prohibited.

Flight in known icing conditions prohibited.

Maximum airspeed for sideward flight or crosswind hover is 35 knots, up to

and including 6,900 feet density altitude. Maximum airspeed for sideward flight
or crosswind hover is 17 knots, from 6,900 feet up to and including 11,000
feet density altitude.

Maximum airspeed for rearward flight or tailwind hover is 35 knots, up to and

including 6,900 feet density altitude. Maximum airspeed for rearward flight
or tailwind hover is 17 knots, from 6,900 feet up to and including 11,000 feet
density altitude.

Do not reengage a particular AFCS channel after a known malfunction exists

in that particular channel.

Flight in falling or blowing snow is prohibited unless aircraft is fitted with

snow protection kit P/N 76080-30008 or P/N 76076-30006-012 and a satis-
factory functional check has been performed.

Flight in falling and blowing snow with EAPS installed is prohibited.

Cockpit ventilation must be provided by any of the following:

1. Overhead vents

2. Pilot’s window

3. Heater blower

4. Heater bleed air

5. ECU

Fuel crossfeed operation is limited to:

1. Fuel crossfeed operation is prohibited in flight except in strict ac-

cordance with the emergency procedure, Fuel Crossfeed after Engine
Failure section of the RFM.

2. Fuel crossfeed operation with vent line check valves (kit P/N 76070-
30029-011) installed is limited to:

a. Category A—Emergency operation only

b. Category B—Cruising flight only

Engine ANTI-ICE on at +2˚ and below, with visible moisture.

External door locks must be unlocked before flight.

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SLIDING CABIN DOOR LIMITS

Right sliding cabin door, unless modified by kit P/N 76070-20015-011, must
be closed for all flight operations.

Left sliding cabin door and right sliding cabin door modified by kit P/N 76070-
20015-011 may be opened for flight operations with these restrictions:

Maximum airspeed for opening and closing sliding cabin door in

flight is 50 KIAS and is limited to level flight or descent.

Maximum airspeed with sliding cabin door in full open and locked po-
sition is 74 KIAS.

IMC flight is prohibited with sliding cabin door open.

An operable flashlight must be available in the cabin if the sliding door

is to be opened in flight at night.

FLOTATION SYSTEM LIMITS

Maximum airspeed for inflation of the emergency flotation gear is 75 KIAS.

Maximum airspeed with emergency flotation gear inflated is 75 KIAS.

Maximum water contact speed with emergency flotation system inflated is

33 knots.

Landing gear must be down prior to float inflation.

Maximum demonstrated airspeed for sideward flight or crosswind hover is

20 knots.

Maximum pressure altitude with emergency flotation gear inflated is 5,000 feet.

EXTERNAL CARGO HOOK LIMITS

External hook operations must be conducted by a qualified flight crew under
the provisions of the operating rules for rotorcraft external load operations
for loads that are jettisonable and are lifted free of the surface (Class B loads).
Normal operations are permitted with the external cargo hook installed, but
not used.

The height-velocity diagram in the RFM does not constitute a limitation when
conducting rotorcraft external-load operations.

Weight Limits
Maximum weight of the external cargo is 3,300 pounds (1,500 kg).

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Airspeed Limits
Maximum airspeed with an external cargo weight of 1,900 pounds (863.6 kg)
or less is 136 KIAS.

Maximum airspeed must be reduced with increases in external cargo weight.

Refer to the RFM.

NOTE
It should be noted that operational use of the cargo
sling is a highly specialized industrial procedure.
Extreme caution must be taken to be sure that the loads
carried and the speed range throughout which oper-
ation is intended do not adversely affect the con-
trollability characteristics of the helicopter. It is the
responsibility of the operator to establish safe and
sound limitations for each operation.

NOTE
The external cargo hook is located forward of the main
rotor shaft. Releasing a load will cause the aircraft
to pitch nose up.

UTILITY HOIST LIMITS

Utility hoist operations must be conducted by a qualified flight crew under
the provisions of the operating rules for rotorcraft external load operations
for loads that are jettisonable and are lifted free of the surface (Class B loads).
Normal operations are permitted with the utility hoist installed, but not used.

NOTE
It should be noted that operational use of the utility
hoist is a highly specialized procedure. Extreme cau-
tion must be taken to be sure that the loads carried
and the speed range throughout which operation is
intended do not adversely affect the controllability
characteristics of the helicopter. It is the responsibility
of the operator to establish safe limitations for
each operation.

The height-velocity diagram of the RFM does not constitute a limitation

when conducting rotorcraft-utility hoist operations.

A cabin intercom system with operational “hot mike” capability is required

for hoist operations in which loads are brought into or out of the cabin.

The last 20 feet of hoist cable (colored red) is unusable.

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Weight Limits
The maximum utility hoist load is 600 pounds (272 kg).

The maximum weight of the rotorcraft external-load combination is 10,500

pounds (4,763 kg), unless modified by kit number 76070-20100, in which case
it is 10,800 pounds (4,898 kg).

Maximum baggage compartment load is limited to 600 pounds (272 kg). The
weight to the left (port) or right (starboard) of the centerline of the baggage
compartment should not be over 300 pounds (136 kg).

The hoist load may be restricted by lateral loading limits. See Hoist Loading
Information, Part 2, Section III of the RFM.

Minimum Flight Crew

Minimum flight crew for utility hoist operations is:

1. Two pilots and a hoist operator in communication with the pilots.

or

2. One pilot and a hoist operator in communication with the pilot if the
hoist configuration includes a collective mounted hoist up/down
switch in addition to the cabin-mounted provisions.

Airspeed Limits
With a load on the utility hoist, the maximum airspeed for sideward flight or
crosswind is 30 knots.

With load on the utility hoist, the maximum airspeed in forward flight may
be restricted by stability of the load and is not to exceed 74 KIAS.

S-76B LIMITATIONS
GENERAL
Limitations contained herein are current up to Revision No. 22, Part 1, and
Revision No. 9, Part 2, of the S-76B RFM.

NOTE
Compliance with the limitations in Part 1, Section 1,
of the RFM is required by law.

The limitations presented in this chapter focus primarily on the operational

capabilities of the aircraft. Specific system limitations are provided in the in-
dividual systems’ chapters with the exception of instrument markings which
are presented in this chapter. Refer to the FAA-approved Rotorcraft Flight
Manual (RFM) for complete limitations listings.

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Note that instrument marking limitations are grouped by type of instrument,

not aircraft mode. The instrument markings for both models are listed with
at least one representative photograph shown for each instrument.

WEIGHT LIMITS
Maximum takeoff and landing weight is 11,700 pounds (5,307 kg). This he-
licopter is to be operated using the approved loading schedule. Refer to Load-
ing Information in the approved RFM.

For minimum operating weight, refer to Figure1-2 of the RFM.

Towing is limited to 11,400 pounds gross weight.

Category A Operations
See Figure 1-0 of the RFM for variation of allowable takeoff gross weight with
altitude and temperature.

Category B Operations
See Figure 1-1 of the RFM for variation of allowable takeoff gross weight with
altitude and temperature.

CG (CENTER-OF-GRAVITY) LIMITS
See Figure 1-2 of the RFM for forward and after center-of-gravity limits at
various gross weights.

Lateral CG limits: left or right 4 1/ 2 inches (114.3 mm) with hoist load attached
at gross weights up to 10,800 pounds (4,899 kg), hover only; left or right 3
1 / 2 inches (89 mm) except as restricted to left or right 2 1 / 2 inches (63.5 mm)
a t g r o s s w e i g h t s a b ove 1 1 , 4 0 0 p o u n d s ( 5 , 1 7 1 k g ) f o r t a x i , t a ke o ff ,
and landing.

LOADING LIMITS
Maximum allowable cabin floor and baggage floor loading is 75 pounds per
square foot (366 kg per square meter).

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

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OPERATING LIMITS
Types of Operation
Category A and B
Transport

Land

Day, Night, VFR

Day, Night, IFR. The following equipment must be installed and operating
under instrument flight rules (IFR):

1. AFCS (one pitch, roll, and yaw channel)

2. Copilot flight controls and flight instruments

3. Dual 5-inch attitude indicators or equivalent

4. C-14A compass system

5. Pitch bias actuator (PBA)

6. Cyclic stick trim

7. An operating navigation and communication system

Not approved for ditching unless the emergency flotation gear, P/N 76076-
02002, and suitable lifesaving equipment (life jackets, rafts, etc.) as required
by the operating rules are installed and compliance with FAR 29.1411,
29.1415, and 29.1561 is shown.

Category B Rotorcraft—External Load Combinations

Class B external loads

NOTE
A Class B external load is an external load that can
be jettisoned and is lifted free of land or water dur-
ing rotorcraft operation.

Minimum Flight Crew

Visual flight rules—One pilot unless otherwise required by operating rules
(single-pilot operations are not permitted from left seat).

Instrument flight rules—Two pilots

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AIRSPEED LIMITS
NOTE
The S-76B uses an Aerosonic Part No. 20020-11293
airspeed indicator. For Category A operation, the
airspeed indicator must be equipped with a Sporty’s
Pilot Shop P/N 2415A airspeed bug or a Qualitair P/N
702C-000-41 airspeed bug.

V NE power on (maximum airspeed) is 155 KIAS.

See V NE placard (Figure 1-7 of the RFM) for variation of V NE with temper-
ature, pressure altitude, and gross weight.

V NE above 10,000 feet density altitude at actual gross weights greater than
11,000 pounds is BROC (best rate-of-climb) airspeed (see appropriate V NE
placard [Figure 1-7 of the RFM]).

V NE power off is 136 KIAS. See V NE placard (Figure 1-7 of the RFM) for vari-
ation of V NE with temperature and pressure altitude.

Maximum IFR airspeed is 60 KIAS (50 KIAS—DAFCS).

With usable fuel per tank indicating 80 pounds or less, avoid sustained nose-
down pitch attitudes in excess of 5˚ nose low.

Maximum airspeed with landing gear down or in transit is 130 KIAS.

Maximum airspeed with windshield wiper operation is 141 KIAS.

Maximum groundspeed for landing, takeoff, or taxi is 54 knots.

Maximum groundspeed for brake application is 34 knots.

ALTITUDE LIMITS
Takeoff and landing, Category A: 5,000 feet density altitude

Takeoff and landing, Category B: 15,000 feet density altitude; 10,000 feet pres-
sure altitude with JP-4 fuel

Enroute: 15,000 feet density altitude

AMBIENT TEMPERATURE LIMITS

Takeoff and landing:

–34.4˚C (–30˚F) to ISA +38˚ C not to exceed 49˚C (120˚F) with bleed-air ECU
off or not installed

–34.4˚C (–30˚F) to ISA +35˚ C not to exceed 43˚C (109˚F) with bleed-air
ECU on

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FLIGHT LIMITS
See Figure 1-3 of the RFM for altitude and airspeeds to be avoided at low
altitude in case of engine failure.

No aerobatic maneuvers allowed.

360˚ hovering turns in less than 12 seconds prohibited.

Flight in known icing conditions prohibited.

Maximum airspeed for sideward flight or crosswind hover is 35 knots.

For normal Category A and Category B gross weight loadings, maximum air-
speed for sideward flight/crosswind hover and rearward flight/tailwind hover
is 35 knots.

For above SPEC performance Category B gross weight loadings, see Figure
1-3A of the RFM for restricted operation in right crosswinds.

Do not reengage a particular AFCS channel after a known malfunction exists

in that particular channel.

Cockpit ventilation must be provided by any of the following:

1. Overhead vents or door vents

2. Pilot’s window

3. Heater blower

4. Heater bleed air

5. ECU

Fuel crossfeed operation is limited to:

1. With vent line check valves (kit P/N 76070-30029-013) installed:

a. Category A—Emergency operation only

b. Category B—Cruising flight only

2. Without vent line check valves (kit P/N 76070-30029-013) installed,

crossfeed operations are prohibited except as follows:

a. Engine restart in flight

b. Fuel crossfeed of the remaining engine after engine failure

EAPS ON at +2˚C and below, with visible moisture.

External door locks must be unlocked before flight.

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SLIDING CABIN DOOR LIMITS

Sliding cabin door(s) may be opened for flight operations with these restrictions:

Maximum airspeed for opening and closing sliding cabin door in flight is 50
KIAS and is limited to level flight or descent.

IFR flight prohibited with sliding cabin door open.

IMC flight is prohibited with sliding cabin door open.

An operable flashlight must be available in the cabin if the sliding door is to

be opened in flight at night.

Maximum airspeed with sliding cabin door in full open and locked position
is 74 KIAS.

FLOTATION SYSTEM LIMITS

Maximum airspeed for inflation of the emergency flotation gear is 75 KIAS.

Maximum airspeed with emergency flotation gear inflated is 75 KIAS.

Maximum water contact speed with emergency flotation system inflated is

33 knots.

Landing gear must be down prior to float inflation.

Maximum demonstrated airspeed for sideward flight or crosswind hover is

20 knots.

Maximum pressure altitude with emergency flotation gear inflated is 5,000 feet.

EXTERNAL CARGO HOOK LIMITS

External hook operations must be conducted by a qualified flight crew under
the provisions of the operating rules for rotorcraft external load operations
for loads that are jettisonable and are lifted free of the surface (Class B loads).
Normal operations are permitted with the external cargo hook installed, but
not used.

The height-velocity diagram in the RFM does not constitute a limitation when
conducting rotorcraft external-load operations.

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Weight Limits
Maximum weight of the external cargo is 3,300 pounds (1,497 kg).

Maximum weight of the helicopter external-load combination is 11,700

pounds (5,307 kg).

Airspeed Limits
Maximum airspeed with an external cargo weight of 1,900 pounds (864 kg)or
less is 136 KIAS.

Maximum airspeed must be reduced with increases in external cargo weight.

Refer to (Figure 1-4 of the RFM).

Altitude Limits
The density altitude is 15,000 feet.

UTILITY HOIST LIMITS

Utility hoist operations must be conducted by a qualified flight crew under
the provisions of the operating rules for rotorcraft external-load operations
for loads that are jettisonable and are lifted free of the surface (Class B loads).
Normal operations are permitted with the utility hoist installed, but not used.

NOTE
It should be noted that operational use of the utility
hoist is a highly specialized procedure. Extreme cau-
tion must be taken to be sure that the loads carried
and the speed range throughout which operation is
intended do not adversely affect the controllability
characteristics of the helicopter. It is the responsibility
of the operator to establish safe limitations for
each operation.

The height-velocity diagram of the RFM does not constitute a limitation

when conducting rotorcraft-utility hoist operations.

A cabin intercom system with operational “hot mike” capability is required

for hoist operations in which loads are brought into or out of the cabin.

The last 20 feet of hoist cable (colored red) is unusable.

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Weight Limits
The maximum utility hoist load is 600 pounds (272 kg).

The maximum weight of the rotorcraft external-load combination is 11,700

pounds (5,307 kg).

The hoist load may be restricted by lateral loading limits. See Hoist Loading
Information, Part 2, Section III of the RFM.

Minimum Flight Crew

Minimum flight crew for utility hoist operations is:

1. Two pilots and a hoist operator in communication with the pilots.

or

2. One pilot and a hoist operator in communication with the pilot if the
hoist configuration includes a collective mounted hoist up/down
switch in addition to the cabin mounted provisions.

Airspeed Limits
With a load on the utility hoist, the maximum airspeed for sideward flight or
crosswind is 35 knots.

With load on the utility hoist, the maximum airspeed in forward flight may
be restricted by stability of the load and is not to exceed 74 KIAS.

S-76C/C+ LIMITATIONS
GENERAL
Limitations contained herein are current up to Revision No. 13, Part 1, and
Revision No. 4, Part 2, of the S-76C RFM and Revision No. 9, Part 1, and Re-
vision No. 4, Part 2, of the S-76C+ RFM.

NOTE
Compliance with the limitations in Part 1, Section 1,
of the RFM is required by law.

The limitations presented in this chapter focus primarily on the operational

capabilities of the aircraft. Specific system limitations are provided in the in-
dividual systems’ chapters with the exception of instrument markings which
are presented in this chapter. Refer to the FAA-approved Rotorcraft Flight
Manual (RFM) for complete limitations listings.

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Note that instrument marking limitations are grouped by type of instrument,

not aircraft model. The instrument markings for both models are listed with
at least one representative photograph shown for each instrument.

WEIGHT LIMITS
Maximum takeoff and landing weight is 11,700 pounds (5,307 kg). This he-
licopter is to be operated using the approved loading schedule. Refer to Load-
ing Information in the approved RFM.

For minimum operating weight, refer to the RFM.

Category A Operations
See the RFM for variation of allowable takeoff gross weight with altitude
and temperature.

Category B Operations
See the RFM for variation of allowable takeoff gross weight with altitude and
temperature.

CG (CENTER-OF-GRAVITY) LIMITS
See the RFM for forward and aft center-of-gravity limits at various gross
weights.

Lateral CG limits: left or right 3 1 / 2 inches (89 mm) except as restricted to

left or right 2 1 / 2 (63.5 mm) at gross weights above 11,400 pounds (5,171 kg)
for taxi, takeoff, and landing; left or right 4 1 / 2 inches (114.3 mm) with hoist
load attached at gross weights up to 10,800 pounds (4,899 kg), hover only.

LOADING LIMITS
Maximum allowable cabin floor and baggage floor loading is 75 pounds per
square foot (366 kg per square meter).

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

OPERATING LIMITS
Types of Operation
Category A and B
Transport

Land

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Day, Night, IFR. The following equipment must be installed and operating
under instrument flight rules (IFR) Single Pilot:

1. Two autopilot systems operating in ATT mode

2. Audio station with spare headset

3. Two independent sources of AC power

4. Standby attitude indicator of emergency battery

5. Standby (CDI or RMI) on the pilot’s side of the instrument panel

6. Cyclic stick trim

7. An operative navigation and communication system that has demon-

strated compliance with the pertinent airworthiness regulations and
also meets the requirements of the applicable operating regulations

8. Two DC generators

Two pilots (IFR) all of the previous items apply except as follows:

1. Either autopilot system operating in the ATT mode

2. Standby CDI not required

3. Copilot’s instruments and controls installed and operable

Not approved for ditching unless the emergency flotation gear, P/N 76076-
02002, and suitable lifesaving equipment (life jackets, rafts, etc.) as required
by the operating rules are installed and compliance with FAR 29.1411,
29.1415, and 29.1561 is shown.

Category B Rotorcraft—External Load Combinations

Class B external loads

NOTE
A Class B external load is an external load that can
be jettisoned and is lifted free of land or water dur-
ing rotorcraft operation.

Minimum Flight Crew

Visual flight rules—One pilot unless otherwise required by operating rules
(single-pilot operations are not permitted from left seat).

Instrument flight rules—Two pilots

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AIRSPEED LIMITS
NOTE
For Category A operation, the airspeed indicator
must be equipped with a Qualitair P/N 702C-000-41
airspeed bug.

V NE power on (maximum airspeed) is 155 KIAS.

See V NE placard in the RFM for variation of V NE with temperature, pressure

altitude, and gross weight.

V NE above 10,000 feet density altitude at actual gross weights greater than
11,000 pounds is BROC (best rate-of-climb) airspeed (see appropriate V NE
placard in the RFM).

V NE power off is 136 KIAS. See V NE placard in the RFM) for variation of V NE
with temperature and pressure altitude.

Maximum IFR airspeed is 60 KIAS (50 KIAS—DAFCS).

With usable fuel per tank indicating 80 pounds or less, avoid sustained nose-
down pitch attitudes in excess of 5˚ nose low.

Maximum airspeed with landing gear down or in transit is 130 KIAS.

Maximum airspeed with windshield wiper operation is 141 KIAS.

Maximum groundspeed for landing, takeoff, or taxi is 54 knots.

Maximum groundspeed for brake application is 34 knots.

ALTITUDE LIMITS
Takeoff and landing, Category A: 5,000 feet density altitude

Takeoff and landing, Category B: 11,000 (C)/15,000 (C+) feet density altitude

Enroute: 15,000 feet density altitude

AMBIENT TEMPERATURE LIMITS

Takeoff and landing:

–34.4˚C (–30˚F) to ISA +37˚ C not to exceed 49˚C (120˚F)

FLIGHT LIMITS
See the RFM, for altitude and airspeeds to be avoided at low altitude in case
of engine failure.

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No aerobatic maneuvers allowed.

360˚ hovering turns in less than 12 seconds prohibited.

Flight in known icing conditions prohibited.

Maximum airspeed for sideward flight or crosswind hover is 35 knots, up to

and including 8,500 feet density altitude, reducing to 17 knots from 8,500 feet
up to and including 11,000 feet density altitude (C).

Maximum airspeed for rearward flight or tailwind hover is 35 knots, up to and

including 8,500 feet density altitude, reducing to 17 knots from 8,500 feet
up to and including 11,000 feet density altitude (C).

Maximum airspeed for sideward flight or crosswind hover is 35 knots(C+).

Maximum airspeed for rearward flight or tailwind hover is 35 knots(C+).

Do not reengage a particular AFCS channel after a known malfunction exists

in that particular channel.

Cockpit ventilation must be provided by any of the following:

1. Overhead vents or door vents

2. Pilot’s window

3. Heater blower

4. Heater bleed air

Fuel crossfeed operation is limited to:

• Category A—Emergency operation only

•. Category B—Cruising flight only

EAPS ON at +2˚C and below, with visible moisture.

External door locks must be unlocked before flight.

SLIDING CABIN DOOR LIMITS

Restrictions for either or both the right hand or the left hand are:

Maximum airspeed for opening and closing cabin sliding doors is 125 KIAS.
This includes up to 125 knots maximum continuous power (MCP) climb and
up to 125K autorotation. See Figure 1-8 of the RFM for variation of maxi-
mum airspeed with temperature and pressure altitude.

Maximum airspeed with either sliding door open or both open is 125 KIAS.
This includes up to 125 knots maximum continuous power (MCP) climb and

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up to 125K autorotation. See Figure 1-8 of the RFM for variation of maxi-
mum airspeed with temperature and pressure altitude.

IMC flight with either sliding door open or both doors open is prohibited.

Category A Maximum Takeoff Gross Weight

With one or both external sliding cabin doors open, reduce maximum take-
off gross weight determined from S-76C Flight Manual by 100 pounds.

FLOTATION SYSTEM LIMITS

Maximum airspeed for inflation of the emergency flotation gear is 75 KIAS.

Maximum airspeed with emergency flotation gear inflated is 75 KIAS.

Maximum water contact speed with emergency flotation system inflated is

33 knots.

Landing gear must be down prior to float inflation.

Maximum demonstrated airspeed for sideward flight or crosswind hover is

20 knots.

Maximum pressure altitude with emergency flotation gear inflated is 5,000 feet.

EXTERNAL CARGO HOOK LIMITS

External hook operations must be conducted by a qualified flight crew under
the provisions of the operating rules for rotorcraft external load operations
for loads that are jettisonable and are lifted free of the surface (Class B loads).
Normal operations are permitted with the external cargo hook installed, but
not used.

The height-velocity diagram in the RFM does not constitute a limitation when
conducting rotorcraft external-load operations.

Weight Limits
Maximum weight of the external cargo is 3,300 pounds (1,497 kg).

Maximum weight of the helicopter external-load combination is 11,700

pounds (5,307 kg).

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Airspeed Limits
Maximum airspeed with an external cargo weight of 1,900 pounds (862 kg)
or less is 136 KIAS.

Maximum airspeed must be reduced with increases in external cargo weight.

Refer to (Figure 1-4 of the RFM).

Altitude Limits
The density altitude is 15,000 feet.

UTILITY HOIST LIMITS

Utility hoist operations must be conducted by a qualified flight crew under
the provisions of the operating rules for rotorcraft external-load operations
for loads that are jettisonable and are lifted free of the surface (Class B loads).
Normal operations are permitted with the utility hoist installed, but not used.

NOTE
It should be noted that operational use of the utility
hoist is a highly specialized procedure. Extreme cau-
tion must be taken to be sure that the loads carried
and the speed range throughout which operation is
intended do not adversely affect the controllability
characteristics of the helicopter. It is the responsibility
of the operator to establish safe limitations for
each operation.

The height-velocity diagram of the RFM does not constitute a limitation

when conducting rotorcraft-utility hoist operations.

A cabin intercom system with operational “hot mike” capability is required

for hoist operations in which loads are brought into or out of the cabin.

The last 20 feet of hoist cable (colored red) is unusable.

Weight Limits
The maximum utility hoist load is 600 pounds (272 kg).

The maximum weight of the rotorcraft external-load combination is 11,700

pounds (5,307 kg).

The hoist load may be restricted by lateral loading limits. See Hoist Loading
Information, Part 2, Section III of the RFM.

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Minimum Flight Crew

Minimum flight crew for utility hoist operations is:

1. Two pilots and a hoist operator in communication with the pilots.

or

2. One pilot and a hoist operator in communication with the pilot if the
hoist configuration includes a collective mounted hoist up/down
switch in addition to the cabin mounted provisions.

Airspeed Limits
With a load on the utility hoist, the maximum airspeed for sideward flight or
crosswind is 35 knots.

With load on the utility hoist, the maximum airspeed in forward flight may
be restricted by stability of the load and is not to exceed 74 KIAS.

FUEL SYSTEM
CROSSFEED
With vent line check valves installed, fuel crossfeed operation for the S-76
is limited to:

• Category A—Emergency operations only

• Category B—Cruising flight only

LOADING
For longitudinal and lateral computations of centers of gravity, refer to the
applicable sections of the Rotorcraft Flight Manual.

AIRSPEED
S-76A
With usable fuel per tank indicating 80 pounds or less, maximum allowable
airspeed is 126 KIAS.

S-76(A+/A++/B/C/C+)
With the usable fuel per tank indicating 80 pounds or less, avoid sustained
nosedown attitudes in excess of 5˚.

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ICE AND RAIN PROTECTION

Engine anti-ice must be turned on at +2˚C and below if moisture is visible.

The system for the No. 1 engine operates from the No. 1 DC primary bus and
is protected by an AI CONT circuit breaker. The system for the No. 2 engine
operates from the No. 2 DC primary bus and is protected by another AI CONT
circuit breaker.

This is an anti-ice system and must be turned on before encountering icing

conditions.

Flight in known icing conditions is prohibited. Flight in falling or blowing

snow is prohibited unless the aircraft is fitted with a snow protection kit and
a satisfactory function check has been performed (A/A+/A++/C/C+).

A full functional system check of the snow protection kit is required daily
when flight in falling or blowing snow is anticipated. Refer to the Flight Man-
ual, Part I, Section II.

Maximum airspeed for windshield wiper operation is 141 KIAS.

POWERTRAIN
S-76A/A+/A++ MAIN GEARBOX AND ROTOR
LIMITATIONS (9500 SERIES GEARBOX)
Oil
MIL-L-21260 Type I, Grade 30
Low-temperature limit .................................................................... –9˚C (15˚F)

Dexron II ATF
Low-temperature limit .................................................................. –34˚C (30˚F)

Oil Temperature Limits

Maximum..................................................................................................... 120˚C
Maximum(A++ with 9600 series gearbox) ............................................ 135˚C
Minimum ..................................................................................................... –20˚C

Oil Pressure Limits

Maximum ................................................................................................... 120 psi
Minimum...................................................................................................... 20 psi

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Rotor Limits
Power Off
Maximum ............................................................................................... 115% N R
Minimum .................................................................................................. 87% N R
Transient................................................................................................... 78% N R

Power On
Maximum ............................................................................................... 107% N R
Minimum (dual-engine operation) ..................................................... 100% N R
Minimum (one-engine operation) ........................................................ 96% N R
96% to 99% NR is limited to one-engine operation up to best rate-of-climb speed
or dual-engine operation up to V NE when executing emergency procedures.

Transient ....................................................................................................... 82% N R

Transient ................................................................ 70% N R (at touchdown during
single-engine landings
and rejected takeoffs)
Rotor Brake Limits
Rotor Stopped
Engine operation (one or two) is limited to idle with rotor brake on.

Rotor Turning
(A Model)
Rotor brake application is limited to one engine only operating at idle or both
engines shut down.

(A+/A++ Model)
Rotor brake application is limited to one or two engines operating at idle or both
shut down.
Maximum rotor speed for normal rotor brake application is 65% N R .
Maximum rotor speed for emergency rotor brake application with both engines
shut down is 107% N R .
A rotor shutdown using the rotor brake shall not be performed more than one
time in any 10-minute period.

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S-76B/C/C+ MAIN GEARBOX AND ROTOR LIMITATIONS

Oil
MIL-L-21260 Type I, Grade 30
Low-temperature limit .................................................................... –9˚C (15˚F)

Dexron II or III ATF

Low-temperature limit .................................................................. –34˚C (30˚F)

MIL-L-23699
Low-temperature limit .................................................................. –34˚C (30˚F)

Oil Temperature Limits

Minimum ..................................................................................................... –20˚C
Maximum..................................................................................................... 135˚C

Oil Pressure Limits

Minimum...................................................................................................... 20 psi
Maximum ................................................................................................... 120 psi

Rotor Limits
Power Off
Minimum .................................................................................................. 91% N R
Transient (minimum).............................................................................. 74% N R
Transient (minimum) ................................................... 68% N R (at touchdown
while executing an autorotative landing)
Maximum ............................................................................................... 115% N R
Transient (maximum) ........................................................................... 121% N R

Power On
Transient................................................................................................... 91% N R
Transient ........................................................................ 68% N R (at touchdown
while executing a single-engine landing)
Minimum (one-engine operation) ...................................................... 100% N R
One-engine operation up to best rate-of-climb speed ........... 100 to 108% N R

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One-engine operation above best rate-of-climb speed .......... 106 to 108% N R

Minimum (dual-engine operation)......................................................... 106% N R
Maximum ............................................................................................... 108% N R
Maximum with torque below 26% (B model) .................................. 110% N R

Rotor Brake Limits

Rotor Stopped
S-76B engine operation (one or two) is limited to idle with rotor brake on.

Rotor Turning
S-76B rotor brake application is limited to one engine only operating at idle
or both engines shut down.

S-76C/C+ rotor brake application is limited to one or two engines at idle or both
shut down.

Maximum rotor speed for normal rotor brake application is 65% N R .

Maximum rotor speed for emergency rotor brake application with both engines
shut down is 107% N R .
A rotor shutdown using the rotor brake shall not be performed more than one
time in any 10-minute period.

HYDRAULIC POWER SYSTEM

The maximum groundspeed for brake application is 34 knots.

CAUTION
During high-speed running landings, allow two min-
utes of intervening forward flight time above 50
KIAS or 10 minutes of intervening ground time be-
tween maximum performance wheel brake applica-
tions to permit brake disc cool-down.

Maximum airspeed for landing gear operation is 130 KIAS.

The S-76A/A+/A++ maximum ground speed or landing, takeoff, or taxi is

40 knots.

The S-76B/C/C+ maximum ground speed for landing, takeoff, or taxi is

54 knots.

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HYDRAULIC PRESSURE
Maximum—3,300 psi

Normal range—2,800 to 3,200 psi

Minimum—2,700 psi

FLIGHT CONTROL LIMITATIONS

360˚ turns in less than 12 seconds are prohibited.

No aerobatic maneuvers allowed.

SPZ-7000 SYSTEM LIMITATIONS

The SPZ-7000 system provides the same basic AFCS capabilities as AFCS
Phase II and Phase III, plus the system is approved for single-pilot IFR flight.
While in IFR flight, external cargo loads and opening or removing doors are
prohibited. The pilot is required to fly in the right seat. To be eligible for
single-pilot IFR flight, the following must be installed and operating:

• Two autopilot systems operating in the ATT mode

• Two independent sources of AC power

• Cyclic stick force trim

• Standby attitude indicator with emergency battery

• CDI located on the pilot’s side of the instrument panel (standby CDI)

• Two generators

• A navigation and communication system that has demonstrated com-

pliance with the pertinent FAA requirements.

• Copilot audio station with emergency headset

For two-pilot operation, the previous items apply, with the following exceptions:

• One operative autopilot system operating in the ATT mode (must be AP2)

• CDI not required

• Copilot’s instruments and controls must be installed and operable

IFR airspeeds are limited to 60 knots indicated minimum and 155 knots in-
dicated maximum. Sideward and rearward flights are limited to 35 knots
(VFR/IFR). Maximum operating altitude is 15,000 feet (IFR). The maximum
approved precision approach angle is 7.5˚. The maximum lateral center of grav-
ity is 3 1 / 2 inches left or right.

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The flight director should not be coupled below 60 knots/50 knots (B model)
indicated airspeed.

Some S-76B limits are different. If coupled in three-cue operation, the max-
imum precision approach angle is 3˚. When operating in two-cue operation,
coupled or uncoupled, the maximum precisions approach angle is 7.5. The
minimum IFR airspeed is 50 knots indicated. S-76B maximum density alti-
tude is 15,000.

SPZ-7600 SYSTEM LIMITATIONS

The SPZ-7600 system provides the same basic AFCS capabilities as AFCS
Phase II and Phase III, plus the system is approved for single-pilot IFR flight.
While in IFR flight, external cargo loads and opening or removing doors are
prohibited. The pilot is required to fly in the right seat. To be eligible for
single-pilot IFR flight, the following must be installed and operating:

• Two autopilot systems operating in the ATT mode

• Two independent sources of AC power

• Cyclic stick force trim

• Standby attitude indicator with emergency battery

• CDI located on the pilot’s side of the instrument panel (standby CDI)

• Two DC generators

• A navigation and communication system that has demonstrated com-

pliance with the pertinent FAA/CAA requirements

• Copilot audio station with emergency headset

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MANEUVERS AND PROCEDURES

CONTENTS
Page
INTRODUCTION.......................................................................... MAP-1
GENERAL ..................................................................................... MAP-1
ABBREVIATIONS ........................................................................ MAP-1
STANDARD OPERATING PROCEDURES................................. MAP-2
General.................................................................................. MAP-2
Responsibilities..................................................................... MAP-2
Checklist Procedures ............................................................ MAP-2
Briefing Guides..................................................................... MAP-3
IFR Approach—In Range..................................................... MAP-3
Approach Briefing ................................................................ MAP-4
Approach—Precision Callouts ............................................. MAP-5
Approach—Nonprecision Callouts....................................... MAP-6
Significant Deviation Callouts.............................................. MAP-6
Missed Approach Calls......................................................... MAP-7
Flight Crewmember Duties—Sterile Cockpit ...................... MAP-7
Use of the Flight Director ..................................................... MAP-8
Use of the Altitude Alerter ................................................... MAP-8
Pilot Incapacitation ............................................................... MAP-8
Safety of Flight ..................................................................... MAP-8
PILOT RESPONSIBILITY UPON
CLEARANCE ISSUANCE ........................................................... MAP-9
QUICK-REFERENCE EMERGENCY PROCEDURES ............ MAP-10
EMERGENCY PROCEDURES .................................................. MAP-10
MANEUVERS............................................................................. MAP-13
General ............................................................................... MAP-13

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ILLUSTRATIONS
Figure Title Page
MAP-1 Lift to Hover IGE/OGE .......................................... MAP-14
MAP-2 Normal Takeoff ...................................................... MAP-15
MAP-3 Obstacle Clearance Takeoff .................................... MAP-16
MAP-4 Running (High Altitude) Takeoff ............................ MAP-17
MAP-5 Category “A” Takeoff .............................................. MAP-18
MAP-6 Category “A” with Powerplant
Failure before CDP.................................................. MAP-19
MAP-7 Category “A” with Powerplant
Failure after CDP .................................................... MAP-20
MAP-8 Single-Engine Landing
during Approach—A/A+/A++ ................................ MAP-21
MAP-9 Single-Engine Landing during
Approach—B/C/C+ ................................................ MAP-22
MAP-10 VFR Approach—B/C/C+........................................ MAP-23
MAP-11 VFR Approach—A/A+/A++ .................................. MAP-24
MAP-12 VFR Approach—Balked Landing .......................... MAP-25
MAP-13 IFR Precision Approach .......................................... MAP-26
MAP-14 IFR Nonprecision Approach .................................. MAP-27
MAP-15 Missed Approach .................................................... MAP-28
MAP-16 Tail Rotor Control Failure—Fixed Pitch ................ MAP-29
MAP-17 Antitorque Failure .................................................. MAP-30

TABLE
Table Title Page
MAP-1 Performance Standards............................................ MAP-12

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MANEUVERS AND PROCEDURES

INTRODUCTION
The general pilot information in this chapter is intended to supplement and
expand upon information in other sources. It is not intended to supersede any
official publication. If there is any conflict between the information in this
chapter and that in any official publication, the information in the official pub-
lication takes precedence.

GENERAL
General pilot information includes standard operating procedures and the ma-
neuvers normally encountered during Sikorsky S-76 training and operations.
The following abbreviations are used in this chapter.

ABBREVIATIONS
AGL Above ground level MEA Minimum enroute altitude
ATC Air traffic control MSL Mean sea level
CDI Course deviation indicator N1 Gas producer speed
CDP Critical Decision Point N2 Power turbine speed
COM/NAV Communication/ NR Rotor speed
navigation
OEI One engine inoperative
DA Decision altitude
PF Pilot flying
DDR DECU digital readout
PIC Pilot in command
DECU Digital engine
control unit PNF Pilot not flying
DH Decision height Q Torque
EAPS Engine air particle RFM Rotorcraft Flight Manual
separator
SOP Standard operating
FAF Final approach fix procedure
HAA Height above airport T5 Power turbine
inlet temperature
HAT Height above touchdown
V 1ˇ Critical engine failure speed
IAF Initial approach fix
V2 Takeoff safety speed
KIAS Knots, indicated airspeed
VDP Visual descent point
MAP Missed approach point
V NE VelocityNever to exceed
MDA Minimum descent altitude
V TOSS Takeoff safety
speed (V 2 )

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STANDARD OPERATING PROCEDURES

GENERAL
Standard operating procedures (SOPs) are used to supplement the informa-
tion in the RFM and Federal Air Regulations. Adherence to SOPs enhances
individual and crew situational awareness and performance. SOPs may include
assignment of responsibilities, briefing guides, and procedures to be fol-
lowed during specific segments of flight. The SOPs in this section are not in-
tended to be mandatory or to supersede any individual company SOPs. They
are simply provided as examples of good operating practices.

RESPONSIBILITIES
PIC—The pilot in command is designated by the company for flights re-
quiring more than one pilot. Responsible for conduct and safety of the flight.
Designates pilot-flying and pilot-not-flying duties.

PF—The pilot flying controls the airplane with respect to heading, altitude,
and airspeed and accomplishes other tasks as directed by the PIC.

PNF—The pilot not flying maintains ATC communications, obtains clearances,

accomplishes checklists, makes altitude callouts and other tasks as directed
by the PIC.

All crewmembers are responsible for providing advice and counsel to the PIC.
The PIC may choose to accept or reject such advice. That is a prerogative of
the PIC. But neither the PIC’s acceptance nor rejection of advice relieves other
crewmembers of the responsibility of providing it.

CHECKLIST PROCEDURES
Normally, the PF initiates all checklists. However, if the PNF thinks a check-
list should be accomplished, and the PF has not called for it, the PNF should
prompt the PF. For example, “Ready for the Approach checklist, Captain?”

FlightSafety International recommends the use of the checklist challenge

and response concept. Using Normal Procedures checklists, the PNF challenges
the PF and the PF responds. Using Abnormal or Emergency Procedures check-
lists, the PNF challenges the PF and, as a memory aid, also gives the check-
list item response. The PF then responds.

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The PF may elect to have the PNF accomplish some Abnormal or Emergency
Procedure checklists on the PF’s command. In this case, the PNF gives the
checklist item and response. The PF replies with the response and the PNF
accomplishes the action.

When a checklist has been completed, the PNF reports the checklist is com-
plete and that he/she is standing by with the next checklist. For example, “Ap-
proach checklist complete. Standing by with the Before Landing Checklist.”

If an emergency occurs on takeoff after CDP and takeoff is continued, no check-

list should be initiated before the aircraft reaches a safe altitude above the
ground, at least 400 feet.

BRIEFING GUIDES
General
While the Sikorsky RFM does not specifically require before takeoff and ap-
proach briefings, such briefings are appropriate under some circumstances.
The briefing guides presented below should be used when flying with unfa-
miliar crewmembers or any other time the PIC believes they are necessary.

It should be noted that many of these items can, and should, be briefed well be-
fore engine start. Many of them can be discussed before arriving at the aircraft.

Pretakeoff Briefing
The pretakeoff briefing should address the following items:

1. Review the departure procedure (route and altitude, type of takeoff,

significant terrain features, etc.).

2. Review anything out of the ordinary.

3. Review required callouts, unless standard calls have been agreed

upon, in which case, a request for “Standard Callouts” may be used.

4. Review the procedures to be used in case of an emergency on departure.

5. As a final item, ask if there are any questions.

6. State that the pretakeoff briefing is complete.

IFR APPROACH—IN RANGE

1. ATIS.......................................................................................... CHECKED
2. Altimeter .................................................................... SET & CHECKED
3. Approach Setup................................................................................ (PNF)
a. Check airport and approach reference

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b. Tune and identify primary NAV frequency on the captain’s side, set
in standby if radio is required to be on another frequency, and set
CRS selector.

c. Tune secondary navaids and identify and select RMI bearing

selectors as necessary.

d. The MDA or DH may be set in the pilot’s and copilot’s DH window.

e. Review the remainder of the approach to yourself.

4. Approach Briefing ......................................................... (PF) REFER TO

APPROACH BRIEFING CHECKLIST
5. Landing Checklist ........ STATE WHEN/WHERE TO ACCOMPLISH
6. Engine Out Procedures ............. REVIEW CALLOUTS AND TASKS
7. Questions (if any)..................................................................... CLARIFY
8. IFR Approach Checklist ..................................................... COMPLETE

APPROACH BRIEFING
The approach briefing should be completed before starting descent and ad-
dress the following items. The PF normally transfers aircraft control to the
PNF during the briefing.

1. Approach Briefing .............................................................................. (PF)

a. Identify airport and approach.

b. Confirm primary NAV frequency tuned.

c. Review airport elevation.

d. Review MSA.

e. Confirm CRS set.

f. Confirm secondary navaids and RMI bearing pointers selected.

g. Review initial and secondary altitudes.

h. (1) Review MDA or DH.

(2) Confirm DH window set (optional).

(3) Review ceiling/visibility requirements.

i. (1) Review speed for the approach.

(2) Review time on the approach.

(3) Review rate of descent.

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j. Review initial go-around instructions and set navaids if possible.

k. Review airport diagram.

Review approach lighting availability, VASI, parallel runways,

length, etc. If circling to land, brief procedure to be used.

l. Advise the pilot not flying of standard calls on the approach and any
special instructions. (Call DME stepdown fixes with next altitude, time the
approach from the FAF, advise runway in sight, etc.)

m. Questions?

2. Advise .............................. (PF) APPROACH BRIEFING COMPLETE

NOTE
Transfer the controls to the pilot flying.

3. Approach (in range) ............................................................ COMPLETE

APPROACH—PRECISION CALLOUTS
(PNF) (PF)

At 1,000 feet above minimums

“1,000 feet above minimums” “DH ”

At 500 feet above minimums

“500 feet above minimums” “NO FLAGS”

At 100 feet above minimums

“100 feet above minimums” “APPROACHING

MINIMUMS”

Runway environment in sight

“Minimums, approach lights “CONTINUING”

at (clock position)”

OR

Runway environment not in sight

“Minimums, go around” “GOING AROUND”

“Climb power” “SET”

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“Positive ROC” “GEAR UP”

APPROACH—NONPRECISION CALLOUTS
(PNF) (PF)

At 1,000 feet above minimums

“1,000 feet above minimums” “MDA ”

At 500 feet above minimums

“500 feet above minimums” “NO FLAGS”

At 100 feet above minimums

“100 feet above minimums” “APPROACHING

MINIMUMS”

At minimums (MDA)

“Minimums” “LEVELING”

At MAP (runway environment in sight)

“Approach lights at (clock position)” “CONTINUING”

OR

“Runway at (clock position)” “CONTINUING”

OR

At MAP (runway environment not in sight)

“Missed approach point—go around” “GOING AROUND”

“Climb power” “SET”

“Positive ROC” “GEAR UP”

SIGNIFICANT DEVIATION CALLOUTS

(PNF) (PF)

IAS +10 KIAS

“Speed KIAS fast/slow” “CORRECTING TO ”

Heading +10˚ enroute, 5˚ on approach

“Heading degrees left/right” “CORRECTING TO ”

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Altitude +100˚ ft enroute, +50/–0 ft on final approach

“Altitude high/low” “CORRECTING TO ”

CDI left or right one dot

“Left/right of course dot” “CORRECTING”

RMI course left or right +5˚

“Left/right of course degrees” “CORRECTING”

Vertical descent speed greater than 1,000 fpm on final approach

“Sink rate ” “CORRECTING”

Bank in excess of 30˚

“Bank degrees” “CORRECTING”

MISSED APPROACH CALLS

(PNF) (PF)

Runway environment not in sight at decision height;

“Minimums; go around” “GOING AROUND”

“Climb power” “SET”

“Positive rate of climb” “GEAR UP”

Navigation Equipment Setup

“Heading ” “HEADING ”

“Climb to ” “CLIMBING TO ”

Communicate with ATC

FLIGHT CREWMEMBER DUTIES—STERILE COCKPIT

No flight crewmember may perform any duties during a critical phase of
flight, except for those duties required for the safe operation of the aircraft.

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No flight crewmember may engage in, nor may any pilot in command permit,
any activity during a critical phase of flight that could distract any flight
crewmember from the performance of his or her duties. Activities such as en-
gaging in nonessential conversations within the cockpit and nonessential
communications between the cabin and cockpit crews are not required for the
safe operation of the aircraft.

For the purposes of the above, critical phases of flight include all ground op-
erations involving taxi, hover, takeoff, landing, and all other flight operations
except cruise flight.

USE OF THE FLIGHT DIRECTOR

It is the responsibility of the pilot flying to monitor the status of the flight
director. When an FD mode changes from ARM to CAP, the pilot flying
should announce “ captured,” e.g., “Glide slope captured.” Caution must
be taken to avoid flying the flight director indications without cross-
checking the FD annunciators and raw data information. It is the responsi-
bility of both crewmembers to announce any deviation that becomes evident
(see Significant Deviation Callouts).

FD mode should be displayed by the pilot flying only when the aircraft is being
flown in response to those displayed commands. When flying in response to
raw data indications, the respective FD modes should be canceled.

USE OF THE ALTITUDE ALERTER

The AL 300 window can be set at the altitude to which the aircraft has been
cleared each time a new altitude is authorized, regardless of whether the ALT
PRE mode is desired. This procedure is similar to moving the heading bug to
a newly assigned heading, prior to initiating a turn. The altitude alerter will
then provide an aural signal 1,000 feet prior to reaching the set altitude and
whenever a deviation of greater than 250 feet from the set altitude occurs.

PILOT INCAPACITATION
The pilot flying is required to respond to significant deviation callouts. A fail-
ure of the pilot flying to respond and take corrective action indicates the need
for a followup deviation call.

The second call should be clear and positive. If the pilot flying fails to re-
spond to the second call, the pilot not flying must then take whatever action
is deemed necessary to ensure the safety of the flight.

SAFETY OF FLIGHT
It is the responsibility of the pilot in command, in the event of an occurrence
that affects the safety of flight, to determine a plan of action that will, to the
fullest extent possible, ensure the safe completion of the flight.

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This plan of action must first ensure continued flight capability that, most sim-
ply put, stresses the importance of flying the aircraft with the available work-
ing equipment.

Once the aircraft is under control and at a safe minimum altitude, assigning
crew duties and responsibilities is of primary importance. Duties such as fly-
ing the aircraft, communications, and normal and emergency checklist ac-
complishment must be assigned to deal most effectively with the situation.
Care should be taken to assign priorities to individual tasks and not to over-
load an individual crewmember.

When developing a plan of action, make effective use of all resources. Check-
lists, other crewmembers, ATC, home base personnel, and manufacturers’ rep-
resentatives are all examples of potential resources. Consider the alternatives
prior to making a decision, and monitor the progress of the plan of action. Be
prepared to make timely changes, if necessary.

PILOT RESPONSIBILITY UPON CLEARANCE

ISSUANCE
A readback of those parts of ATC clearances and instructions containing al-
titude assignments or vectors is required as a means of mutual verification.
The readback of the “numbers” serves as a double-check between pilots and
controllers and reduces the kinds of communications errors that occur when
a number is either misread or incorrect.

When conducting an IFR operation, make a written record of all clearances.

It is the responsibility of the pilot in command to accept or refuse the

clearance issued.

When identifying the roles and responsibilities of each crewmember, the

pilot in command must guard against overloading one crewmember. When re-
quiring the accomplishment of multiple tasks, prioritize the order in which
those tasks must be accomplished. As an example, if the aircraft is being vec-
tored for an approach and a malfunction occurs, it may be beneficial to ac-
complish the “Approach (In Range)” checklist before the emergency procedure
checklist. The accomplishment of an emergency procedure at an inappropri-
ate time may actually increase the risk exposure to the aircraft by putting the
crew behind the power curve.

Accident statistics show that a failure rarely is the sole cause of an aircraft
accident, but more often serves as the first link in a chain of events that leads
to the accident. The ability of the crew to manage failure effectively will lower
the potential risk exposure to that type of accident sequence.

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QUICK-REFERENCE EMERGENCY
PROCEDURES
• Pilot Flying

• Flies aircraft—safe attitude, altitude, and position

• (What is working?)

• Pilot in Command

• Assigns roles to PF and PNF

• Determines plan

• Assigns tasks and responsibilities

• Sequences events

• Monitors for successful accomplishment of tasks and flight progress

• Pilot Flying

• Ensures continued safe flight

• Communicates with ATC

• Pilot Not Flying

• Accomplishes normal checklists

• Accomplishes abnormal/emergency checklists

• Accomplishes other duties as assigned by PIC (PIC may be pilot

not flying)

EMERGENCY PROCEDURES
Emergency/malfunction occurrences pose two simultaneous risks to an aircraft’s
crew. The obvious risk is that of the emergency/malfunction itself, but the other,
less obvious but equally important, is the distraction hazard that has the potential
of causing fixation and preoccupation leading to increased risk exposure.

It is therefore important to stress the team performance required to minimize

both of these risks. The occurrence of an emergency/malfunction requires that
crew coordination actions and task management be accomplished. Specifi-
cally, the items below should be addressed:

• Pilot Flying—Continues to fly the aircraft. Inherent in this statement

is that a determination of what continues to be working is of primary
consequence to this initial action. Safe attitude, altitude, and position
are primary criteria to be considered.

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• Pilot in Command—Determines plan of action. The PIC first determines

who will be the nonflying and flying pilot. If the PIC is currently the
pilot flying, he may elect to continue flying, or he may choose to as-
sume the pilot-not-flying duties. The PIC must then determine and
communicate the plan of action to be taken, e.g., change in destination,
checklists to be accomplished, safe altitudes, etc. Generally, the tasks
assigned to the pilot flying and pilot not flying are as follows:

• Pilot Flying—Tasked to fly the aircraft or to monitor the autopi-

lot system and communicate the necessary information as to con-
dition (emergency, fuel state, position and requirements) to ATC.
He must ensure continued safe attitude, altitude, and position.

• Pilot Not Flying—Tasked with the accomplishment of emer-

gency/malfunction procedures as directed by the PIC. Proper chal-
lenge and response techniques must be utilized when accomplishing
emergency checklists. Conformation of critical controls (e.g., T-
handle, fuel lever, etc.) must be made by the pilot flying prior to
the movement of that control. Lack of time, such as on final ap-
proach, to accomplish critical emergency items suggests a very high
risk potential. Delaying the accomplishment of those items until
more time is available, such as on the ground or after a missed ap-
proach, may be advisable.

The following are potential hazards in accomplishment of emergency procedures:

• Even when duties have been assigned, it is normal for both pilots to
involve themselves with the accomplishment of an emergency pro-
cedure. To the extent that both crewmembers need to be aware of the
total cockpit situation, this attention provides for increased situa-
tional awareness. However, when the pilot flying becomes distracted
from his primary responsibility of ensuring continued safe flight, this
becomes a critical risk.

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Table MAP-1. PERFORMANCE STANDARDS

Steep Turns

Bank Angle: 30°, ±5°

Altitude: ±100 feet (30 meters)
Airspeed: ±10 KIAS
Heading: ±10°

Holding

Altitude: ±100 feet (30 meters)

Airspeed: ±10 knots
Heading: ±10°

Instrument Approaches

Initial: Altitude: ±100 feet (30 meters)

Airspeed: ±10 knots
Heading: ±5°

Final: Airspeed: ±5 knots

(Precision) Localizer: No more than quarter scale deflection
Glide Slope: No more than quarter scale deflection

Final: Airspeed: ±5 knots

(Nonprecision) CDI: No more than quarter scale deflection
Bearing Pointer: ±5°
MDA: Altitude: –0, ±50 feet

Circling Approaches

Bank Angle: 30° maximum

Altitude: –0, +100 feet
Airspeed: ±5 knots

Missed Approach

DH: Altitude: –0 before initiation of the missed approach

MDA: Altitude: –0 unless visual references are in sight

before the missed approach.

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MANEUVERS
GENERAL
This section contains illustrations of most of the maneuvers that are likely to
be encountered during Sikorsky S-76 training and operational flying. While
there is always more than one way to fly an aircraft, these procedures have
been developed over many years of Sikorsky operations. They have proven
to be safe, effective, and readily manageable. These procedures are consis-
tent with the RFM. However, if a conflict should develop between these pro-
cedures and those in the RFM, the RFM procedures should be used.

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BEGINNING OF MANEUVER LIFT HOVER

1. CYCLIC — NEUTRAL 1. COLLECTIVE — INCREASE UNTIL 1. ALTITUDE — 5 - 10 FEET
2. BRAKES — AS REQUIRED TO THE HELICOPTER IS LIGHT ON 2. MAINTAIN CONSTANT
PREVENT GROUND ROLL WHEELS HEADING AND POSITION
2. HEADING — MAINTAIN CONSTANT OVER GROUND
WITH PEDALS

Figure MAP-1. Lift to Hover IGE/OGE

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ACCELERATE
1. CONTINUE TO
ACCELERATE AND
HOVER CLIMB TO AVOID
1. ALTITUDE 5–10 FEET TERRAIN OBSTACLES AFTER TAKEOFF
2. ADJUST — CYCLE TO 2. AVOID THE SHADED 1. RAISE LANDING GEAR
BEGIN LEVEL AREAS OF THE 2. CONTINUE TO CLIMB
ACCELERATION HEIGHT/VELOCITY 3. MAINTAIN GROUND
3. INCREASE COLLECTIVE DIAGRAM TRACK BY USING A
TO APPROXIMATELY 10% COMBINATION OF
OVER HOVER TORQUE CYCLIC AND PEDALS
(DO NOT EXCEED
TAKEOFF LIMITS)

BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST COMPLETE

Figure MAP-2. Normal Takeoff

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CLIMB
1. POSITIVE RATE OF
CLIMB
2. RAISE LANDING GEAR
3. CONTINUE NORMAL
FLIGHT

ACCELERATE
1. COLLECTIVE—INCREASE TO ACHIEVE
AVAILABLE T.O. TORQUE (A/A+/A++) OR
10% ABOVE HOVER TORQUE (B/C/C+)

HOVER *
AFTER TAKEOFF
1. ALTITUDE—5 FEET
2. ACCELERATE FORWARD AT 1. MAINTAIN 52 KIAS (A/A+/A++)
A 5 - 10 FT WHEEL HEIGHT OR 55 KIAS (B/C/C+) UNTIL
OBSTACLES CLEARED

BEFORE TAKEOFF * HOVER POWER NR SETTINGS

1. BEFORE TAKEOFF —100 % NR (A/A+/A++)
CHECKLIST COMPLETE —107 % NR (B/C/C+)

Figure MAP-3. Obstacle Clearance Takeoff

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AFTER
CLEARING
OBSTRUCTIONS
1. GEAR UP —
POSITIVE RATE OF
CLIMB
2. CONTINUE TO
CLIMB

LIFT OFF
1. AFT CYCLIC AT
APPROX 30–35 KT
2. MAINTAIN TAKEOFF
TAKEOFF ROLL ATTITUDE
1. CYCLIC — SLIGHTLY 3. ACCELERATE TO
FORWARD VBROC
2. COLLECTIVE — INCREASE
5–10% BELOW HOVER
POWER
3. MAINTAIN GROUND
TRACK WITH LATERAL
CYCLIC AND PEDALS

BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST — COMPLETE

Figure MAP-4. Running (High Altitude) Takeoff

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NOTE: ON B, C, AND C+ MODELS; ORANGE

SPEED BUG SHOULD BE SET AT
CDP AND GREEN BUG AT V2 CLIMB
1. ACCELERATE TO VBROC
2. GEAR UP WITH POSITIVE
RATE OF CLIMB

ACCELERATE (A/A+/A++)
1. COLLECTIVE—INCREASE
TO TORQUE AVAILABLE
2. AT 35 KIAS, CLIMB TO CDP
(40 FEET)

ACCELERATE (B/C/C+)
1. COLLECTIVE—INCREASE
10% ABOVE HOVER
TORQUE (B) 5% ABOVE
HOVER TORQUE (C/C+)

HOVER *
1. ALTITUDE—5 FEET CDP (A/A+/A++)
2. * SET AT 100% WITH 1. NOSE ATTITUDE—PITCH
MATCHED TORQUES DOWN TO ACCELERATE
TO VBROC

CDP (B/C/C+)
1. INITIATE A CLIMB AT V2
2. CLIMB AT V2 TO CLEAR
OBSTACLES

BEFORE TAKEOFF * HOVER POWER NR SETTINGS

1. BEFORE TAKEOFF —100 % NR (A/A+/A++)
CHECKLIST COMPLETE —107 % NR (B/C/C+)

Figure MAP-5. Category “A” Takeoff

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DECISION TO ABORT
1. PITCH UP TO 5–10o NOSE UP
2. COLLECTIVE — ADJUST TO
ESTABLISH DESCENT
LANDING
1. COLLECTIVE:
INCREASE TO
CUSHION TOUCHDOWN
2. AFTER TOUCHDOWN:
CLIMB
— NEUTRALIZE CYCLIC 1. NORMAL CAT “A”
— COLLECTIVE MINIMUM CLIMB INITIATED
— BRAKES AS REQUIRED

HOVER
1. NORMAL CAT “A”
TAKEOFF
PROCEDURE

BEFORE LIFTOFF
1. BEFORE TAKEOFF
CHECKLIST — COMPLETE

Figure MAP-6. Category “A” with Powerplant Failure before CDP

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ENGINE FAILURE
1. COLLECTIVE—LOWER
—A/A+/A++ 96-100% NR
—B/C/C+ 100% NR
2. PITCH—5˚ NOSE DOWN
3. ACCELERATE TO: CLIMB
—VTOSS (52 KIAS) (A/A+/A++)
—V2 SPEED (B/C/C+) 1. POSITIVE RATE OF CLIMB—
4. MAINTAIN 2.5 MINUTE GEAR UP
POWER LIMITS (2.0 MINUTE 2. ACCELERATE TO VBROC
POWER LIMIT C+) 3. LAND AS SOON AS PRACTICAL

DECISION POINT
1. CONTINUE TAKEOFF

HOVER
1. NORMAL CAT "A" HOVER AND
TAKEOFF PROCEDURE

BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST COMPLETE

Figure MAP-7. Category “A” with Powerplant Failure after CDP

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APPROACH
1. LANDING CHECKLIST —
COMPLETE
2. START APPROACH AT
100 FT AGL AT 50 KIAS
3.*RATE OF DESCENT —
NO MORE THAN 750 FPM

DECELERATION
1.** DECEL AT 50 FT AGL
WITH A CYCLE FLARE
TO ABOUT 20˚ NOSEUP
2. LEVEL NOSE TO 5˚–10˚
NOSEUP AT 30 FT AGL

TOUCHDOWN
1. APPLY COLLECTIVE
TO CUSHION LANDING
2. AFTER TOUCHDOWN
NEUTRALIZE THE
CONTROLS
3. APPLY BRAKES, AS
NECESSARY * (CAT B) — 500 FPM
** (CAT B) — DECEL TO PASS 50 FT AT 40 KIAS

Figure MAP-8. Single-Engine Landing during Approach—A/A+/A++

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SIKORSKY S-76 PILOT TRAINING MANUAL

APPROACH
1. LANDING CHECKLIST — COMPLETE
2.* START APPROACH AT 250 FT AGL (C+
–AT 200 FT) AND 45 KIAS 40 KIAS (CAT
A)* OR 45 KIAS (CAT B)
3. RATE OF DESCENT NO MORE THAN
600 FPM

DECELERATION
1.** DECEL PASSING 50 FT AT
40 KIAS (CAT A) OR
45 KIAS (CAT B AND C+)

TOUCHDOWN
1. TOUCHDOWN AT OR ABOVE
TRANSLATIONAL LIFT
2. USE COLLECTIVE TO
CUSHION TOUCHDOWN * S-76C — 200 FT/45 KIAS
3. AFTER TOUCHDOWN ** S-76C — 45 KIAS
NEUTRALIZE CONTROLS
4. APPLY BRAKES, AS
NECESSARY

Figure MAP-9. Single-Engine Landing during Approach—B/C/C+

MAP-22 FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

APPROACH
1. START APPROACH AT TOUCHDOWN
250 FT AGL AT 45 KIAS*
2. DESCENT RATE NO 1. CONTINUE APPROACH AND
MORE THAN 600 FPM DECEL TO A RUNNING
LANDING OR HOVER

DECELERATION
1. INITIATE DECEL PASSING
50 FT AT 40 KIAS **

RUNWAY

* S-76C/C+ — 200 FT AGL

** S-76C/C+ — 45 KIAS

Figure MAP-10. VFR Approach—B/C/C+

FOR TRAINING PURPOSES ONLY MAP-23

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SIKORSKY S-76 PILOT TRAINING MANUAL

APPROACH
1. START APPROACH AT TOUCHDOWN
100 FT AGL AT 50 KIAS*
2. DESCENT RATE NO 1. CONTINUE APPROACH AND
MORE THAN 500 FPM DECEL TO A RUNNING
LANDING OR HOVER

DECELERATION
1. INITIATE DECEL PASSING
50 FT AT 40 KIAS **

RUNWAY

* CAT A LDP
— 50 KIAS, 750 FPM

** CAT A
— DECEL WITH CYCLIC FLARE TO
ABOUT 20° NOSEUP
— LEVEL NOSE TO 5°–10° AT ABOUT
30 FEET

Figure MAP-11. VFR Approach—A/A+/A++

MAP-24 FOR TRAINING PURPOSES ONLY Revision .01

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SIKORSKY S-76 PILOT TRAINING MANUAL

CLIMB
1. POSITIVE ROC - GEAR - UP
BALKED LANDING
1. COLLECTIVE - INCREASE
TO TAKEOFF LIMITS
2. ACCELERATE TO VBROC

Figure MAP-12. VFR Approach—Balked Landing

FOR TRAINING PURPOSES ONLY MAP-25

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SIKORSKY S-76 PILOT TRAINING MANUAL

PRIOR TO IAF
1. APPROACH (IN RANGE)
CHECKLIST COMPLETE
2. ATIS OBTAINED
3. APPROACH BRIEF

PRIOR TO THE LOM

1. AIRSPEED — 70–130 KIAS
2. BEFORE LANDING
CHECKLIST — COMPLETE

AT THE FAF
1. TIMING — START
2. CALLOUTS IAW EXPANDED
PROCEDURES

DECISION HEIGHT
1. CONTINUE IF “IN SIGHT”
HAS BEEN CALLED BY PNF
2. OTHERWISE — EXECUTE
MISSED APPROACH

NOTE: FOR SINGLE ENGINE

1. NOTIFY ATC
2. ACCOMPLISH APPROPRIATE
CHECKLIST
3. MINIMUM SPEED — VBROC
4. LOWER LANDING GEAR AFTER
GLIDE SLOPE INTERCEPT
5. PLAN ON RUNNING LANDING

Figure MAP-13. IFR Precision Approach

MAP-26 FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

PRIOR TO FAF
APPROACH PREPARATION
1. PRELANDING CHECKLIST — COMPLETE
1. “APPROACH IN RANGE 2. AIRSPEED — 70 - 130 KIAS
CHECK” — COMPLETE
2. ATIS — OBTAINED
3. APPROACH — BRIEF

AT THE FAF
1. TIMING — START
2. CALLOUTS — IAW EXPANDED
CALLOUTS

MDA
MINIMUMS

MAP
1. CONTINUE IF “IN SIGHT” HAS
BEEN CALLED BY PNF
2. OTHERWISE — EXECUTE MISSED
APPROACH PROCEDURE

Figure MAP-14. IFR Nonprecision Approach

FOR TRAINING PURPOSES ONLY MAP-27

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SIKORSKY S-76 PILOT TRAINING MANUAL

MISSED APPROACH POINT

1. COLLECTIVE — ADJUST
TO TAKEOFF POWER
2. PITCH — 5° UP
3. FD — GA MODE

1. POSITIVE ROC — GEAR UP

“MISSED APPROACH”
AIRPORT

Figure MAP-15. Missed Approach

MAP-28 FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

1. COLLECTIVE — ADJUST TO
CONTROL YAW
2. COLLECTIVES AND AIRSPEED —
AS REQUIRED TO CONTROL
YAW FOR RUN ON LANDING

1. TOUCHDOWN MAX SPEED — 40 KIAS *A/A+

2. EXECUTE ROLL ON LANDING
3. USE DIFFERENTIAL BRAKING TO CONTROL
DIRECTION ON GROUND

Figure MAP-16. Tail Rotor Control Failure—Fixed Pitch RUNWAY

* 54 KIAS B/C/C

Revision .01 FOR TRAINING PURPOSES ONLY MAP-29

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SIKORSKY S-76 PILOT TRAINING MANUAL

1. LOWER COLLECTIVE AND ENTER

AUTOROTATION
2. MAINTAIN 75 KIAS
3. EXTEND LANDING GEAR
4. DEPLOY FLOATS (OVER WATER)
BELOW 75 KIAS
5. ADVISE PASSENGERS
6. SHOULDER HARNESS — LOCKED
7. ENGINE LEVERS — OFF

1. EXECUTE AUTOROTATION LANDING

2. TOUCHDOWN SPEED —
LESS THAN 30 KIAS *A/A+
3. USE DIFFERENTIAL BRAKING TO CONTROL
DIRECTION ON GROUND

Figure MAP-17. Antitorque Failure

RUNWAY

* B/C/C+ — 40 KIAS

MAP-30 FOR TRAINING PURPOSES ONLY Revision .01

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SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

CONTENTS
Page
INTRODUCTION .......................................................................... WB-1A
GENERAL...................................................................................... WB-1A
WEIGHT AND BALANCE ........................................................... WB-1A
Terms and Definitions ........................................................... WB-1A
Loading Computation............................................................ WB-5A

FOR TRAINING PURPOSES ONLY WB-iA

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ILLUSTRATIONS
Figure Title Page
WB-1A S-76A Diagram............................................................ WB-5A
WB-2A Weight and Balance Charts.......................................... WB-6A
WB-3A S-76A Load Sheet Information ................................. WB-12A
WB-4A Blank Load Sheet ...................................................... WB-13A
WB-5A Crew, Passenger, and
Baggage Centroids .................................................... WB-14A
WB-6A S-76A Weight and
Center-of-Gravity Envelope ...................................... WB-17A
WB-7A S-76A Category A Maximum
Takeoff Gross Weight ................................................ WB-18A
WB-8A S-76A Category B Maximum
Takeoff Gross Weight ................................................ WB-19A

TABLES
Table Title Page
WB-1A S-76A Engine Oil Load............................................. WB-10A
WB-2A Fluid Level Load........................................................ WB-11A
WB-3A Useful Load ............................................................... WB-15A

FOR TRAINING PURPOSES ONLY WB-iiiA

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SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76A helicopter is prop-
erly loaded. The manufacturer provides the necessary weight and balance
data in the Rotocraft Flight Manual. This chapter is intended to provide the
S-76A pilot with information on how to use the published charts and tables.
It must not be used for actual computation of weight and balance data.

GENERAL
The weight and balance section begins with a list of terms and definitions,
covers loading a standard S-76A, and uses data to complete a typical com-
putation. Refer to the RFM Part 2, Sections II and III for actual weight and
balance information.

Takeoff and anticipated landing gross weight, CG locations, and weight of

fuel, oil, and payload are computed using the charts and graphs for the spe-
cific configuration. It is the responsibility of the pilot to ensure that loading
limitations have not been exceeded as set forth in Part 1, Section I (“Operating
Limitations”) of the RFM.

WEIGHT AND BALANCE

TERMS AND DEFINITIONS
General Airspeed Terminology
The following are general airspeed terms used in this manual:

Calibrated Airspeed (CAS)

The indicated airspeed of a helicopter corrected for position and instrument
error. Calibrated airspeed is equal to true airspeed in standard atmosphere at
sea level.

Groundspeed (GS)
The speed of a helicopter relative to the ground

Calibrated Airspeed (KCAS)

The calibrated airspeed expressed in knots

True Airspeed (TAS)

The airspeed of a helicopter relative to undisturbed air, which is the CAS cor-
rected for altitude, temperature, and compressibility

Indicated Airspeed (KIAS)

The indicated airspeed expressed in knots

FOR TRAINING PURPOSES ONLY WB-1A

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SIKORSKY S-76 PILOT TRAINING MANUAL

True Instrument Indicated Airspeed (TIAS)

The speed of a helicopter as shown on the airspeed indicator when corrected
for instrument error. IAS values published in this manual assume zero instru-
ment error.

Best Rate-of-Climb Speed (VBROC)

For the S-76A is 74 knots at sea level and decreases by 1 knot for each 1,000-
foot increase in pressure altitude. VBROC is calculated speed where the dif-
ference between the power required and the power available is a maximum.

V2
Assures a steady rate-of-climb of 150 feet per minute at 1,000 feet above the
takeoff surface with the landing gear retracted and the remaining engine
power at maximum continuous or 30-minute power

Critical Decision Point (CDP)

A go/no-go condition analogous to V1 speed in transport airplanes

Landing Decision Point (LDP)

A commitment point for landing

Never Exceed Speed (VNE)

The maximum permitted IAS for the helicopter

Takeoff Safety Speed (VTOSS)

For Category A rotocraft, is a referenced airspeed obtained after lift-off at
which the required one-engine inoperative climb performance can be achieved.
VTOSS assures a steady rate of climb of 100 feet per minute with the landing
gear down and the remaining engine operating within approved operating lim-
its.

Weight and Balance Terminology

Approved Loading Envelope
Represents those combinations of helicopter weight and center of gravity which
define the limits beyond which loading is not approved

Arm
The distance from the center of gravity of an object to a line about which mo-
ments are to be computed

Basic Empty Weight

The weight of an empty helicopter including full engine oil and unusable fuel.
This equals empty weight plus the weight of unusable fuel and the weight of
all the engine oil required to fill the lines and tanks. Basic empty weight is
the basic configuration from which loading data is determined.

WB-2A FOR TRAINING PURPOSES ONLY

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Center of Gravity
A point at which the weight of an object may be considered concentrated for
weight and balance purposes.

CG Limits
The extreme center of gravity locations within which the helicopter must be
operated at a given weight.

Chart A
An empty weight checklist of equipment installed in the helicopter. Equipment
is grouped by airframe compartment with the weight, arm, and moment of each
item listed for use in weight and balance computation.

Chart B
The aircraft actual weight and balance form. This is a record of the initial empty
weight and center of gravity that was determined by actual weighing of the
helicopter.

Chart C
The empty weight and balance record. This is a continuous listing of changes
in structure or equipment affecting weight and balance. The current empty
helicopter weight, moment, and CG are recorded on this chart.

Datum
The vertical plane perpendicular to the helicopter’s longitudinal axis from which
fore-and aft (usually aft) measurements are made for weight and balance
purposes.

Empty Weight
The weight of an empty helicopter before any oil or fuel has been added. This
includes all permanently installed equipment, fixed ballast, full hydraulic fluid,
and all other fully operating fluids except that the engines, tanks, and lines
do not contain any engine oil or fuel.

Engine Oil
That portion of the engine oil which can be drained from the engine

Jack Points
Points on the helicopter identified by the manufacturer as suitable for sup-
porting the helicopter for weighing or other purposes.

Landing Weight
The weight of the helicopter at landing touchdown

Leveling Points
Those points which are used during the weighing process to level the
helicopter

FOR TRAINING PURPOSES ONLY WB-3A

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SIKORSKY S-76 PILOT TRAINING MANUAL

Maximum Weight
The largest weight allowed by design, structural, performance, or other lim-
itations

Moment
A measure of the rotational tendency of a weight about a specified line, math-
ematically equal to the product of the weight and the arm

Payload
The weight of occupants, cargo, and baggage

Pounds per Hour

Expressed as pph

Ramp Weight
The helicopter weight at engine start assuming all loading is completed

Standard Empty Weight

The basic empty weight of a standard helicopter as specified by the
manufacturer

Station
The longitudinal distance from some point to the zero datum or zero
fuselage station

Takeoff Weight
The weight of the helicopter at lift-off

Unusable Fuel
The fuel remaining after consumption of the usable fuel

Usable Fuel
That portion of the total fuel which is available for consumption as determined
in accordance with applicable regulatory standards

Useful Load
The difference between the helicopter ramp weight and the basic empty
weight

Zero-Fuel Weight
The helicopter ramp weight minus the weight of the fuel on board

Figure WB-1A shows the datum information for the S-76A.

WB-4A FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

STA
200 REF LINE MAIN ROTOR
CENTROID MAIN ROTOR
LEVEL AIRCRAFT
5° CL MAIN ROTOR SHAFT
AT STA 176
200
BAGGAGE
COMPARTMENT
150

100
162.8"

50 157"
FWD AFT JACK
FUEL POINT
HORIZONTAL DATUM

JACK
POINT E
50 100 150 200 250 300 350 400 450 500 550
VERTICAL DATUM
J = 197"
DIMENSIONS FOR WEIGHING
K = 92" L = 165" AIRCRAFT ON WHEELS

K = 92" M = 160"
DIMENSIONS FOR WEIGHING
AIRCRAFT ON JACKS
N = 252"
COMPARTMENTS
NOTE: A ELECTRONICS COMPARTMENT
ALL DIMENSIONS ARE APPROXIMATE.
DIMENSIONS FOR WEIGHING ON WHEELS
B COCKPIT
(J AND L) MUST BE DETERMINED BY C CABIN
ACTUAL MEASUREMENT. D ENGINE AND TRANSMISSION COMPARTMENT
E TAIL
F EXTERNAL EQUIPMENT
Figure WB-1A. S-76A Diagram

LOADING COMPUTATION
General
All helicopters are designed for certain limit loads and balance conditions.
In loading the S-76A for flight, three basic questions should be answered:

1. Is the gross weight within the maximum allowable gross weight?

2. Is the CG within the allowable range?

3. Will the floor loading limits be exceeded?

Computing a load sheet for an S-76A using the charts provided in Part 2,
Sections II and III of the RFM provides the data required to answer these ques-
tions. Typical examples of the charts are shown in Figure WB-2A.

FOR TRAINING PURPOSES ONLY WB-5A

WB-6A
EMPTY WEIGHT AND BALANCE RECORD CHART
CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT & BALANCE C
MODEL SERIAL NO. SHEET

WEIGHT CHANGE RUNNING TOTAL

ITEM DESCRIPTION OF
DATE NO. ADDED (+) REMOVED (–) EMPTY AIRCRAFT CG
ARTICLE OR
IN OUT MODIFICATION WEIGHT MOMENT WEIGHT MOMENT WEIGHT MOMENT
100 100 100
EMPTY WEIGHT AS WEIGHED 100 45.7 6919 14530 210.0
ADDED BALLAST 7019 14600 208.0

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

CHART A
CHART A EMPTY WEIGHT CHECKLIST 760001
S-76 MODEL SERIAL NO. ENTER DATE
CHECK CHECK CHECK CHECK CHECK CHECK CHECK
ITEMS AND LOCATION 1 2 3 4 5 6 7

MOMENT/100

EQUIPMENT
GROUPED BY COMPARTMENT

DELIVERY
WEIGHT
NUMBER

ARM
ITEM

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT
CHART C

CHART C

CHART C

CHART C

CHART C

CHART C

CHART C
ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY
IN

IN

IN

IN

IN

IN

IN
A ELECTRONICS COMPARTMENT (19-65)

FlightSafety
A-1 NOSE FAIRING 4 30 1.2
A-2 VIBRATION ABSORBER (76350-01111) 36 41 14.8 √
A-3 VIBRATION ABSORBER COVER (76205-01001) 2 41 0.8 √
A-4 BLOW DOWN BOTTLE (76650-02004) 2 51 1.0 √
A-5 WINDSHIELD WASHER (EMPTY) √

international
(PUMP, MOTOR & RESERVOIR)
WINDSHIELD WIPER MOTOR (76550)

Figure WB-2A. Weight and Balance Charts (Sheet 1 of 2)

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SIKORSKY S-76 PILOT TRAINING MANUAL

CHART B
AIRCRAFT WEIGHT AND HORIZONTAL BALANCE
FOR S-76 MODEL HELICOPTER
PREPARED BY Sheet of
DATE
REG. NO. SERIAL NO.

REACTION SCALE SCALE SCALE

WHEEL OR JACK POINT NO. READING (LB) TARE ERROR SYMBOL NET WEIGHT
LEFT MAIN 2 2662 0 0 WL 2662
RIGHT MAIN 3 2602 0 0 WR 2602
NOSE 1 1752 0 0 WN 1752
TOTAL WEIGHT 7016 0 0 W 7016

VERTICAL THRU
S = 200" MAIN ROTOR CENTROID
N = 252"
HORIZONTAL 252"
DATUM
K = 92" M = 160"
FORWARD AFT
+ + JACK POINT
JACK POINT

L
J
257" APPROX
AIRCRAFT HORIZONTAL CG AIRCRAFT WEIGHED AT DEVELOPMENT FLIGHT CENTER SCALES.
92" X WN (WL + WR) X 252"
WEIGHING ON JACKS + = CG
W W
WN X J)
WEIGHING ON WHEELS 92" + L – = CG
W

CORRECTED WEIGHT AND HORIZONTAL BALANCE

HORIZONTAL DIST
ITEMS ADDED & SUBTRACTED WEIGHT (LB) (IN.) CG TO MOMENT
FWD DATUM (LB/IN.)
AIRCRAFT AS WEIGHED 7016 207.8 147968.0
PLUS– +35 216.0 +7560.0
MINUS– –32 172.15 –5508.8
EMPTY
TOTAL WEIGHT 7019 208.0 146019.2
GROSS
FWD
BALANCE HORIZONTAL DIST S = IN. OF MAIN ROTOR CENTROID
(CORRECTED) AFT
WITNESSED BY

Figure WB-2A Weight and Balance Charts (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY WB-7A

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NOTE
Each copy of the RFM which is assigned to a specific
helicopter (e.g., helicopter copy) must contain all
data referred to herein and must be maintained to
the current helicopter configuration.

Gross Weight
The maximum gross weight of the S-76A is 10,500 pounds. When operating
at gross weights above 10,300 pounds, the helicopter must comply with the
latest revision of the “Airworthiness Limitations” section of the RFM. Some
atmospheric conditions may restrict the allowable gross weight to less than
maximum gross weight. Refer to the performance charts to determine the al-
lowable gross weight before loading.

To calculate the actual gross weight, obtain the current helicopter empty
weight and moment from chart C and enter in the appropriate column of the
load sheet. If familiarity with the particular helicopter’s history is not known
or if it has new components installed, check chart C against chart A to ver-
ify that all changes of equipment have been recorded in both charts. Add the
following weights and moment/100 of each useful load item carried to the
running total:

• Pilot and copilot

• Engine oil

• Windshield washer fluid

• Passengers

• Baggage

• Usable fuel

• Cargo

The total should be less than the maximum allowable gross weight for the par-
ticular model S-76A. Determine if the calculated gross weight is within allowable
limits for takeoff according to the charts in Part 1, Section I of the RFM.

Center of Gravity
After determining how much weight the helicopter can carry, calculate where
to position it. Consider the following limits:

• Maximum allowable cabin floor and baggage compartment loading

is 75 pounds per square foot (366 kg per square meter).

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

• For helicopters without the utility hoist option installed the follow-
ing notes apply:

WB-8A FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum fuel loading imbalance is kept below 250 pounds
with baggage compartment symmetrically loaded.
Maximum cargo compartment and baggage floor
loading is 75 pounds per square foot.

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum baggage imbalance is kept below 150 pounds
with fuel symmetrically loaded. Maximum cargo
compartment and baggage floor loading is 75 pounds
per square foot.

The charts in the RFM show permissible load distribution by using two meth-
ods: one defines the allowable location of the CG for various gross weights,
and the other shows the limits of moment/100 plotted against gross weight.
This second chart allows the pilot to know whether the CG is within limits
without calculating the actual CG location.

Sample Problem
The S-76A is to fly company executives to the downtown city heliport. Two
of the passengers have brought along personal luggage to place in the bag-
gage compartment. Information for this problem is:

• 25°C OAT

• 1,800 pounds of fuel

• 500 PA

• 340 pounds pilot/copilot weight

• 50 pounds baggage

• Two passengers seated at station C10 (total weight of 380 pounds)

• Two passengers seated at station C11 (total weight of 350 pounds)

Use Tables WB-1A and WB-2A as the sample problem reference source.

The sample problem load sheet information and example is shown in Figure
WB-3A and a blank sample load sheet is shown in Figure WB-4A.

FOR TRAINING PURPOSES ONLY WB-9A

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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-1A. S-76A ENGINE OIL LOAD

ENGINE OIL SYSTEM—2 TANKS
TOTAL CAPACITY = 2.54 U.S. GALLONS (2 TANKS)
ARM = 231.0
MIL-L-7808 OIL MIL-L-23699 OIL
GALLONS
WEIGHT (POUNDS) MOMENT/100 WEIGHT (POUNDS) MOMENT/100
1 7.7 18 8.4 19
2 15.4 36 16.8 39
2.5* 19.3 45 21.0 49
* TWO OIL COOLER/TANKS CONTAIN 1.27 GALLONS EACH FOR A TOTAL CAPACITY OF 2.54 GALLONS

The steps for computation are:

1. A review of chart C in the RFM indicates S-76A (SN 760001) has an

empty weight of 7,019 pounds and a moment/100 of 14,600 (CG 208.0).

2. The oil tanks are full of MIL-L-23699 and the windshield washer reservoir
contains 4 quarts of fluid for the S-76A.

3. Obtain the helicopter takeoff gross weight and moments/100 by adding to

the current helicopter empty weight and moment/100 the weight and
moments/100 of each useful load item to be carried.

4. A check of the horizontal center-of-gravity graph and the CG envelope

chart indicates the S-76A model is within limits for takeoff and landing.

5. A check of the maximum allowable takeoff gross weight charts indicates

that the helicopter is within allowable Category A gross weight limits. For
Category A operations, performance calculations for takeoff and landing
distances must also be calculated.

6. The S-76A gross weight allows for Category B operations.

WB-10A FOR TRAINING PURPOSES ONLY

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Table WB-2A. FLUID LEVEL LOAD

WINDSHIELD WASHER FLUID TABLES
CAPACITY = 5.2 U.S. QUARTS
ARM = 59.8
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
3 6.2 4
4 8.3 5
5 10.4 6
5.2 10.8 6

FOR THE ALTERNATE FLUID TANK LOCATION (76088-20068-0011)

CAPACITY = 2 U.S. QUARTS
ARM = 58.5
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
FOR THE ALTERNATE FLUID TANK LOCATION (76200-01034)
CAPACITY = 4 U.S. QUARTS
ARM = 58.5
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
3 6.2 4
4 8.3 5

FUEL SYSTEM—2 TANKS

CAPACITY = 281.2 GALLONS (2 TANKS)
TOTAL TOTAL TOTAL
WEIGHT (LB) MOMENT/100 WEIGHT (LB) MOMENT/100 WEIGHT (LB) MOMENT/100
20 44 640 1379 1360 2944
40 86 680 1465 1400 3031
60 128 720 1552 1440 3118
80 171 760 1639 1480 3204
100 213 800 1727 1520 3292
120 255 840 1814 1560 3379
160 341 880 1901 1600 3466
200 426 920 1988 1640 3552
240 512 960 2075 1680 3641
280 598 1000 2161 1720 3727
320 685 1040 2248 1760 3814
360 772 1080 2335 1800 3901
400 858 1120 2423 *1828(JP-4) 3961
440 946 1160 2509 1840 3987
480 1032 1200 2597 1880 4074
520 1119 1240 2683 **1898(JP-1) 4113
560 1205 1280 2770 ***1912(JP-5) 4143
600 1292 1320 2856

FOR TRAINING PURPOSES ONLY WB-11A

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AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S-76A AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE
ITEM WEIGHT ARM MOMENT/100
BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
1ST ROW PASSENGERS* C1/C10/C12 + +
2ND ROW PASSENGERS C2 + +
*3RD ROW PASSENGERS* C3/C11 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-3A. S-76A Load Sheet Information

WB-12A FOR TRAINING PURPOSES ONLY

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AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S-76A AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE
ITEM WEIGHT ARM MOMENT/100
BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
1ST ROW PASSENGERS* C1 + +
2ND ROW PASSENGERS C2 + +
3RD ROW PASSENGERS* C3 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-4A. Blank Load Sheet

FOR TRAINING PURPOSES ONLY WB-13A

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SIKORSKY S-76 PILOT TRAINING MANUAL

BL BL
17 18

AVIONICS
COMPARTMENT

COCKPIT ENTRY
HINGED DOOR
COCKPIT (TWO SIDES)
B1

C9
CABIN
C1
C10
CABIN ENTRY
C2 DOOR
(TWO SIDES)

C3 C11

BAGGAGE
COMPARTMENT
BAGGAGE HINGED DOOR
C6 (TWO SIDES)

BL BL
27 9
BL BL
9 27
LEGEND LEGEND
PASSENGER CENTROID
CREW/PASSENGER CENTROID
FOOD AND REFRESHMENT CENTROID
BAGGAGE CENTROID

WEIGHT WEIGHT
COMPARTMENT CENTROID (POUNDS) COMPARTMENT CENTROID (POUNDS)

COCKPIT CABIN
B1 102.5 340 C9 126 40
C10 150 340
CABIN C11 197.5 680
C1 135.5 680
C2 166.5 680
C3 197.5 680
BAGGAGE
C6 235.0 600

Figure WB-5A Crew, Passenger, and Baggage Centroids

WB-14A FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-3A. USEFUL LOAD

CREDENZA
FOOD AND REFRESHMENTS
CABIN
C9
WEIGHT
ARM = 126
(POUNDS)
MOMENT/100
1 1
2 3
3 4
4 5
5 6
10 13
20 25
30 38
40 50
CABIN CABIN
C10 C11 C10 C11
WEIGHT ARM = 150.0 ARM = 197.5 WEIGHT ARM = 150.0 ARM = 197.5
(POUNDS) MOMENT/100 MOMENT/100 (POUNDS) MOMENT/100 MOMENT/100

5075 99 370 – 731

60 90 119 380 – 751
70 105 138 390 – 770
80 120 158 400 – 790
90 135 178 410 – 810
100 150 198 420 – 830
110 165 217 430 – 849
120 180 237 440 – 869
130 195 257 450 – 889
140 210 277 460 – 909
150 225 296 470 – 928
160 240 316 480 – 948
170 255 336 490 – 968
180 270 356 500 – 988
190 285 375 510 – 1007
200 300 395 520 – 1027
210 315 415 530 – 1047
220 330 435 540 – 1067
230 345 454 550 – 1086
240 360 474 560 – 1106
250 375 494 570 – 1126
260 390 514 580 – 1146
270 405 533 590 – 1165
280 420 553 600 – 1185
290 435 573 610 – 1205
300 450 593 620 – 1225
310 465 612 630 – 1244
320 480 632 640 – 1264
330 495 652 650 – 1284
340 510 672 660 – 1304
350 – 691 670 – 1323
360 – 711 680 – 1343
NOTE:
CAUTION MUST BE TAKEN TO ENSURE THAT LONGITUDINAL PASSENGER MOVEMENT DURING FLIGHT DOES NOT CAUSE
THE CG LIMITS TO BE EXCEEDED.

FOR TRAINING PURPOSES ONLY WB-15A

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Table WB-3A. USEFUL LOAD (Cont.)

COCKPIT CABIN
PILOT AND BAGGAGE/
WEIGHT CO-PILOT/ PASSENGERS
(POUNDS) PASSENGER CARGO
B1 C1 C2 C3 C6
ARM = 102.5 ARM = 135.5 ARM = 166.5 ARM = 197.5 ARM = 235.0
MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100
50 51 68 83 99 118
60 62 81 100 119 141
70 72 95 117 138 165
80 82 108 133 158 188
90 92 122 150 178 212
100 103 136 167 198 235
110 113 149 183 217 259
120 123 163 200 237 282
130 133 176 216 257 306
140 144 190 233 277 329
150 154 203 250 296 353
160 164 217 266 316 376
170 174 230 283 336 400
180 185 244 300 356 423
190 195 257 316 375 447
200 205 271 333 395 470
210 215 285 350 415 494
220 226 298 366 435 517
230 236 312 383 454 541
240 246 325 400 474 564
250 256 339 416 494 588
260 267 352 433 514 611
270 277 366 450 533 635
280 287 379 466 553 658
290 297 393 483 573 682
300 308 407 500 593 705
310 318 420 516 612 729
320 328 434 533 632 752
330 338 447 549 652 776
340 349 461 556 672 799
350 474 583 691 823
360 488 599 711 846
370 501 616 731 870
380 515 633 751 893
390 528 649 770 917
400 542 666 790 940
410 556 683 810 964
420 569 699 830 987
430 583 716 849 1011
440 596 733 869 1034
450 610 749 889 1058
460 623 766 909 1081
470 637 783 928 1105
480 650 799 948 1128
490 664 816 968 1152
500 678 833 988 1175
510 691 849 1007 1199
520 705 866 1027 1222
530 718 882 1047 1246
540 732 899 1067 1269
550 745 916 1086 1293
560 759 932 1106 1316
570 772 949 1126 1340
580 786 966 1146 1363
590 799 982 1165 1387
600* 813 999 1185 1410
610 827 1016 1205
620 840 1032 1225
630 854 1049 1244
640 867 1066 1264
650 881 1082 1284
660 894 1099 1304
670 908 1116 1323
680 921 1132 1343

WB-16A FOR TRAINING PURPOSES ONLY

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HORIZONTAL CENTER-OF-GRAVITY CHART

MAXIMUM GROSS WEIGHT 10,500 POUNDS
20,832 21,420
10,500

10,000

9,000
WEIGHT (POUNDS)

T
IMI
DL
FW
8,000 IT
IM
TL
AF

7,000

6,000

5,000
11,000 12,000 13,000 14,000 15,000 16,000 17,000 18,000 19,000 20,000 21,000
NOTE: MOMENT/100 (IN-POUNDS)
THE AFT CG LIMIT HAS BEEN ADJUSTED TO ACCOUNT FOR THE LANDING
GEAR RETRACTION MOMENT/100 OF PLUS (+) 33. THEREFORE,
LOADINGS BASED ON WHEELS-DOWN CONDITIONS WHICH FALL WITHIN
THE LIMITING MOMENTS/100 OF THIS CHART WILL BE WITHIN CG
LIMITS FOR FLIGHT WITH THE LANDING GEAR RETRACTED.

10,500 MAXIMUM GROSS WEIGHT 10,500

10,000

209.6
9,000
WEIGHT (POUNDS)

LEGEND
FORWARD C.G. LIMIT

AFT C.G. LIMIT

TAKEOFF CG
8,000 LANDING CG

7,000 6,900
6,510

6,000 6,120

5,000
192 194 196 198 200 202 204 206 208 210
193 198.3 201.6 204.1 209.5
NOTE:
THE AFT CG LIMIT HAS BEEN ADJUSTED TO ACCOUNT FOR THE LANDING GEAR
RETRACTION HORIZONTAL MOMENT/100 OF PLUS (+) 33. THEREFORE, LOADINGS
BASED ON WHEELS-DOWN CONDITIONS WHICH FALL WITHIN THE LIMITING CG
OF THIS ENVELOPE WILL BE WITHIN CG LIMITS FOR FLIGHT WITH THE LANDING
GEAR RETRACTED.

Figure WB-6A. S-76A Weight and Center-of-Gravity Envelope

FOR TRAINING PURPOSES ONLY WB-17A

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ANTI-ICE OFF GENERATOR LOAD ~ 200 AMPS NO BLEED AIR

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART

BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE AS APPLICABLE. WITH
COMPOUND CONFIGURATIONS, THE WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

EAPS INSTALLED 135 POUNDS
ANTI-ICE ON 225 POUNDS
ANTI-ICE ON WITH EAPS INSTALLED 350 POUNDS
UTILITY HOIST INSTALLED 125 POUNDS
RH SLIDING DOOR OPEN 350 POUNDS

14

13

12 TEMPERATURE ~ °C

11 DENSITY –40
ALTITUDE
LIMIT ~ 11,000
PRESSURE ALTITUDE ~ 1,000 FT

10 FT –30 MAXIMUM
GROSS
WEIGHT
9 10,500 LB
–20

8 –10

0
6

5
10

4
20

3
30
AMBIENT
2 TEMPERATURE 40
LIMIT
1

0
50

6 7 8 9 10 11
GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-7A S-76A Category A Maximum Takeoff Gross Weight

WB-18A FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF GENERATOR LOAD 200 AMPS NO BLEED AIR

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART

BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE AS APPLICABLE:

CONFIGURATION WEIGHT REDUCTION

EAPS INSTALLED 100 LB
ANTI-ICE ON 200 LB
ANTI-ICE ON WITH EAPS INSTALLED 300 LB
*EAPS SWITCH IN THE ON POSITION. NO WEIGHT REDUCTION WITH
EAPS SWITCH IN THE OFF POSITION
14

13

12

11 DENSITY ALTITUDE
LIMIT ~ 11,000 FT TEMPERATURE ~ °C

10
PRESSURE ALTITUDE ~ 1,000 FT

–40°
9 –30°
–20°
–10°
8
0°
7
10° MAXIMUM
GROSS
6 WEIGHT
20°
5

4 30°

3
40°
2
AMBIENT
1 TEMPERATURE
LIMIT 50°
0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.5

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-8A S-76A Category B Maximum Takeoff Gross Weight

FOR TRAINING PURPOSES ONLY WB-19A

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WEIGHT AND BALANCE

CONTENTS
Page
INTRODUCTION ........................................................................ WB-1A+
GENERAL ................................................................................... WB-1A+
WEIGHT AND BALANCE......................................................... WB-1A+
Terms and Definitions......................................................... WB-1A+
Loading Computation ......................................................... WB-5A+

FOR TRAINING PURPOSES ONLY WB-iA+

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ILLUSTRATIONS
Figure Title Page
WB-1A+ S-76A+ Aircraft Diagram.......................................... WB-5A+
WB-2A+ Weight and Balance Charts ....................................... WB-6A+
WB-3A+ Load Sheet No. 1..................................................... WB-12A+
WB-4A+ Load Sheet No. 2..................................................... WB-13A+
WB-5A+ Weight and Horizontal
Center-of-Gravity Envelope .................................... WB-14A+
WB-6A+ Crew, Passenger, and
Baggage Centroids .................................................. WB-15A+
WB-7A+ Horizontal Center of Gravity .................................. WB-19A+
WB-8A+ Category A Maximum Takeoff
and Landing Gross Weight—
EAPS Not Installed or Installed
and On or Off .......................................................... WB-20A+
WB-9A+ Category A Maximum Takeoff
and Landing Gross Weight—
EAPS Not Installed ................................................. WB-21A+
WB-10A+ Category A Maximum Takeoff
and Landing Gross Weight—
EAPS Installed and On ........................................... WB-22A+
WB-11A+ Category A Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Not Installed or
Installed and On or Off ........................................... WB-23A+
WB-12A+ Category A Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Not Installed ................................................. WB-24A+
WB-13A+ Category A Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Installed and On ........................................... WB-25A+
WB-14A+ Category B Maximum Takeoff
and Landing Gross Weight—
EAPS Not Installed or Installed
and Switched Off..................................................... WB-26A+

FOR TRAINING PURPOSES ONLY WB-iiiA+

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WB-15A+ Category B Maximum Takeoff

and Landing Gross Weight—
EAPS Not Installed ................................................. WB-27A+
WB-16A+ Category B Maximum Takeoff
and Landing Gross Weight—
EAPS Installed and On ........................................... WB-28A+
WB-17A+ Category B Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Not Installed or Installed
and Switched Off..................................................... WB-30A+
WB-18A+ Category B Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Not Installed ................................................. WB-31A+
WB-19A+ Category B Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Installed and On ........................................... WB-32A+
WB-20A+ Category B Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Installed and On ........................................... WB-33A+

TABLES
Table Title Page
WB-1A+ S-76A+ Engine Oil Load ........................................ WB-10A+
WB-2A+ Fluid Level Load ..................................................... WB-11A+
WB-3A+ Useful Load............................................................. WB-16A+
WB-4A+ CG Limits................................................................ WB-18A+

WB-ivA+ FOR TRAINING PURPOSES ONLY APRIL 2000

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SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76A+ helicopter is prop-
erly loaded. The manufacturer provides the necessary weight and balance
data in the Rotocraft Flight Manual. This chapter is intended to provide the
S-76A+ pilot with information on how to use the published charts and tables.
It must not be used for actual computation of weight and balance data.

GENERAL
The weight and balance section begins with a list of terms and definitions,
covers loading a standard S-76A+, and uses data to complete a typical com-
putation. Refer to the RFM Part 2, Sections II and III for actual weight and
balance information.

Takeoff and anticipated landing gross weight, CG locations, and weight of

fuel, oil, and payload are computed using the charts and graphs for the spe-
cific configuration. It is the responsibility of the pilot to ensure that loading
limitations have not been exceeded as set forth in Part 1, Section I (“Operating
Limitations”) of the RFM.

WEIGHT AND BALANCE

TERMS AND DEFINITIONS
General Airspeed Terminology
The following are general airspeed terms used in this manual:

Calibrated Airspeed (CAS)

The indicated airspeed of a helicopter corrected for position and instrument
error. Calibrated airspeed is equal to true airspeed in standard atmosphere at
sea level.

Groundspeed (GS)
The speed of a helicopter relative to the ground

Calibrated Airspeed (KCAS)

The calibrated airspeed expressed in knots

True Airspeed (TAS)

The airspeed of a helicopter relative to undisturbed air, which is the CAS cor-
rected for altitude, temperature, and compressibility

Indicated Airspeed (KIAS)

The indicated airspeed expressed in knots

FOR TRAINING PURPOSES ONLY WB-1A+

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SIKORSKY S-76 PILOT TRAINING MANUAL

True Instrument Indicated Airspeed (TIAS)

The speed of a helicopter as shown on the airspeed indicator when corrected
for instrument error. IAS values published in this manual assume zero instru-
ment error.

Best Rate-of-Climb Speed (VBROC)

For the S-76A+ is 74 knots at sea level and decreases by 1 knot for each 1,000-
foot increase in pressure altitude. VBROC is calculated speed where the dif-
ference between the power required and the power available is a maximum.

V2
Assures a steady rate-of-climb of 150 feet per minute at 1,000 feet above the
takeoff surface with the landing gear retracted and the remaining engine
power at maximum continuous or 30-minute power

Critical Decision Point (CDP)

A go/no-go condition analogous to V1 speed in transport airplanes

Landing Decision Point (LDP)

A commitment point for landing

Never Exceed Speed (VNE)

The maximum permitted IAS for the helicopter

Takeoff Safety Speed (VTOSS)

For category A rotocraft, is a referenced airspeed obtained after lift-off at
which the required one-engine inoperative climb performance can be
achieved. VTOSS assures a steady rate of climb of 100 feet per minute with
the landing gear down and the remaining engine operating within approved
operating limits.

Weight and Balance Terminology

Approved Loading Envelope
Represents those combinations of helicopter weight and center of gravity which
define the limits beyond which loading is not approved

Arm
The distance from the center of gravity of an object to a line about which mo-
ments are to be computed

Basic Empty Weight

The weight of an empty helicopter including full engine oil and unusable fuel.
This equals empty weight plus the weight of unusable fuel and the weight of
all the engine oil required to fill the lines and tanks. Basic empty weight is
the basic configuration from which loading data is determined.

WB-2A+ FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

Center of Gravity
A point at which the weight of an object may be considered concentrated for
weight and balance purposes.

CG Limits
The extreme center of gravity locations within which the helicopter must be
operated at a given weight

Chart A
An empty weight checklist of equipment installed in the helicopter. Equipment
is grouped by airframe compartment with the weight, arm, and moment of each
item listed for use in weight and balance computation.

Chart B
The aircraft actual weight and balance form. This is a record of the initial empty
weight and center of gravity that was determined by actual weighing of the
helicopter.

Chart C
The empty weight and balance record. This is a continuous listing of changes
in structure or equipment affecting weight and balance. The current empty
helicopter weight, moment, and CG are recorded on this chart.

Datum
The vertical plane perpendicular to the helicopter’s longitudinal axis from which
fore-and aft (usually aft) measurements are made for weight and balance
purposes.

Empty Weight
The weight of an empty helicopter before any oil or fuel has been added. This
includes all permanently installed equipment, fixed ballast, full hydraulic fluid,
and all other fully operating fluids except that the engines, tanks, and lines
do not contain any engine oil or fuel.

Engine Oil
That portion of the engine oil which can be drained from the engine

Jack Points
Points on the helicopter identified by the manufacturer as suitable for sup-
porting the helicopter for weighing or other purposes.

Landing Weight
The weight of the helicopter at landing touchdown

Leveling Points
Those points which are used during the weighing process to level the
helicopter

FOR TRAINING PURPOSES ONLY WB-3A+

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SIKORSKY S-76 PILOT TRAINING MANUAL

Maximum Weight
The largest weight allowed by design, structural, performance, or other lim-
itations

Moment
A measure of the rotational tendency of a weight about a specified line, math-
ematically equal to the product of the weight and the arm

Payload
The weight of occupants, cargo, and baggage

Pounds per Hour

Expressed as pph

Ramp Weight
The helicopter weight at engine start assuming all loading is completed

Standard Empty Weight

The basic empty weight of a standard helicopter as specified by the
manufacturer

Station
The longitudinal distance from some point to the zero datum or zero
fuselage station

Takeoff Weight
The weight of the helicopter at lift-off

Unusable Fuel
The fuel remaining after consumption of the usable fuel

Usable Fuel
That portion of the total fuel which is available for consumption as determined
in accordance with applicable regulatory standards

Useful Load
The difference between the helicopter ramp weight and the basic empty
weight

Zero-Fuel Weight
The helicopter ramp weight minus the weight of the fuel on board

Figure WB-1A+ shows the datum information for the S-76A+ helicopter.

WB-4A+ FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

STA
200 REF LINE MAIN ROTOR
CENTROID MAIN ROTOR
LEVEL AIRCRAFT
AT STA 176 5° CL MAIN ROTOR SHAFT
200
BAGGAGE
COMPARTMENT

150

100
162.8"

50 157"
AFT JACK
FWD POINT
FUEL
HORIZONTAL DATUM

JACK
POINT E
50 100 150 200 250 300 350 400 450 500 550
VERTICAL DATUM
J = 197"
DIMENSIONS FOR WEIGHING
K = 92" L = 165" AIRCRAFT ON WHEELS

K = 92" M = 160"
DIMENSIONS FOR WEIGHING
AIRCRAFT ON JACKS
N = 252"
COMPARTMENTS
NOTE: A ELECTRONICS COMPARTMENT
ALL DIMENSIONS ARE APPROXIMATE.
DIMENSIONS FOR WEIGHING ON WHEELS
B COCKPIT
(J AND L) MUST BE DETERMINED BY C CABIN
ACTUAL MEASUREMENT. D ENGINE AND TRANSMISSION COMPARTMENT
E TAIL
F EXTERNAL EQUIPMENT
Figure WB-1A+. S-76A+ Aircraft Diagram

LOADING COMPUTATION
General
All helicopters are designed for certain limit loads and balance conditions.
In loading the S-76A+ for flight, three basic questions should be answered:

1. Is the gross weight within the maximum allowable gross weight?

2. Is the CG within the allowable range?

3. Will the floor loading limits be exceeded?

Computing a load sheet for an S-76A+ using the charts provided in Part 2,
Sections II and III of the RFM provides the data required to answer these ques-
tions. Typical examples of the charts are shown in Figure WB-2A+.

FOR TRAINING PURPOSES ONLY WB-5A+

 CHART C
WB-6A+

EMPTY WEIGHT AND BALANCE RECORD CHART

CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT & BALANCE C
MODEL SERIAL NO. SHEET

WEIGHT CHANGE RUNNING TOTAL

ITEM DESCRIPTION OF
DATE NO. ADDED (+) REMOVED (–) EMPTY AIRCRAFT CG
ARTICLE OR
IN OUT MODIFICATION WEIGHT MOMENT WEIGHT MOMENT WEIGHT MOMENT
100 100 100
EMPTY WEIGHT AS WEIGHED 100 45.7 6919 16530 210.0

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

ADDED BALLAST 7019 14600 208.0

CHART A
CHART A EMPTY WEIGHT CHECKLIST 760001 5-1-86
S-76 MODEL SERIAL NO. ENTER DATE
CHECK CHECK CHECK CHECK CHECK CHECK CHECK
ITEMS AND LOCATION 1 2 3 4 5 6 7

MOMENT/100

EQUIPMENT
GROUPED BY COMPARTMENT

DELIVERY
WEIGHT
NUMBER

ARM
ITEM

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT
CHART C

CHART C

CHART C

CHART C

CHART C

CHART C

CHART C
ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY
IN

IN

IN

IN

IN

IN

IN
A ELECTRONICS COMPARTMENT (19-65)

A-1 NOSE FAIRING 4 30 1.2 √

FlightSafety
A-2 VIBRATION ABSORBER (76350-01111) 36 41 14.8 √
A-3 VIBRATION ABSORBER COVER (7620-01001) 2 41 0.8 √
A-4 BLOW DOWN BOTTLE (76650-02004) 2 51 1.0 √
A-5 WINDSHIELD WASHER (EMPTY) √
(PUMP, MOTOR & RESERVOIR)

international
WINDSHIELD WIPER MOTOR (76550)
APRIL 2000

Figure WB-2A+. Weight and Balance Charts (Sheet 1 of 2)

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CHART B
AIRCRAFT WEIGHT AND HORIZONTAL BALANCE
FOR S-76 MODEL HELICOPTER
PREPARED BY Sheet of
DATE
REG. NO. SERIAL NO.

REACTION SCALE SCALE SCALE

WHEEL OR JACK POINT NO. READING (LB) TARE ERROR SYMBOL NET WEIGHT
LEFT MAIN 2 2662 0 0 WL 2662
RIGHT MAIN 3 2602 0 0 WR 2603
NOSE 1 1752 0 0 WN 1752
TOTAL WEIGHT 7016 0 0 W 7016

VERTICAL THRU
S = 200" MAIN ROTOR CENTROID
N = 252"
HORIZONTAL 252"
DATUM
K = 92" M = 160"
FORWARD AFT
+ + JACK POINT
JACK POINT

L
J
257" APPROX
AIRCRAFT HORIZONTAL CG AIRCRAFT WEIGHED AT DEVELOPMENT FLIGHT CENTER SCALES.
92" X WN (WL + WR) X 252"
WEIGHING ON JACKS + = CG
W W
WN X J)
WEIGHING ON WHEELS 92" + L – = CG
W

CORRECTED WEIGHT AND HORIZONTAL BALANCE

HORIZONTAL DIST
ITEMS ADDED & SUBTRACTED WEIGHT (LB) (IN.) CG TO MOMENT
FWD DATUM (LB/IN.)
AIRCRAFT AS WEIGHED 7016 207.8 147968.0
PLUS– +35 216.0 +7560.0
MINUS– –32 172.15 –5508.8
EMPTY
TOTAL WEIGHT 7019 208.0 146019.2
GROSS
FWD
BALANCE HORIZONTAL DIST S = IN. OF MAIN ROTOR CENTROID
(CORRECTED) AFT
WITNESSED BY

Figure WB-2A+. Weight and Balance Charts (Sheet 2 of 2)

APRIL 2000 FOR TRAINING PURPOSES ONLY WB-7A+

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SIKORSKY S-76 PILOT TRAINING MANUAL

NOTE
Each copy of the RFM which is assigned to a specific
helicopter (e.g., helicopter copy) must contain all
data referred to herein and must be maintained to
the current helicopter configuration.

Gross Weight
The maximum gross weight of the S-76A+ is 10,800 pounds. When operat-
ing at gross weights above 10,300 pounds, the helicopter must comply with
the latest revision of the “Airworthiness Limitations” section of the RFM. Some
atmospheric conditions may restrict the allowable gross weight to less than
maximum gross weight. Refer to the performance charts to determine the al-
lowable gross weight before loading.

To calculate the actual gross weight, obtain the current helicopter empty
weight and moment from chart C and enter in the appropriate column of the
load sheet. If familiarity with the particular helicopter’s history is not known
or if it has new components installed, check chart C against chart A to ver-
ify that all changes of equipment have been recorded in both charts. Add the
following weights and moment/100 of each useful load item carried to the
running total:

• Pilot and copilot

• Engine oil

• Windshield washer fluid (S-76A+)

• Passengers

• Baggage

• Usable fuel

• Cargo

The total should be less than the maximum allowable gross weight for the par-
ticular model S-76A+. Determine if the calculated gross weight is within al-
lowable limits for takeoff according to the charts in Part 1, Section I of the RFM.

Center of Gravity
After determining how much weight the helicopter can carry, calculate where
to position it. Consider the following limits:

• Maximum allowable cabin floor loading is 75 pounds per square foot

(366 kg per square meter).

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

• For helicopters without the utility hoist option installed the follow-
ing notes apply:

WB-8A+ FOR TRAINING PURPOSES ONLY

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum fuel loading imbalance is kept below 250 pounds
with baggage compartment symmetrically loaded.
Maximum cargo compartment and baggage floor
loading is 75 pounds per square foot.

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum baggage imbalance is kept below 150 pounds
with fuel symmetrically loaded. Maximum cargo
compartment and baggage floor loading is 75 pounds
per square foot.

The charts in the RFM show permissible load distribution by using two meth-
ods: one defines the allowable location of the CG for various gross weights,
and the other shows the limits of moment/100 plotted against gross weight.
This second chart allows the pilot to know whether the CG is within limits
without calculating the actual CG location.

Sample Problem
The S-76A+ is loaded as follows:

• Fuel load 1,898 pounds

• Pilot and copilot 350 pounds

• Front row passengers 650 pounds

• Middle row passengers 200 pounds

• Aft row 0

• Baggage/cargo 250 pounds

Use Tables WB-1A+ and WB-2A+ as the sample problem reference sources.

The sample problem load sheet information and example for takeoff is shown
in Figure WB-3A+. Figure WB-4A+ shows landing CG configuration.

FOR TRAINING PURPOSES ONLY WB-9A+

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-1A+. S-76A+ ENGINE OIL LOAD

STA
200 REF LINE MAIN ROTOR
CENTROID MAIN ROTOR
LEVEL AIRCRAFT
AT STA 176 5° CL MAIN ROTOR SHAFT
200
BAGGAGE
COMPARTMENT

150

100

The steps for computation are:

1. A review of chart C in the RFM indicates this S-76A+ has an empty

weight of 7,345 pounds and a moment/100 of 15,409.8.

2. The oil tanks are full of MIL-L-23699 and the windshield washer reservoir
contains 4 quarts of fluid.

3. Obtain the helicopter takeoff gross weight and moments/100 by adding to

the current helicopter empty weight and moment/100 the weight and
moments/100 of each useful load item to be carried.

4. A check of the horizontal center-of-gravity graph and the CG envelope

chart indicates this S-76A+ model is within limits for takeoff and landing.

5. A check of the maximum allowable takeoff gross weight charts indicates

that the helicopter is within allowable Category A gross weight limits. For
Category A operations, performance calculations for takeoff and landing
distances must also be calculated.

6. The S-76A+ gross weight allows for Category B operations.

WB-10A+ FOR TRAINING PURPOSES ONLY

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-2A+. FLUID LEVEL LOAD

ENGINE OIL SYSTEM—2 TANKS
APACITY = 2.54 U.S. GALLONS (2 TANKS)
ARM = 231.0
L-L-7808 OIL MIL-L-23699 OIL
NDS) MOMENT/100 WEIGHT (POUNDS) MOMENT/100
18 8.4 19
36 16.8 39
45 21.0 49
NTAIN 1.27 GALLONS EACH FOR A TOTAL CAPACITY OF 2.54 GALLONS

RR WB A TBL

FOR TRAINING PURPOSES ONLY WB-11A+

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S76A+ AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE
ITEM WEIGHT ARM MOMENT/100
BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
FRONT ROW PASSENGERS* C1 + +
MIDDLE ROW PASSENGERS C2 + +
AFT ROW PASSENGERS* C3 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-3A+. Load Sheet No. 1

WB-12A+ FOR TRAINING PURPOSES ONLY

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S76A+ AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE
ITEM WEIGHT ARM MOMENT/100
BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
FRONT ROW PASSENGERS* C1 + +
MIDDLE ROW PASSENGERS C2 + +
AFT ROW PASSENGERS* C3 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-4A+. Load Sheet No. 2

FOR TRAINING PURPOSES ONLY WB-13A+

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

199.1 203.1 209.6

11,000
10,800
MAXIMUM GROSS WEIGHT
10,800 POUNDS

10,000

9,000
8,875
WEIGHT (POUNDS)

8,000 FORWARD AFT

CG CG
LIMIT LIMIT

7,000
6,900

6,456

6,120
6,000

5,000
192 194 196 198 200 202 204 206 208 210

199.1 201.4 203.1 209.5

AIRCRAFT STA (INCHES)

LEGEND
TAKEOFF CG

LANDING CG

NOTE:
THE AFT CG LIMIT HAS BEEN ADJUSTED TO ACCOUNT FOR THE LANDING GEAR
RETRACTION HORIZONTAL MOMENT/100 OF PLUS (+) 37.2. THEREFORE, LOADINGS
BASED ON WHEELS-DOWN CONDITIONS WHICH FALL WITHIN THE LIMITING CG
OF THIS ENVELOPE WILL BE WITHIN CG LIMITS FOR FLIGHT WITH THE LANDING
GEAR RETRACTED.

Figure WB-5A+. Weight and Horizontal Center-of-Gravity Envelope

WB-14A+ FOR TRAINING PURPOSES ONLY

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

BL BL
17 18

AVIONICS
COMPARTMENT

COCKPIT ENTRY
HINGED DOOR
COCKPIT (TWO SIDES)
B1

C9
CABIN
C1
C10
CABIN ENTRY
C2 DOOR
(TWO SIDES)

C3 C11

BAGGAGE
COMPARTMENT
BAGGAGE HINGED DOOR
C6 (TWO SIDES)

BL BL
27 9
BL BL
9 27
LEGEND LEGEND
PASSENGER CENTROID
CREW/PASSENGER CENTROID
FOOD AND REFRESHMENT CENTROID
BAGGAGE CENTROID
WEIGHT
WEIGHT COMPARTMENT CENTROID (POUNDS)
COMPARTMENT CENTROID (POUNDS)

COCKPIT CABIN
B1 102.5 340 C9 126 40
C10 150 340
CABIN C11 197.5 680
C1 135.5 680
C2 166.5 680
C3 197.5 680
BAGGAGE
C6 235.0 600

Figure WB-6A+. Crew, Passenger, and Baggage Centroids

FOR TRAINING PURPOSES ONLY WB-15A+

 FlightSafetyinternational

SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-3A+. SUPPLEMENTAL LOAD

CREDENZA
FOOD AND REFRESHMENTS
CABIN
C9
WEIGHT
ARM = 126
(POUNDS)
MOMENT/100
1 1
2 3
3 4
4 5
5 6
10 13
20 25
30 38
40 50

CABIN CABIN
C10 C11 C10 C11
WEIGHT ARM = 150.0 ARM = 197.5 WEIGHT ARM = 150.0 ARM = 197.5
(POUNDS) MOMENT/100 MOMENT/100 (POUNDS) MOMENT/100 MOMENT/100

5075 99 370 – 731

60 90 119 380 – 751
70 105 138 390 – 770
80 120 158 400 – 790
90 135 178 410 – 810
100 150 198 420 – 830
110 165 217 430 – 849
120 180 237 440 – 869
130 195 257 450 – 889
140 210 277 460 – 909
150 225 296 470 – 928
160 240 316 480 – 948
170 255 336 490 – 968
180 270 356 500 – 988
190 285 375 510 – 1007
200 300 395 520 – 1027
210 315 415 530 – 1047
220 330 435 540 – 1067
230 345 454 550 – 1086
240 360 474 560 – 1106
250 375 494 570 – 1126
260 390 514 580 – 1146
270 405 533 590 – 1165
280 420 553 600 – 1185
290 435 573 610 – 1205
300 450 593 620 – 1225
310 465 612 630 – 1244
320 480 632 640 – 1264
330 495 652 650 – 1284
340 510 672 660 – 1304
350 – 691 670 – 1323
360 – 711 680 – 1343
NOTE:
CAUTION MUST BE TAKEN TO ENSURE THAT LONGITUDINAL PASSENGER MOVEMENT DURING FLIGHT DOES NOT CAUSE
THE CG LIMITS TO BE EXCEEDED.

WB-16A+ FOR TRAINING PURPOSES ONLY

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-3A+. SUPPLEMENTAL LOAD (Cont)

COCKPIT CABIN
PILOT AND
WEIGHT COPILOT/ PASSENGERS BAGGAGE/
(POUNDS) PASSENGER CARGO
B1 C1 C2 C3 C6
ARM = 102.5 ARM = 135.5 ARM = 166.5 ARM = 197.5 ARM = 235.0
MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100
50 51 68 83 99 118
60 62 81 100 119 141
70 72 95 117 138 165
80 82 108 133 158 188
90 92 122 150 178 212
100 103 136 167 198 235
110 113 149 183 217 259
120 123 163 200 237 282
130 133 176 216 257 306
140 144 190 233 277 329
150 154 203 250 296 353
160 164 217 266 316 376
170 174 230 283 336 400
180 185 244 300 356 423
190 195 257 316 375 447
200 205 271 333 395 470
210 215 285 350 415 494
220 226 298 366 435 517
230 236 312 383 454 541
240 246 325 400 474 564
250 256 339 416 494 588
260 267 352 433 514 611
270 277 366 450 533 635
280 287 379 466 553 658
290 297 393 483 573 682
300 308 407 500 593 705
310 318 420 516 612 729
320 328 434 533 632 752
330 338 447 549 652 776
340 349 461 556 672 799
350 474 583 691 823
360 488 599 711 846
370 501 616 731 870
380 515 633 751 893
390 528 649 770 917
400 542 666 790 940
410 556 683 810 964
420 569 699 830 987
430 583 716 849 1011
440 596 733 869 1034
450 610 749 889 1058
460 623 766 909 1081
470 637 783 928 1105
480 650 799 948 1128
490 664 816 968 1152
500 678 833 988 1175
510 691 849 1007 1199
520 705 866 1027 1222
530 718 882 1047 1246
540 732 899 1067 1269
550 745 916 1086 1293
560 759 932 1106 1316
570 772 949 1126 1340
580 786 966 1146 1363
590 799 982 1165 1387
600* 813 999 1185 1410
610 827 1016 1205
620 840 1032 1225
630 854 1049 1244
640 867 1066 1264
650 881 1082 1284
660 894 1099 1304
670 908 1116 1323
680 921 1132 1343

FOR TRAINING PURPOSES ONLY WB-17A+

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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-4A+. CG LIMITS

GROSS WEIGHT FORWARD CG LIMIT AFT CG LIMIT*

(POUNDS) (STATION) (STATION)

6,120 201.39 201.39

6,200 199.63 202.22
6,300 197.42 203.26
6,400 195.21 204.29
6,450 194.00 205.33
6,600 194.00 206.36
6,700 194.00 207.39
6,800 194.00 208.43
6,900 194.00 209.46
7,000 194.00 209.47
7,500 194.00 209.50
8,000 194.00 209.54
8,500 194.00 209.56
8,875 194.00 209.57
9,000 194.33 208.79
9,500 195.67 207.21
10,000 197.00 205.63
10,300 197.80 204.68
10,500 198.33 204.05
10,800 199.13 203.10

NOTE:
* THE AFT CG LIMIT VALUES HAVE BEEN ADJUSTED TO ACCOUNT FOR LANDING GEAR RETRAC-
TION. LOADINGS BASED ON WHEELS-DOWN CONDITIONS, WHICH FALL WITHIN THE ABOVE CG
LIMITS, WILL BE WITHIN CG LIMITS FOR FLIGHT WITH THE LANDING GEAR RETRACTED.
MOMENT/100 FOR RETRACTION OF THE LANDING GEAR IS PLUS (+) 37.2.

THE MAXIMUM PERMISSIBLE GROSS WEIGHT IS SPECIFIC IN PART 1, SECTION I, OPERATING

LIMITATIONS.

WB-18A+ FOR TRAINING PURPOSES ONLY

 MAXIMUM GROSS WEIGHT 10,800 POUNDS 21,503 21,935
11,000
10,800

10,000

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

9,000
FWD LIMIT
WEIGHT (POUNDS)

8,000 AFT LIMIT

7,000

6,000

FlightSafety
5,000
11,000 12,000 13,000 14,000 15,000 16,000 17,000 18,000 19,000 20,000 21,000 22,000

MOMENT/100 (IN-POUNDS)
LEGEND NOTE:

international
TAKEOFF CG THE AFT CG LIMIT HAS BEEN ADJUSTED TO ACCOUNT FOR THE LANDING GEAR RETRACTION
WB-19A+

MOMENT/100 OF PLUS (+) 37.2. THEREFORE, LOADINGS BASED ON WHEELS-DOWN CONDITIONS

LANDING CG WHICH FALL WITHIN THE LIMITING MOMENTS/100 OF THIS CHART WILL BE WITHIN CG LIMITS
FOR FLIGHT WITH THE LANDING GEAR RETRACTED.

Figure WB-7A+. Horizontal Center of Gravity

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550
15

14

13
DENSITY TEMPERATURE ~ °C
12 ALTITUDE
LIMIT
= 11,000 MAXIMUM
11
PRESSURE ALTITUDE ~ 1,000 FT

GROSS
WEIGHT
= 10,800 LB
10

9 –40
–30
8
–20
7
–10
6
0
5
10
4
20
30
3

AMBIENT 40
2 TEMPERATURE
LIMIT 50
1

0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-8A+. Category A Maximum Takeoff and Landing
Gross Weight—EAPS Not Installed or
Installed and On or Off

WB-20A+ FOR TRAINING PURPOSES ONLY

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550

15

14

13
DENSITY TEMPERATURE ~ °C
ALTITUDE
12 LIMIT
= 11,000 FT
11 MAXIMUM
PRESSURE ALTITUDE ~ 1,000 FT

GROSS
WEIGHT
10 = 10,800 LB

9
–40

8 –30
–20
7
–1
6
0

5 10

0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-9A+. Category A Maximum Takeoff and Landing
Gross Weight—EAPS Not Installed

FOR TRAINING PURPOSES ONLY WB-21A+

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550

15

14

13
DENSITY TEMPERATURE ~ °C
ALTITUDE
12 LIMIT
= 11,000 FT
MAXIMUM
11
PRESSURE ALTITUDE ~ 1,000 FT

GROSS
WEIGHT
10 = 10,800 LB

9
–40
8
–30

7 –20

–10
6
0
5
10
4

0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-10A+. Category A Maximum Takeoff and Landing
Gross Weight—EAPS Installed and On

WB-22A+ FOR TRAINING PURPOSES ONLY

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS
09600 SERIES MAIN TRANSMISSION INSTALLED

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH AND SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550

15

14

13

12 TEMPERATURE ~ °C

11
PRESSURE ALTITUDE ~ 1,000 FT

DENSITY
ALTITUDE MAXIMUM
LIMIT GROSS
10 –40
= 11,000 FT WEIGHT
–30 = 10,800 LB
9
–20
8 –10

0
7
10
6 20

30
5
TORQUE
40 LIMIT
4

50
3

2
AMBIENT
TEMPERATURE
1
LIMIT

0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-11A+. Category A Maximum Takeoff and Landing
Gross Weight—09600 Main Transmission,
EAPS Not Installed or Installed and On or Off

FOR TRAINING PURPOSES ONLY WB-23A+

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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS
09600 SERIES MAIN TRANSMISSION INSTALLED

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.
CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH AND SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550

15

14

13

12 TEMPERATURE ~ °C
DENSITY
ALTITUDE
11 LIMIT
PRESSURE ALTITUDE ~ 1,000 FT

=11,000
10 –40 MAXIMUM
GROSS
–30 WEIGHT
9
=10,800 LB
–20
8 –10
0
7
10

5
TORQUE
LIMIT
4

0
6 7 8 9 10 11
GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS
Figure WB-12A+. Category A Maximum Takeoff and Landing
Gross Weight—09600 Main Transmission,
EAPS Not Installed

WB-24A+ FOR TRAINING PURPOSES ONLY

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS
09600 SERIES MAIN TRANSMISSION INSTALLED

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.
CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH AND SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550

15

14

13

12 TEMPERATURE ~ °C
DENSITY
ALTITUDE
11
PRESSURE ALTITUDE ~ 1,000 FT

LIMIT
= 11,000
10 –40
MAXIMUM
–30 GROSS
9
–20
WEIGHT
= 10,800 LB
8 –10

0
7
10
6

5
TORQUE
LIMIT
4

0
6 7 8 9 10 11
GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-13A+. Category A Maximum Takeoff and Landing

Gross Weight—09600 Main Transmission,
EAPS Installed and On

FOR TRAINING PURPOSES ONLY WB-25A+

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

14 TEMPERATURE ~ °C

13
MAXIMUM
12 GROSS
DENSITY WEIGHT
ALTITUDE = 10,800 LB
11 LIMIT
PRESSURE ALTITUDE ~ 1,000 FT

–40
= 11,000

10
–30

9 –20

–10
8
0
7
10

6 20

30
5

40
4
50
3 AMBIENT
TEMPERATURE
2 LIMIT

0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-14A+. Category B Maximum Takeoff and Landing

Gross Weight—EAPS Not Installed or
Installed and Switched Off
WB-26A+ FOR TRAINING PURPOSES ONLY
 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

TEMPERATURE ~ °C
14

13
MAXIMUM
GROSS
12 WEIGHT
DENSITY = 10,800 LB
–40
ALTITUDE
11 LIMIT
= 11,000
–30
PRESSURE ALTITUDE ~ 1,000 FT

10
–20

9 –10

0
8
10
7

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-15A+. Category B Maximum Takeoff and Landing
Gross Weight—EAPS Not Installed

FOR TRAINING PURPOSES ONLY WB-27A+

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

14 TEMPERATURE ~ °C

13

MAXIMUM
12 GROSS
WEIGHT
= 10,800 LB
11 –40
DENSITY
PRESSURE ALTITUDE ~ 1,000 FT

ALTITUDE
10 LIMIT
= 11,000 –30

9 –20

–10
8
0
7
10

6 20

5 30

4 40

AMBIENT 50
3 TEMPERATURE
LIMIT

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-16A+. Category B Maximum Takeoff and Landing
Gross Weight—EAPS Installed and On
(Sheet 1 of 2)

WB-28A+ FOR TRAINING PURPOSES ONLY

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS
15

TEMPERATURE ~ °C
14

13
MAXIMUM
GROSS
12 WEIGHT
DENSITY = 10,800 LB
ALTITUDE –40
11 LIMIT
= 11,000
PRESSURE ALTITUDE ~ 1,000 FT

–30
10
–20
9
–10

8 0

7 10

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-16A+. Category B Maximum Takeoff and Landing
Gross Weight—EAPS Installed and On
(Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY WB-29A+

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

14
TEMPERATURE ~ °C

13

MAXIMUM
12 GROSS
WEIGHT
–40 = 10,800 LB
11
DENSITY
PRESSURE ALTITUDE ~ 1,000 FT

ALTITUDE –30
10 LIMIT
= 11,000 –20
9
–10
8
0

7 10

20
6
30
5

4
40

3 50
AMBIENT
TEMPERATURE
2
LIMIT

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-17A+. Category B Maximum Takeoff and Landing
Gross Weight—09600 Main Transmission,
EAPS Not Installed or Installed
and Switched Off

WB-30A+ FOR TRAINING PURPOSES ONLY

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

TEMPERATURE ~ °C
14

13

MAXIMUM
12 GROSS
DENSITY
WEIGHT
ALTITUDE –40 = 10,800 LB
LIMIT
11
= 11,000
PRESSURE ALTITUDE ~ 1,000 FT

–30
10
–20
9
–10

0
8

10
7

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-18A+. Category B Maximum Takeoff and Landing
Gross Weight—09600 Main Transmission,
EAPS Not Installed

FOR TRAINING PURPOSES ONLY WB-31A+

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

14 TEMPERATURE ~ °C

13

DENSITY MAXIMUM
12 ALTITUDE GROSS
LIMIT WEIGHT
= 11,000 –40
= 10,800 LB
11
PRESSURE ALTITUDE ~ 1,000 FT

–30
10

–20
9
–10

8
0

7 10

6 20

5 30

4 40
50

3
AMBIENT
TEMPERATURE
2 LIMIT

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-19A+. Category B Maximum Takeoff and Landing

Gross Weight—09600 Main Transmission,
EAPS Installed and On

WB-32A+ FOR TRAINING PURPOSES ONLY

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

14 TEMPERATURE ~ °C

13
MAXIMUM
GROSS
12 DENSITY
WEIGHT
ALTITUDE
= 10,800 LB
LIMIT
11 = 11,000 –40
PRESSURE ALTITUDE ~ 1,000 FT

10
–30

–20
9

–10
8
0

7
10

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-20A+. Category B Maximum Takeoff and Landing

Gross Weight—09600 Main Transmission,
EAPS Installed and On

FOR TRAINING PURPOSES ONLY WB-33A+

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SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

CONTENTS
Page
INTRODUCTION...................................................................... WB-1A++
GENERAL ................................................................................. WB-1A++
WEIGHT AND BALANCE....................................................... WB-1A++
Terms and Definitions ...................................................... WB-1A++
Loading Computation ....................................................... WB-5A++

FOR TRAINING PURPOSES ONLY WB-iA++

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ILLUSTRATIONS
Figure Title Page
WB-1A++ S-76A+ Aircraft Diagram................................... WB-5A++
WB-2A++ Weight and Balance Charts................................. WB-6A++
WB-3A++ Load Sheet No. 1.............................................. WB-12A++
WB-4A++ Load Sheet No. 2.............................................. WB-13A++
WB-5A++ Weight and Horizontal
Center-of-Gravity Envelope ............................. WB-14A++
WB-6A++ Crew, Passenger, and
Baggage Centroids ........................................... WB-15A++
WB-7A++ Horizontal Center of Gravity............................ WB-19A++
WB-8A++ Category A Maximum Takeoff
and Landing Gross Weight—
EAPS Not Installed or Installed
and On or Off ................................................... WB-20A++
WB-9A++ Category A Maximum Takeoff
and Landing Gross Weight—
EAPS Not Installed .......................................... WB-21A++
WB-10A++ Category A Maximum Takeoff
and Landing Gross Weight—
EAPS Installed and On..................................... WB-22A++
WB-11A++ Category A Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Not Installed or
Installed and On or Off..................................... WB-23A++
WB-12A++ Category A Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Not Installed .......................................... WB-24A++
WB-13A++ Category A Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Installed and On..................................... WB-25A++
WB-14A++ Category B Maximum Takeoff
and Landing Gross Weight—
EAPS Not Installed or Installed
and Switched Off.............................................. WB-26A++

FOR TRAINING PURPOSES ONLY WB-iiiA++

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WB-15A++ Category B Maximum Takeoff

and Landing Gross Weight—
EAPS Not Installed .......................................... WB-27A++
WB-16A++ Category B Maximum Takeoff
and Landing Gross Weight—
EAPS Installed and On..................................... WB-28A++
WB-17A++ Category B Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Not Installed or Installed
and Switched Off.............................................. WB-30A++
WB-18A++ Category B Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Not Installed .......................................... WB-31A++
WB-19A++ Category B Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Installed and On..................................... WB-32A++
WB-20A++ Category B Maximum Takeoff
and Landing Gross Weight—
09600 Main Transmission,
EAPS Installed and On..................................... WB-33A++

TABLES
Table Title Page
WB-1A++ S-76A+ Engine Oil Load.................................. WB-10A++
WB-2A++ Fluid Level Load .............................................. WB-11A++
WB-3A++ Useful Load ...................................................... WB-16A++
WB-4A++ CG Limits......................................................... WB-18A++

WB-ivA++ FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76A++ helicopter is prop-
erly loaded. The manufacturer provides the necessary weight and balance
data in the Rotocraft Flight Manual. This chapter is intended to provide the
S-76A++ pilot with information on how to use the published charts and tables.
It must not be used for actual computation of weight and balance data.

GENERAL
The weight and balance section begins with a list of terms and definitions,
covers loading a standard S-76A++, and uses data to complete a typical com-
putation. Refer to the RFM Part 2, Sections II and III for actual weight and
balance information.

Takeoff and anticipated landing gross weight, CG locations, and weight of

fuel, oil, and payload are computed using the charts and graphs for the spe-
cific configuration. It is the responsibility of the pilot to ensure that loading
limitations have not been exceeded as set forth in Part 1, Section I (“Operat-
ing Limitations”) of the RFM.

WEIGHT AND BALANCE

TERMS AND DEFINITIONS
General Airspeed Terminology
The following are general airspeed terms used in this manual:

Calibrated Airspeed (CAS)

The indicated airspeed of a helicopter corrected for position and instrument
error. Calibrated airspeed is equal to true airspeed in standard atmosphere at
sea level.

Groundspeed (GS)
The speed of a helicopter relative to the ground

Calibrated Airspeed (KCAS)

The calibrated airspeed expressed in knots

True Airspeed (TAS)

The airspeed of a helicopter relative to undisturbed air, which is the CAS cor-
rected for altitude, temperature, and compressibility

Indicated Airspeed (KIAS)

The indicated airspeed expressed in knots

FOR TRAINING PURPOSES ONLY WB-1A++

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True Instrument Indicated Airspeed (TIAS)

The speed of a helicopter as shown on the airspeed indicator when corrected
for instrument error. IAS values published in this manual assume zero instru-
ment error.

Best Rate-of-Climb Speed (VBROC)

For the S-76A++ is 74 knots at sea level and decreases by 1 knot for each 1,000-
foot increase in pressure altitude. VBROC is calculated speed where the dif-
ference between the power required and the power available is a maximum.

V2
Assures a steady rate-of-climb of 150 feet per minute at 1,000 feet above the
takeoff surface with the landing gear retracted and the remaining engine
power at maximum continuous or 30-minute power

Critical Decision Point (CDP)

A go/no-go condition analogous to V1 speed in transport airplanes

Landing Decision Point (LDP)

A commitment point for landing

Never Exceed Speed (VNE)

The maximum permitted IAS for the helicopter

Takeoff Safety Speed (VTOSS)

For category A rotocraft, is a referenced airspeed obtained after lift-off at
which the required one-engine inoperative climb performance can be
achieved. VTOSS assures a steady rate of climb of 100 feet per minute with
the landing gear down and the remaining engine operating within approved
operating limits.

Weight and Balance Terminology

Approved Loading Envelope
Represents those combinations of helicopter weight and center of gravity which
define the limits beyond which loading is not approved

Arm
The distance from the center of gravity of an object to a line about which mo-
ments are to be computed

Basic Empty Weight

The weight of an empty helicopter including full engine oil and unusable fuel.
This equals empty weight plus the weight of unusable fuel and the weight of
all the engine oil required to fill the lines and tanks. Basic empty weight is
the basic configuration from which loading data is determined.

WB-2A++ FOR TRAINING PURPOSES ONLY

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Center of Gravity
A point at which the weight of an object may be considered concentrated for
weight and balance purposes.

CG Limits
The extreme center of gravity locations within which the helicopter must be
operated at a given weight

Chart A
An empty weight checklist of equipment installed in the helicopter. Equip-
ment is grouped by airframe compartment with the weight, arm, and moment
of each item listed for use in weight and balance computation.

Chart B
The aircraft actual weight and balance form. This is a record of the initial empty
weight and center of gravity that was determined by actual weighing of the
helicopter.

Chart C
The empty weight and balance record. This is a continuous listing of changes
in structure or equipment affecting weight and balance. The current empty
helicopter weight, moment, and CG are recorded on this chart.

Datum
The vertical plane perpendicular to the helicopter’s longitudinal axis from which
fore-and aft (usually aft) measurements are made for weight and balance
purposes.

Empty Weight
The weight of an empty helicopter before any oil or fuel has been added. This
includes all permanently installed equipment, fixed ballast, full hydraulic fluid,
and all other fully operating fluids except that the engines, tanks, and lines
do not contain any engine oil or fuel.

Engine Oil
That portion of the engine oil which can be drained from the engine

Jack Points
Points on the helicopter identified by the manufacturer as suitable for sup-
porting the helicopter for weighing or other purposes.

Landing Weight
The weight of the helicopter at landing touchdown

Leveling Points
Those points which are used during the weighing process to level the
helicopter

FOR TRAINING PURPOSES ONLY WB-3A++

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Maximum Weight
The largest weight allowed by design, structural, performance, or other lim-
itations

Moment
A measure of the rotational tendency of a weight about a specified line, math-
ematically equal to the product of the weight and the arm

Payload
The weight of occupants, cargo, and baggage

Pounds per Hour

Expressed as pph

Ramp Weight
The helicopter weight at engine start assuming all loading is completed

Standard Empty Weight

The basic empty weight of a standard helicopter as specified by the
manufacturer

Station
The longitudinal distance from some point to the zero datum or zero
fuselage station

Takeoff Weight
The weight of the helicopter at lift-off

Unusable Fuel
The fuel remaining after consumption of the usable fuel

Usable Fuel
That portion of the total fuel which is available for consumption as determined
in accordance with applicable regulatory standards

Useful Load
The difference between the helicopter ramp weight and the basic empty
weight

Zero-Fuel Weight
The helicopter ramp weight minus the weight of the fuel on board

Figure WB-1A++ shows the datum information for the S-76A++ helicopter.

WB-4A++ FOR TRAINING PURPOSES ONLY

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STA
200 REF LINE MAIN ROTOR
CENTROID MAIN ROTOR
LEVEL AIRCRAFT
AT STA 176 5° CL MAIN ROTOR SHAFT
200
BAGGAGE
D COMPARTMENT

150 A B

100
162.8"

50 157"
AFT JACK
FWD POINT
FUEL
HORIZONTAL DATUM

JACK
POINT C E
50 100 150 200 250 300 350 400 450 500 550
VERTICAL DATUM
J = 197"
DIMENSIONS FOR WEIGHING
K = 92" L = 165" AIRCRAFT ON WHEELS

K = 92" M = 160"
DIMENSIONS FOR WEIGHING
AIRCRAFT ON JACKS
N = 252"

COMPARTMENTS
NOTE: A ELECTRONICS COMPARTMENT
ALL DIMENSIONS ARE APPROXIMATE.
DIMENSIONS FOR WEIGHING ON WHEELS
B COCKPIT
(J AND L) MUST BE DETERMINED BY C CABIN
ACTUAL MEASUREMENT. D ENGINE AND TRANSMISSION COMPARTMENT
E TAIL
F EXTERNAL EQUIPMENT
Figure WB-1A++. S-76A++ Aircraft Diagram

LOADING COMPUTATION
General
All helicopters are designed for certain limit loads and balance conditions.
In loading the S-76A++ for flight, three basic questions should be answered:

1. Is the gross weight within the maximum allowable gross weight?

2. Is the CG within the allowable range?

3. Will the floor loading limits be exceeded?

Computing a load sheet for an S-76A++ using the charts provided in Part 2,
Sections II and III of the RFM provides the data required to answer these ques-
tions. Typical examples of the charts are shown in Figure WB-2A++.

FOR TRAINING PURPOSES ONLY WB-5A++

 RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-6
CHART C
WB-6A++

EMPTY WEIGHT AND BALANCE RECORD CHART

CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT & BALANCE C
MODEL SERIAL NO. SHEET

WEIGHT CHANGE RUNNING TOTAL

ITEM DESCRIPTION OF
DATE NO. ADDED (+) REMOVED (–) EMPTY AIRCRAFT CG
ARTICLE OR
IN OUT MODIFICATION WEIGHT MOMENT WEIGHT MOMENT WEIGHT MOMENT
100 100 100
EMPTY WEIGHT AS WEIGHED 100 45.7 6919 16530 210.0

SIKORSKY S-76 PILOT TRAINING MANUAL

ADDED BALLAST 7019 14600 208.0
FOR TRAINING PURPOSES ONLY

CHART A
CHART A EMPTY WEIGHT CHECKLIST 760001 5-1-86
S-76 MODEL SERIAL NO. ENTER DATE
CHECK CHECK CHECK CHECK CHECK CHECK CHECK
ITEMS AND LOCATION 1 2 3 4 5 6 7

MOMENT/100

EQUIPMENT
GROUPED BY COMPARTMENT

DELIVERY
WEIGHT
NUMBER

ARM
ITEM

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT
CHART C

CHART C

CHART C

CHART C

CHART C

CHART C

CHART C
ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY
IN

IN

IN

IN

IN

IN

IN
A ELECTRONICS COMPARTMENT (19-65)

A-1 NOSE FAIRING 4 30 1.2 √

A-2 VIBRATION ABSORBER (76350-01111) 36 41 14.8 √

FlightSafety
A-3 VIBRATION ABSORBER COVER (7620-01001) 2 41 0.8 √
A-4 BLOW DOWN BOTTLE (76650-02004) 2 51 1.0 √
A-5 WINDSHIELD WASHER (EMPTY) √
(PUMP, MOTOR & RESERVOIR)

international
WINDSHIELD WIPER MOTOR (76550)

Figure WB-2A++. Weight and Balance Charts (Sheet 1 of 2)

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-7

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SIKORSKY S-76 PILOT TRAINING MANUAL

CHART B
AIRCRAFT WEIGHT AND HORIZONTAL BALANCE
FOR S-76 MODEL HELICOPTER
PREPARED BY Sheet of
DATE
REG. NO. SERIAL NO.

REACTION SCALE SCALE SCALE

WHEEL OR JACK POINT NO. READING (LB) TARE ERROR SYMBOL NET WEIGHT
LEFT MAIN 2 2662 0 0 WL 2662
RIGHT MAIN 3 2602 0 0 WR 2603
NOSE 1 1752 0 0 WN 1752
TOTAL WEIGHT 7016 0 0 W 7016

VERTICAL THRU
S = 200" MAIN ROTOR CENTROID
N = 252"
HORIZONTAL 252"
DATUM
K = 92" M = 160"
FORWARD AFT
+ JACK POINT + JACK POINT

L
J
257" APPROX
AIRCRAFT HORIZONTAL CG AIRCRAFT WEIGHED AT DEVELOPMENT FLIGHT CENTER SCALES.
92" X WN (WL + WR) X 252"
WEIGHING ON JACKS + = CG
W W
WN X J)
WEIGHING ON WHEELS 92" + L – = CG
W

CORRECTED WEIGHT AND HORIZONTAL BALANCE

HORIZONTAL DIST
ITEMS ADDED & SUBTRACTED WEIGHT (LB) (IN.) CG TO MOMENT
FWD DATUM (LB/IN.)
AIRCRAFT AS WEIGHED 7016 207.8 147968.0
PLUS– +35 216.0 +7560.0
MINUS– –32 172.15 –5508.8
EMPTY
TOTAL WEIGHT 7019 208.0 146019.2
GROSS
FWD
BALANCE HORIZONTAL DIST S = IN. OF MAIN ROTOR CENTROID
(CORRECTED) AFT
WITNESSED BY

Figure WB-2A++. Weight and Balance Charts (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY WB-7A++

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NOTE
Each copy of the RFM which is assigned to a specific
helicopter (e.g., helicopter copy) must contain all
data referred to herein and must be maintained to
the current helicopter configuration.

Gross Weight
The maximum gross weight of the S-76A++ is 10,800 pounds. When operat-
ing at gross weights above 10,300 pounds, the helicopter must comply with
the latest revision of the “Airworthiness Limitations” section of the RFM. Some
atmospheric conditions may restrict the allowable gross weight to less than
maximum gross weight. Refer to the performance charts to determine the al-
lowable gross weight before loading.

To calculate the actual gross weight, obtain the current helicopter empty
weight and moment from chart C and enter in the appropriate column of the
load sheet. If familiarity with the particular helicopter’s history is not known
or if it has new components installed, check chart C against chart A to ver-
ify that all changes of equipment have been recorded in both charts. Add the
following weights and moment/100 of each useful load item carried to the
running total:

• Pilot and copilot

• Engine oil

• Windshield washer fluid (S-76A++)

• Passengers

• Baggage

• Usable fuel

• Cargo

The total should be less than the maximum allowable gross weight for the par-
ticular model S-76A++. Determine if the calculated gross weight is within al-
lowable limits for takeoff according to the charts in Part 1, Section I of the RFM.

Center of Gravity
After determining how much weight the helicopter can carry, calculate where
to position it. Consider the following limits:

• Maximum allowable cabin floor loading is 75 pounds per square foot

(366 kg per square meter).

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

• For helicopters without the utility hoist option installed the follow-
ing notes apply:

WB-8A++ FOR TRAINING PURPOSES ONLY

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NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum fuel loading imbalance is kept below 250 pounds
with baggage compartment symmetrically loaded.
Maximum cargo compartment and baggage floor
loading is 75 pounds per square foot.

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum baggage imbalance is kept below 150 pounds
with fuel symmetrically loaded. Maximum cargo
compartment and baggage floor loading is 75 pounds
per square foot.

The charts in the RFM show permissible load distribution by using two meth-
ods: one defines the allowable location of the CG for various gross weights,
and the other shows the limits of moment/100 plotted against gross weight.
This second chart allows the pilot to know whether the CG is within limits
without calculating the actual CG location.

Sample Problem
The S-76A++ is loaded as follows:

• Fuel load 1,898 pounds

• Pilot and copilot 350 pounds

• Front row passengers 650 pounds

• Middle row passengers 200 pounds

• Aft row 0

• Baggage/cargo 250 pounds

Use Tables WB-1A++ and WB-2A++ as the sample problem reference sources.

The sample problem load sheet information and example for takeoff is shown
in Figure WB-3A++. Figure WB-4A++ shows landing CG configuration.

FOR TRAINING PURPOSES ONLY WB-9A++

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Table WB-1A++. S-76A++ ENGINE OIL LOAD

ENGINE OIL SYSTEM—2 TANKS
TOTAL CAPACITY = 2.54 U.S. GALLONS (2 TANKS)
ARM = 231.0
MIL-L-7808 OIL MIL-L-23699 OIL
GALLONS
WEIGHT (POUNDS) MOMENT/100 WEIGHT (POUNDS) MOMENT/100
1 7.7 18 8.4 19
2 15.4 36 16.8 39
2.5* 19.3 45 21.0 49
* TWO OIL COOLER/TANKS CONTAIN 1.27 GALLONS EACH FOR A TOTAL CAPACITY OF 2.54 GALLONS

The steps for computation are:

1. A review of chart C in the RFM indicates this S-76A++ has an empty

weight of 7,345 pounds and a moment/100 of 15,409.8.

2. The oil tanks are full of MIL-L-23699 and the windshield washer reservoir
contains 4 quarts of fluid.

3. Obtain the helicopter takeoff gross weight and moments/100 by adding to

the current helicopter empty weight and moment/100 the weight and
moments/100 of each useful load item to be carried.

4. A check of the horizontal center-of-gravity graph and the CG envelope

chart indicates this S-76A++ model is within limits for takeoff and
landing.

5. A check of the maximum allowable takeoff gross weight charts indicates

that the helicopter is within allowable Category A gross weight limits. For
Category A operations, performance calculations for takeoff and landing
distances must also be calculated.

6. The S-76A++ gross weight allows for Category B operations.

WB-10A++ FOR TRAINING PURPOSES ONLY

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Table WB-2A++. FLUID LEVEL LOAD

WINDSHIELD WASHER FLUID TABLES
CAPACITY = 5.2 U.S. QUARTS
ARM = 59.8
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
3 6.2 4
4 8.3 5
5 10.4 6
5.2 10.8 6

FOR THE ALTERNATE FLUID TANK LOCATION (76088-20068-0011)

CAPACITY = 2 U.S. QUARTS
ARM = 58.5
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
FOR THE ALTERNATE FLUID TANK LOCATION (76200-01034)
CAPACITY = 4 U.S. QUARTS
ARM = 58.5
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
3 6.2 4
4 8.3 5

FUEL SYSTEM—2 TANKS

CAPACITY = 281.2 GALLONS (2 TANKS)
TOTAL TOTAL TOTAL
WEIGHT (LB) MOMENT/100 WEIGHT (LB) MOMENT/100 WEIGHT (LB) MOMENT/100
20 44 640 1379 1360 2944
40 86 680 1465 1400 3031
60 128 720 1552 1440 3118
80 171 760 1639 1480 3204
100 213 800 1727 1520 3292
120 255 840 1814 1560 3379
160 341 880 1901 1600 3466
200 426 920 1988 1640 3552
240 512 960 2075 1680 3641
280 598 1000 2161 1720 3727
320 685 1040 2248 1760 3814
360 772 1080 2335 1800 3901
400 858 1120 2423 *1828(JP-4) 3961
440 946 1160 2509 1840 3987
480 1032 1200 2597 1880 4074
520 1119 1240 2683 **1898(JP-1) 4113
560 1205 1280 2770 ***1912(JP-5) 4143
600 1292 1320 2856

FOR TRAINING PURPOSES ONLY WB-11A++

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AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S76A++ AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE

ITEM WEIGHT ARM MOMENT/100

BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
FRONT ROW PASSENGERS* C1 + +
MIDDLE ROW PASSENGERS C2 + +
AFT ROW PASSENGERS* C3 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-3A++. Load Sheet No. 1

WB-12A++ FOR TRAINING PURPOSES ONLY

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-13

FlightSafety
international

SIKORSKY S-76 PILOT TRAINING MANUAL

AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S76A++ AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE

ITEM WEIGHT ARM MOMENT/100

BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
FRONT ROW PASSENGERS* C1 + +
MIDDLE ROW PASSENGERS C2 + +
AFT ROW PASSENGERS* C3 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-4A++. Load Sheet No. 2

FOR TRAINING PURPOSES ONLY WB-13A++

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-14

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

199.1 203.1 209.6

11,000
10,800
MAXIMUM GROSS WEIGHT
10,800 POUNDS

10,000

9,000
8,875
WEIGHT (POUNDS)

8,000 FORWARD AFT

CG CG
LIMIT LIMIT

7,000
6,900

6,456

6,120
6,000

5,000
192 194 196 198 200 202 204 206 208 210

199.1 201.4 203.1 209.5

AIRCRAFT STA (INCHES)

LEGEND
TAKEOFF CG

LANDING CG

NOTE:
THE AFT CG LIMIT HAS BEEN ADJUSTED TO ACCOUNT FOR THE LANDING GEAR
RETRACTION HORIZONTAL MOMENT/100 OF PLUS (+) 37.2. THEREFORE, LOADINGS
BASED ON WHEELS-DOWN CONDITIONS WHICH FALL WITHIN THE LIMITING CG
OF THIS ENVELOPE WILL BE WITHIN CG LIMITS FOR FLIGHT WITH THE LANDING
GEAR RETRACTED.

Figure WB-5A++. Weight and Horizontal Center-of-Gravity Envelope

WB-14A++ FOR TRAINING PURPOSES ONLY

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-15

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

BL BL
17 18

AVIONICS
COMPARTMENT

COCKPIT ENTRY
HINGED DOOR
COCKPIT (TWO SIDES)
B1

C9
CABIN
C1
C10
CABIN ENTRY
C2 DOOR
(TWO SIDES)

C3 C11

BAGGAGE
COMPARTMENT
BAGGAGE HINGED DOOR
C6 (TWO SIDES)

BL BL
27 9
BL BL
9 27
LEGEND LEGEND
PASSENGER CENTROID
CREW/PASSENGER CENTROID
FOOD AND REFRESHMENT CENTROID
BAGGAGE CENTROID
WEIGHT
WEIGHT COMPARTMENT CENTROID (POUNDS)
COMPARTMENT CENTROID (POUNDS)

COCKPIT CABIN
B1 102.5 340 C9 126 40
C10 150 340
CABIN C11 197.5 680
C1 135.5 680
C2 166.5 680
C3 197.5 680
BAGGAGE
C6 235.0 600

Figure WB-6A++. Crew, Passenger, and Baggage Centroids

FOR TRAINING PURPOSES ONLY WB-15A++

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-16

FlightSafetyinternational

SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-3A++. SUPPLEMENTAL LOAD

CREDENZA
FOOD AND REFRESHMENTS
CABIN
C9
WEIGHT
ARM = 126
(POUNDS)
MOMENT/100
1 1
2 3
3 4
4 5
5 6
10 13
20 25
30 38
40 50

CABIN CABIN
C10 C11 C10 C11
WEIGHT ARM = 150.0 ARM = 197.5 WEIGHT ARM = 150.0 ARM = 197.5
(POUNDS) MOMENT/100 MOMENT/100 (POUNDS) MOMENT/100 MOMENT/100

50 75 99 370 – 731
60 90 119 380 – 751
70 105 138 390 – 770
80 120 158 400 – 790
90 135 178 410 – 810
100 150 198 420 – 830
110 165 217 430 – 849
120 180 237 440 – 869
130 195 257 450 – 889
140 210 277 460 – 909
150 225 296 470 – 928
160 240 316 480 – 948
170 255 336 490 – 968
180 270 356 500 – 988
190 285 375 510 – 1007
200 300 395 520 – 1027
210 315 415 530 – 1047
220 330 435 540 – 1067
230 345 454 550 – 1086
240 360 474 560 – 1106
250 375 494 570 – 1126
260 390 514 580 – 1146
270 405 533 590 – 1165
280 420 553 600 – 1185
290 435 573 610 – 1205
300 450 593 620 – 1225
310 465 612 630 – 1244
320 480 632 640 – 1264
330 495 652 650 – 1284
340 510 672 660 – 1304
350 – 691 670 – 1323
360 – 711 680 – 1343
NOTE:
CAUTION MUST BE TAKEN TO ENSURE THAT LONGITUDINAL PASSENGER MOVEMENT DURING FLIGHT DOES NOT CAUSE
THE CG LIMITS TO BE EXCEEDED.

WB-16A++ FOR TRAINING PURPOSES ONLY

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-17

FlightSafety
international

SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-3A++. SUPPLEMENTAL LOAD (Cont)

COCKPIT CABIN
PILOT AND
WEIGHT COPILOT/ PASSENGERS BAGGAGE/
(POUNDS) PASSENGER CARGO
B1 C1 C2 C3 C6
ARM = 102.5 ARM = 135.5 ARM = 166.5 ARM = 197.5 ARM = 235.0
MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100
50 51 68 83 99 118
60 62 81 100 119 141
70 72 95 117 138 165
80 82 108 133 158 188
90 92 122 150 178 212
100 103 136 167 198 235
110 113 149 183 217 259
120 123 163 200 237 282
130 133 176 216 257 306
140 144 190 233 277 329
150 154 203 250 296 353
160 164 217 266 316 376
170 174 230 283 336 400
180 185 244 300 356 423
190 195 257 316 375 447
200 205 271 333 395 470
210 215 285 350 415 494
220 226 298 366 435 517
230 236 312 383 454 541
240 246 325 400 474 564
250 256 339 416 494 588
260 267 352 433 514 611
270 277 366 450 533 635
280 287 379 466 553 658
290 297 393 483 573 682
300 308 407 500 593 705
310 318 420 516 612 729
320 328 434 533 632 752
330 338 447 549 652 776
340 349 461 556 672 799
350 474 583 691 823
360 488 599 711 846
370 501 616 731 870
380 515 633 751 893
390 528 649 770 917
400 542 666 790 940
410 556 683 810 964
420 569 699 830 987
430 583 716 849 1011
440 596 733 869 1034
450 610 749 889 1058
460 623 766 909 1081
470 637 783 928 1105
480 650 799 948 1128
490 664 816 968 1152
500 678 833 988 1175
510 691 849 1007 1199
520 705 866 1027 1222
530 718 882 1047 1246
540 732 899 1067 1269
550 745 916 1086 1293
560 759 932 1106 1316
570 772 949 1126 1340
580 786 966 1146 1363
590 799 982 1165 1387
600* 813 999 1185 1410
610 827 1016 1205
620 840 1032 1225
630 854 1049 1244
640 867 1066 1264
650 881 1082 1284
660 894 1099 1304
670 908 1116 1323
680 921 1132 1343

FOR TRAINING PURPOSES ONLY WB-17A++

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-18

FlightSafety
international

SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-4A++. CG LIMITS

GROSS WEIGHT FORWARD CG LIMIT AFT CG LIMIT*

(POUNDS) (STATION) (STATION)

6,120 201.39 201.39

6,200 199.63 202.22
6,300 197.42 203.26
6,400 195.21 204.29
6,450 194.00 205.33
6,600 194.00 206.36
6,700 194.00 207.39
6,800 194.00 208.43
6,900 194.00 209.46
7,000 194.00 209.47
7,500 194.00 209.50
8,000 194.00 209.54
8,500 194.00 209.56
8,875 194.00 209.57
9,000 194.33 208.79
9,500 195.67 207.21
10,000 197.00 205.63
10,300 197.80 204.68
10,500 198.33 204.05
10,800 199.13 203.10

NOTE:
* THE AFT CG LIMIT VALUES HAVE BEEN ADJUSTED TO ACCOUNT FOR LANDING GEAR RETRAC-
TION. LOADINGS BASED ON WHEELS-DOWN CONDITIONS, WHICH FALL WITHIN THE ABOVE CG
LIMITS, WILL BE WITHIN CG LIMITS FOR FLIGHT WITH THE LANDING GEAR RETRACTED.
MOMENT/100 FOR RETRACTION OF THE LANDING GEAR IS PLUS (+) 37.2.

THE MAXIMUM PERMISSIBLE GROSS WEIGHT IS SPECIFIC IN PART 1, SECTION I, OPERATING

LIMITATIONS.

WB-18A++ FOR TRAINING PURPOSES ONLY

 RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-19
MAXIMUM GROSS WEIGHT 10,800 POUNDS 21,503 21,935
11,000
10,800

10,000

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

9,000
FWD LIMIT
WEIGHT (POUNDS)

8,000 AFT LIMIT

7,000

6,000

FlightSafety
5,000
11,000 12,000 13,000 14,000 15,000 16,000 17,000 18,000 19,000 20,000 21,000 22,000

MOMENT/100 (IN-POUNDS)
LEGEND NOTE:

international
TAKEOFF CG THE AFT CG LIMIT HAS BEEN ADJUSTED TO ACCOUNT FOR THE LANDING GEAR RETRACTION
WB-19A++

MOMENT/100 OF PLUS (+) 37.2. THEREFORE, LOADINGS BASED ON WHEELS-DOWN CONDITIONS

LANDING CG WHICH FALL WITHIN THE LIMITING MOMENTS/100 OF THIS CHART WILL BE WITHIN CG LIMITS
FOR FLIGHT WITH THE LANDING GEAR RETRACTED.

Figure WB-7A++. Horizontal Center of Gravity

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-20

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550
15

14

13
DENSITY TEMPERATURE ~ °C
12 ALTITUDE
LIMIT
= 11,000 MAXIMUM
11 GROSS
PRESSURE ALTITUDE ~ 1,000 FT

WEIGHT
= 10,800 LB
10

9 –40
–30
8
–20
7
–10
6
0

5
10

4 20
30
3

AMBIENT 40
2 TEMPERATURE
LIMIT 50
1

0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-8A++. Category A Maximum Takeoff and Landing
Gross Weight—EAPS Not Installed or
Installed and On or Off

WB-20A++ FOR TRAINING PURPOSES ONLY

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-21

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550

15

14

13
DENSITY TEMPERATURE ~ °C
ALTITUDE
12 LIMIT
= 11,000 FT
11 MAXIMUM
PRESSURE ALTITUDE ~ 1,000 FT

GROSS
WEIGHT
10 = 10,800 LB

9
–40

8 –30
–20
7
–1
6
0

5 10

0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-9A++. Category A Maximum Takeoff and Landing
Gross Weight—EAPS Not Installed

FOR TRAINING PURPOSES ONLY WB-21A++

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-22

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550

15

14

13
DENSITY TEMPERATURE ~ °C
ALTITUDE
12 LIMIT
= 11,000 FT
MAXIMUM
11
PRESSURE ALTITUDE ~ 1,000 FT

GROSS
WEIGHT
10 = 10,800 LB

9
–40
8
–30

7 –20

–10
6
0
5
10
4

0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-10A++. Category A Maximum Takeoff and Landing
Gross Weight—EAPS Installed and On

WB-22A++ FOR TRAINING PURPOSES ONLY

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-23

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS
09600 SERIES MAIN TRANSMISSION INSTALLED

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH AND SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550

15

14

13

12 TEMPERATURE ~ °C

11
PRESSURE ALTITUDE ~ 1,000 FT

DENSITY
ALTITUDE MAXIMUM
LIMIT –40 GROSS
10
= 11,000 FT WEIGHT
= 10,800 LB
–30
9
–20
8 –10

0
7
10
6 20

30
5
TORQUE
40 LIMIT
4

50
3

2
AMBIENT
TEMPERATURE
1
LIMIT

0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-11A++. Category A Maximum Takeoff and Landing
Gross Weight—09600 Main Transmission,
EAPS Not Installed or Installed and On or Off

FOR TRAINING PURPOSES ONLY WB-23A++

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-24

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS
09600 SERIES MAIN TRANSMISSION INSTALLED

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH AND SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550

15

14

13

12 TEMPERATURE ~ °C
DENSITY
ALTITUDE
11 LIMIT
PRESSURE ALTITUDE ~ 1,000 FT

=11,000

10 –40 MAXIMUM
GROSS
–30 WEIGHT
9
=10,800 LB
–20
8 –10
0
7
10

5
TORQUE
LIMIT
4

0
6 7 8 9 10 11
GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS
Figure WB-12A++. Category A Maximum Takeoff and Landing
Gross Weight—09600 Main Transmission,
EAPS Not Installed

WB-24A++ FOR TRAINING PURPOSES ONLY

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-25

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS
09600 SERIES MAIN TRANSMISSION INSTALLED

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED

FROM CHART BY THE AMOUNT SHOWN IN THE FOLLOWING TABLE
AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE
WEIGHT REDUCTIONS ARE CUMULATIVE.
CONFIGURATION WEIGHT REDUCTION

UTILITY HOIST INSTALLED 125

RH AND SLIDING DOOR OPEN 350
RH AND LH SLIDING DOORS OPEN 550

15

14

13

12 TEMPERATURE ~ °C
DENSITY
ALTITUDE
11
PRESSURE ALTITUDE ~ 1,000 FT

LIMIT
= 11,000
10 –40
MAXIMUM
–30 GROSS
9
WEIGHT
–20
= 10,800 LB
8 –10

0
7
10
6

5
TORQUE
LIMIT
4

0
6 7 8 9 10 11
GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-13A++. Category A Maximum Takeoff and Landing

Gross Weight—09600 Main Transmission,
EAPS Installed and On

FOR TRAINING PURPOSES ONLY WB-25A++

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-26

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

14 TEMPERATURE ~ °C

13
MAXIMUM
12 GROSS
DENSITY WEIGHT
ALTITUDE = 10,800 LB
11 LIMIT
PRESSURE ALTITUDE ~ 1,000 FT

= 11,000 –40

10
–30

9 –20

–10
8
0
7
10

6 20

30
5

40
4
50
3 AMBIENT
TEMPERATURE
LIMIT
2

0
6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-14A++. Category B Maximum Takeoff and Landing
Gross Weight—EAPS Not Installed or
Installed and Switched Off
WB-26A++ FOR TRAINING PURPOSES ONLY
RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-27

FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

TEMPERATURE ~ °C
14

13
MAXIMUM
GROSS
12 WEIGHT
DENSITY = 10,800 LB
–40
ALTITUDE
11 LIMIT
= 11,000
–30
PRESSURE ALTITUDE ~ 1,000 FT

10
–20

9 –10

0
8
10
7

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-15A++. Category B Maximum Takeoff and Landing
Gross Weight—EAPS Not Installed

FOR TRAINING PURPOSES ONLY WB-27A++

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-28

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

14 TEMPERATURE ~ °C

13

MAXIMUM
12 GROSS
WEIGHT
= 10,800 LB
11 –40
DENSITY
PRESSURE ALTITUDE ~ 1,000 FT

ALTITUDE
10 LIMIT
= 11,000 –30

9 –20

–10
8
0
7
10

6 20

5 30

4 40

AMBIENT 50
3 TEMPERATURE
LIMIT

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-16A++. Category B Maximum Takeoff and Landing
Gross Weight—EAPS Installed and On
(Sheet 1 of 2)

WB-28A++ FOR TRAINING PURPOSES ONLY

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-29

FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS
15

TEMPERATURE ~ °C
14

13
MAXIMUM
GROSS
12 WEIGHT
DENSITY = 10,800 LB
ALTITUDE –40
11 LIMIT
= 11,000
–30
PRESSURE ALTITUDE ~ 1,000 FT

10
–20
9
–10

8 0

7 10

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-16A++. Category B Maximum Takeoff and Landing
Gross Weight—EAPS Installed and On
(Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY WB-29A++

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-30

FlightSafety
international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

14 TEMPERATURE ~ °C

13

MAXIMUM
12 GROSS
WEIGHT
–40 = 10,800 LB
11
DENSITY
PRESSURE ALTITUDE ~ 1,000 FT

ALTITUDE –30
10 LIMIT
= 11,000 –20
9
–10
8
0

7 10

20
6
30
5

4
40

3 50
AMBIENT
TEMPERATURE
2
LIMIT

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-17A++. Category B Maximum Takeoff and Landing
Gross Weight—09600 Main Transmission,
EAPS Not Installed or Installed
and Switched Off

WB-30A++ FOR TRAINING PURPOSES ONLY

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-31

FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

TEMPERATURE ~ °C
14

13

MAXIMUM
12 GROSS
DENSITY
WEIGHT
ALTITUDE
–40 = 10,800 LB
LIMIT
11 = 11,000
PRESSURE ALTITUDE ~ 1,000 FT

–30
10
–20
9
–10

0
8

10
7

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-18A++. Category B Maximum Takeoff and Landing
Gross Weight—09600 Main Transmission,
EAPS Not Installed

FOR TRAINING PURPOSES ONLY WB-31A++

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-32

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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

14 TEMPERATURE ~ °C

13

DENSITY
MAXIMUM
12 ALTITUDE
GROSS
LIMIT
WEIGHT
= 11,000 –40
= 10,800 LB
11
PRESSURE ALTITUDE ~ 1,000 FT

–30
10

–20
9
–10

8
0

7 10

6 20

5 30

4 40
50

3
AMBIENT
TEMPERATURE
2 LIMIT

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-19A++. Category B Maximum Takeoff and Landing
Gross Weight—09600 Main Transmission,
EAPS Installed and On

WB-32A++ FOR TRAINING PURPOSES ONLY

RR26110 CH WB A++.qxd 8/30/02 12:52 PM Page WB-33

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SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE ON BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

15

14 TEMPERATURE ~ °C

13
MAXIMUM
GROSS
12 DENSITY
WEIGHT
ALTITUDE
= 10,800 LB
LIMIT
11 = 11,000 –40
PRESSURE ALTITUDE ~ 1,000 FT

10 –30

–20
9

–10
8
0

7 10

6 7 8 9 10 11

GROSS WEIGHT ~ 1,000 LB

2.5 3.0 3.5 4.0 4.5 5.0

GROSS WEIGHT ~ 1,000 KILOGRAMS

Figure WB-20A++. Category B Maximum Takeoff and Landing

Gross Weight—09600 Main Transmission,
EAPS Installed and On

FOR TRAINING PURPOSES ONLY WB-33A++

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SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

CONTENTS
Page
INTRODUCTION .......................................................................... WB-1B
GENERAL...................................................................................... WB-1B
WEIGHT AND BALANCE ........................................................... WB-1B
Terms and Definitions ........................................................... WB-1B
Loading Computation............................................................ WB-5B

FOR TRAINING PURPOSES ONLY WB-iB

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ILLUSTRATIONS
Figure Title Page
WB-1B S-76B Aircraft Diagram .............................................. WB-5B
WB-2B Weight and Balance Charts.......................................... WB-6B
WB-3B Load Sheet Information............................................. WB-14B
WB-4B Blank Load Sheet ...................................................... WB-15B
WB-5B Crew, Passenger, and
Baggage Centroids .................................................... WB-16B
WB-6B S-76B Weight and Horizontal
Center-of-Gravity Envelope ...................................... WB-17B
WB-7B S-76B Category A Maximum Takeoff
Gross Weight—EAPS Off ......................................... WB-18B
WB-8B S-76B Category A Maximum Takeoff
Gross Weight—EAPS On.......................................... WB-19B
WB-9B Category A Maximum Takeoff and
Landing Gross Weight—
EAPS Off................................................................... WB-20B
WB-10B Category A Maximum Takeoff and
Landing Gross Weight—
EAPS On ................................................................... WB-21B
WB-11B S-76B Category B Maximum Takeoff
Gross Weight—EAPS Off ......................................... WB-22B
WB-12B S-76B Category B Maximum Takeoff
Gross Weight—EAPS On.......................................... WB-23B

TABLES
Table Title Page
WB-1B S-76B Engine Oil Load ............................................. WB-10B
WB-2B Fluid Level Load........................................................ WB-11B
WB-3B Supplemental Load.................................................... WB-12B
WB-4B Cockpit and Cabin Compartment Load..................... WB-13B

FOR TRAINING PURPOSES ONLY WB-iiiB

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SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76B helicopter is prop-
erly loaded. The manufacturer provides the necessary weight and balance
data in the Rotocraft Flight Manual. This chapter is intended to provide the
S-76B pilot with information on how to use the published charts and tables.
It must not be used for actual computation of weight and balance.

GENERAL
The weight and balance section begins with a list of terms and definitions,
covers loading a standard S-76B, and uses data to complete a typical com-
putation. Refer to the RFM Part 2, Sections II and III for actual weight and
balance information.

Takeoff and anticipated landing gross weight, CG locations, and weight of

fuel, oil, and payload are computed using the charts and graphs for the spe-
cific configuration. It is the responsibility of the pilot to ensure that loading
limitations have not been exceeded as set forth in Part 1, Section I (“Operating
Limitations”) of the RFM.

WEIGHT AND BALANCE

TERMS AND DEFINITIONS
General Airspeed Terminology
The following are general airspeed terms used in this manual:

Calibrated Airspeed (CAS)

The indicated airspeed of a helicopter corrected for position and instrument
error. Calibrated airspeed is equal to true airspeed in standard atmosphere at
sea level.

Groundspeed (GS)
The speed of a helicopter relative to the ground

Calibrated Airspeed (KCAS)

The calibrated airspeed expressed in knots

True Airspeed (TAS)

The airspeed of a helicopter relative to undisturbed air, which is the CAS cor-
rected for altitude, temperature, and compressibility

Indicated Airspeed (KIAS)

The indicated airspeed expressed in knots

FOR TRAINING PURPOSES ONLY WB-1B

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SIKORSKY S-76 PILOT TRAINING MANUAL

True Instrument Indicated Airspeed (TIAS)

The speed of a helicopter as shown on the airspeed indicator when corrected
for instrument error. IAS values published in this manual assume zero instru-
ment error.

Best Rate-of-Climb Speed (VBROC)

For the S-76B, VBROC is 74 knots at sea level and decreases by 1 knot for each
1,000-foot increase in pressure altitude. VBROC is calculated speed where the
difference between the power required and the power available is a maximum.

V2
Assures a steady rate-of-climb of 150 feet per minute at 1,000 feet above the
takeoff surface with the landing gear retracted and the remaining engine
power at maximum continuous or 30-minute power

Critical Decision Point (CDP)

A go/no-go condition analogous to V1 speed in transport airplanes

Landing Decision Point (LDP)

A commitment point for landing

Never Exceed Speed (VNE)

The maximum permitted IAS for the helicopter

Takeoff Safety Speed (VTOSS)

—For category A rotocraft, VTOSS is a referenced airspeed obtained after lift-
off at which the required one-engine inoperative climb performance can be
achieved. VTOSS assures a steady rate of climb of 100 feet per minute with
the landing gear down and the remaining engine operating within approved
operating limits.

V2
Refer to VTOSS

Weight and Balance Terminology

Approved Loading Envelope
Represents those combinations of helicopter weight and center of gravity which
define the limits beyond which loading is not approved

Arm
The distance from the center of gravity of an object to a line about which mo-
ments are to be computed

Basic Empty Weight

The weight of an empty helicopter including full engine oil and unusable fuel.
This equals empty weight plus the weight of unusable fuel and the weight of
all the engine oil required to fill the lines and tanks. Basic empty weight is
the basic configuration from which loading data is determined.

WB-2B FOR TRAINING PURPOSES ONLY

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Center of Gravity
A point at which the weight of an object may be considered concentrated for
weight and balance purposes.

CG Limits
The extreme center of gravity locations within which the helicopter must be
operated at a given weight

Chart A
An empty weight checklist of equipment installed in the helicopter. Equipment
is grouped by airframe compartment with the weight, arm, and moment of each
item listed for use in weight and balance computation.

Chart B
The aircraft actual weight and balance form. This is a record of the initial empty
weight and center of gravity that was determined by actual weighing of the
helicopter.

Chart C
The empty weight and balance record. This is a continuous listing of changes
in structure or equipment affecting weight and balance. The current empty
helicopter weight, moment, and CG are recorded on this chart.

Datum
The vertical plane perpendicular to the helicopter’s longitudinal axis from which
fore-and-aft (usually aft) measurements are made for weight and balance
purposes.

Empty Weight
The weight of an empty helicopter before any oil or fuel has been added. This
includes all permanently installed equipment, fixed ballast, full hydraulic fluid,
and all other fully operating fluids except that the engines, tanks, and lines
do not contain any engine oil or fuel.

Engine Oil
That portion of the engine oil which can be drained from the engine

Jack Points
Points on the helicopter identified by the manufacturer as suitable for sup-
porting the helicopter for weighing or other purposes.

Landing Weight
The weight of the helicopter at landing touchdown

Leveling Points
Those points which are used during the weighing process to level the
helicopter

FOR TRAINING PURPOSES ONLY WB-3B

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Maximum Weight
The largest weight allowed by design, structural, performance, or other lim-
itations

Moment
A measure of the rotational tendency of a weight about a specified line, math-
ematically equal to the product of the weight and the arm

Payload
The weight of occupants, cargo, and baggage

Pounds per Hour

Expressed as pph

Ramp Weight
The helicopter weight at engine start assuming all loading is completed

Standard Empty Weight

The basic empty weight of a standard helicopter as specified by the
manufacturer

Station
The longitudinal distance from some point to the zero datum or zero
fuselage station

Takeoff Weight
The weight of the helicopter at lift-off

Unusable Fuel
The fuel remaining after consumption of the usable fuel

Usable Fuel
That portion of the total fuel which is available for consumption as determined
in accordance with applicable regulatory standards

Useful Load
The difference between the helicopter ramp weight and the basic empty
weight

Zero-Fuel Weight
The helicopter ramp weight minus the weight of the fuel on board

Figure WB-1B shows the datum information for the S-76B helicopter.

WB-4B FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

STA
200 REF LINE MAIN ROTOR
CENTROID MAIN ROTOR
LEVEL AIRCRAFT
5° CL MAIN ROTOR SHAFT
AT STA 176
200
BAGGAGE
COMPARTMENT
150

100
162.8"

50 157"
AFT JACK
FWD POINT
FUEL
HORIZONTAL DATUM

JACK
POINT E
50 100 150 200 250 300 350 400 450 500 550
VERTICAL DATUM
J = 197"
DIMENSIONS FOR WEIGHING
K = 92" L = 165" AIRCRAFT ON WHEELS

K = 92" M = 160"
DIMENSIONS FOR WEIGHING
AIRCRAFT ON JACKS
N = 252"
COMPARTMENTS
NOTE: A ELECTRONICS COMPARTMENT
ALL DIMENSIONS ARE APPROXIMATE.
DIMENSIONS FOR WEIGHING ON WHEELS
B COCKPIT
(J AND L) MUST BE DETERMINED BY C CABIN
ACTUAL MEASUREMENT. D ENGINE AND TRANSMISSION COMPARTMENT
E TAIL
F EXTERNAL EQUIPMENT
Figure WB-1B. S-76B Aircraft Diagram

LOADING COMPUTATION
General
All helicopters are designed for certain limit loads and balance conditions.
In loading the S-76B for flight, three basic questions should be answered:

1. Is the gross weight within the maximum allowable gross weight?

2. Is the CG within the allowable range?

3. Will the floor loading limits be exceeded?

Computing a load sheet for an S-76B using the charts provided in Part 2,
Sections II and III of the RFM provides the data required to answer these ques-
tions. Typical examples of the charts are shown in Figure WB-2B.

FOR TRAINING PURPOSES ONLY WB-5B

WB-6B
EMPTY WEIGHT AND BALANCE RECORD CHART
CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT & BALANCE C
MODEL SERIAL NO. SHEET

WEIGHT CHANGE RUNNING TOTAL

ITEM DESCRIPTION OF
DATE NO. ADDED (+) REMOVED (–) EMPTY AIRCRAFT CG
ARTICLE OR
IN OUT MODIFICATION WEIGHT MOMENT WEIGHT MOMENT WEIGHT MOMENT
100 100 100
EMPTY WEIGHT AS WEIGHED 100 45.7 6,919 14,530 210.0
ADDED BALLAST 7,019 14,600 208.0

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

CHART A
CHART A EMPTY WEIGHT CHECKLIST 760001
S-76 MODEL SERIAL NO. ENTER DATE
CHECK CHECK CHECK CHECK CHECK CHECK CHECK
ITEMS AND LOCATION 1 2 3 4 5 6 7

MOMENT/100

EQUIPMENT
GROUPED BY COMPARTMENT

DELIVERY
WEIGHT
NUMBER

ARM
ITEM

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT
CHART C

CHART C

CHART C

CHART C

CHART C

CHART C

CHART C
ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY
IN

IN

IN

IN

IN

IN

IN
A ELECTRONICS COMPARTMENT (19-65)

FlightSafety
A-1 NOSE FAIRING 4 30 1.2
A-2 VIBRATION ABSORBER (76350-01111) 36 41 14.8 √
A-3 VIBRATION ABSORBER COVER (76205-01001) 2 41 0.8 √
A-4 BLOW DOWN BOTTLE (76650-02004) 2 51 1.0 √
A-5 WINDSHIELD WASHER (EMPTY) √

international
(PUMP, MOTOR & RESERVOIR)
WINDSHIELD WIPER MOTOR (76550)

Figure WB-2B. Weight and Balance Charts (Sheet 1 of 2)

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CHART B
AIRCRAFT WEIGHT AND HORIZONTAL BALANCE
FOR S-76 MODEL HELICOPTER
PREPARED BY Sheet of
DATE
REG. NO. SERIAL NO.

REACTION SCALE SCALE SCALE

WHEEL OR JACK POINT NO. READING (LB) TARE ERROR SYMBOL NET WEIGHT
LEFT MAIN 2 2662 0 0 WL 2662
RIGHT MAIN 3 2602 0 0 WR 2602
NOSE 1 1752 0 0 WN 1752
TOTAL WEIGHT 7016 0 0 W 7016

VERTICAL THRU
S = 200" MAIN ROTOR CENTROID
N = 252”
HORIZONTAL 252"
DATUM
K = 92" M = 160"
FORWARD AFT
+ + JACK POINT
JACK POINT

L
J
257" APPROX
AIRCRAFT HORIZONTAL CG AIRCRAFT WEIGHED AT DEVELOPMENT FLIGHT CENTER SCALES.
92" X WN (WL + WR) X 252"
WEIGHING ON JACKS + = CG
W W
WN X J)
WEIGHING ON WHEELS 92" + L – = CG
W

CORRECTED WEIGHT AND HORIZONTAL BALANCE

HORIZONTAL DIST
ITEMS ADDED & SUBTRACTED WEIGHT (LB) (IN.) CG TO MOMENT
FWD DATUM (LB/IN.)
AIRCRAFT AS WEIGHED 7016 207.8 1457968
PLUS– +35 216.0 +7560
MINUS– –32 172.15 –5508.8
EMPTY
TOTAL WEIGHT 7019 208.0 1460019.2
GROSS
FWD
BALANCE HORIZONTAL DIST S= IN. OF MAIN ROTOR CENTROID
(CORRECTED) AFT
WITNESSED BY

Figure WB-2B. Weight and Balance Charts (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY WB-7B

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NOTE
Each copy of the RFM which is assigned to a specific
helicopter (e.g., helicopter copy) must contain all
data referred to herein and must be maintained to
the current helicopter configuration.

Gross Weight
The maximum gross weight of the S-76B is 11,700 pounds. Some atmospheric
conditions may restrict the allowable gross weight to less than maximum gross
weight. Refer to the performance charts to determine the allowable gross weight
before loading.

To calculate the actual gross weight, obtain the current helicopter empty
weight and moment from chart C and enter in the appropriate column of the
load sheet. If familiarity with the particular helicopter’s history is not known
or if it has new components installed, check chart C against chart A to ver-
ify that all changes of equipment have been recorded in both charts. Add the
following weights and moment/100 of each useful load item carried to the
running total:

• Pilot and copilot

• Engine oil

• Passengers

• Baggage

• Usable fuel

• Cargo

The total should be less than the maximum allowable gross weight for the par-
ticular model S-76B. Determine if the calculated gross weight is within allowable
limits for takeoff according to the charts in Part 1, Section I of the RFM.

Center of Gravity
After determining how much weight the helicopter can carry, calculate where
to position it. Consider the following limits:

• Maximum allowable cabin floor loading is 75 pounds per square foot

(366 kg per square meter).

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

• For helicopters without the utility hoist option installed the follow-
ing notes apply:

WB-8B FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum fuel loading imbalance is kept below 250 pounds
with baggage compartment symmetrically loaded.
Maximum cargo compartment and baggage floor
loading is 75 pounds per square foot.

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum baggage imbalance is kept below 150 pounds
with fuel symmetrically loaded. Maximum cargo
compartment and baggage floor loading is 75 pounds
per square foot.

The charts in the RFM show permissible load distribution by using two meth-
ods: one defines the allowable location of the CG for various gross weights,
and the other shows the limits of moment/100 plotted against gross weight.
This second chart allows the pilot to know whether the CG is within limits
without calculating the actual CG location.

Sample Problem
The S-76B is to fly company executives to the downtown city heliport. Two
of the passengers have brought along personal luggage to place in the bag-
gage compartment. Information for this problem is:

• 25°C OAT

• 1,800 pounds of fuel

• 500 PA

• 340 pounds pilot/copilot weight

• 50 pounds baggage

• Two passengers seated at station C10 (total weight of 380 pounds)

• Two passengers seated at station C11 (total weight of 350 pounds)

The sample problem load sheet information and example are shown in Figure
WB-3B and a blank sample load sheet is shown in Figure WB-4B.

Use Tables WB-1B and WB-2B and Figures WB-5B through WB-12B as the
sample problem reference sources.

FOR TRAINING PURPOSES ONLY WB-9B

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Table WB-1B. S-76B ENGINE OIL LOAD

ENGINE OIL SYSTEM—2 TANKS

TOTAL CAPACITY = 4.8 U.S. GALLONS (2 TANKS)
ARM = 224.0
MIL-L-7808 OIL MIL-L-23699 OIL
GALLONS
WEIGHT (POUNDS) MOMENT/100 WEIGHT (POUNDS) MOMENT/100
1 7.7 17 8.4 19
2 15.4 35 16.8 38
3 23.1 52 25.2 56
4.8* 37 83 40.3 90
* TWO OIL COOLER/TANKS CONTAIN 2.4 GALLONS EACH FOR A TOTAL CAPACITY OF 4.8 GALLONS

The steps for computation are:

1. A review of chart C in the RFM indicates S-76B has an empty weight of

8,168 pounds and a moment/100 of 16,894 (CG 206.8).

2. The oil tanks are full of MIL-L-23699 and the windshield washer reservoir
contains 2 quarts of fluid.

3. Obtain the helicopter takeoff gross weight and moments/100 by adding to

the current helicopter empty weight and moment/100 the weight and
moments/100 of each useful load item to be carried.

4. A check of the horizontal center-of-gravity graph and the CG envelope

chart indicates the S-76B model is within limits for takeoff and landing.

5. A check of the maximum allowable takeoff gross weight charts indicates

that the helicopter is within allowable Category A gross weight limits. For
Category A operations, performance calculations for takeoff and landing
distances must also be calculated.

6. The S-76B gross weight allows for Category B operations.

WB-10B FOR TRAINING PURPOSES ONLY

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Table WB-2B. FLUID LEVEL LOAD

WINDSHIELD WASHER FLUID TABLES
CAPACITY = 5.2 U.S. QUARTS
ARM = 59.8
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
3 6.2 4
4 8.3 5
5 10.4 6
5.2 10.8 6

FOR THE ALTERNATE FLUID TANK LOCATION (76088-20068-0011)

CAPACITY = 2 U.S. QUARTS
ARM = 58.5
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
FOR THE ALTERNATE FLUID TANK LOCATION (76200-01034)
CAPACITY = 4 U.S. QUARTS
ARM = 58.5
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
3 6.2 4
4 8.3 5

FUEL SYSTEM—2 TANKS

CAPACITY = 281.2 GALLONS (2 TANKS)
TOTAL TOTAL TOTAL
WEIGHT (LB) MOMENT/100 WEIGHT (LB) MOMENT/100 WEIGHT (LB) MOMENT/100
20 44 640 1379 1360 2944
40 86 680 1465 1400 3031
60 128 720 1552 1440 3118
80 171 760 1639 1480 3204
100 213 800 1727 1520 3292
120 255 840 1814 1560 3379
160 341 880 1901 1600 3466
200 426 920 1988 1640 3552
240 512 960 2075 1680 3641
280 598 1000 2161 1720 3727
320 685 1040 2248 1760 3814
360 772 1080 2335 1800 3901
400 858 1120 2423 * 1828(JP-4) 3961
440 946 1160 2509 1840 3987
480 1032 1200 2597 1880 4074
520 1119 1240 2683 ** 1898(JP-1) 4113
560 1205 1280 2770 *** 1912(JP-5) 4143
600 1292 1320 2856

FOR TRAINING PURPOSES ONLY WB-11B

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Table WB-3B. SUPPLEMENTAL LOAD

CREDENZA
FOOD AND REFRESHMENTS
CABIN
C9
WEIGHT
ARM = 126
(POUNDS)
MOMENT/100
1 1
2 3
3 4
4 5
5 6
10 13
20 25
30 38
40 50
CABIN CABIN
C10 C11 C10 C11
WEIGHT ARM = 150.0 ARM = 197.5 WEIGHT ARM = 150.0 ARM = 197.5
(POUNDS) MOMENT/100 MOMENT/100 (POUNDS) MOMENT/100 MOMENT/100

5075 99 370 – 731

60 90 119 380 – 751
70 105 138 390 – 770
80 120 158 400 – 790
90 135 178 410 – 810
100 150 198 420 – 830
110 165 217 430 – 849
120 180 237 440 – 869
130 195 257 450 – 889
140 210 277 460 – 909
150 225 296 470 – 928
160 240 316 480 – 948
170 255 336 490 – 968
180 270 356 500 – 988
190 285 375 510 – 1007
200 300 395 520 – 1027
210 315 415 530 – 1047
220 330 435 540 – 1067
230 345 454 550 – 1086
240 360 474 560 – 1106
250 375 494 570 – 1126
260 390 514 580 – 1146
270 405 533 590 – 1165
280 420 553 600 – 1185
290 435 573 610 – 1205
300 450 593 620 – 1225
310 465 612 630 – 1244
320 480 632 640 – 1264
330 495 652 650 – 1284
340 510 672 660 – 1304
350 – 691 670 – 1323
360 – 711 680 – 1343
NOTE:
CAUTION MUST BE TAKEN TO ENSURE THAT LONGITUDINAL PASSENGER MOVEMENT DURING FLIGHT DOES NOT CAUSE
THE CG LIMITS TO BE EXCEEDED.

WB-12B FOR TRAINING PURPOSES ONLY

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Table WB-4B. COCKPIT AND CABIN COMPARTMENT LOAD

COCKPIT CABIN
PILOT AND
WEIGHT CO-PILOT/ PASSENGERS BAGGAGE/
(POUNDS) PASSENGER CARGO
B1 C1 C2 C3 C6
ARM = 102.5 ARM = 135.5 ARM = 166.5 ARM = 197.5 ARM = 235.0
MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100
50 51 68 83 99 118
60 62 81 100 119 141
70 72 95 117 138 165
80 82 108 133 158 188
90 92 122 150 178 212
100 103 136 167 198 235
110 113 149 183 217 259
120 123 163 200 237 282
130 133 176 216 257 306
140 144 190 233 277 329
150 154 203 250 296 353
160 164 217 266 316 376
170 174 230 283 336 400
180 185 244 300 356 423
190 195 257 316 375 447
200 205 271 333 395 470
210 215 285 350 415 494
220 226 298 366 435 517
230 236 312 383 454 541
240 246 325 400 474 564
250 256 339 416 494 588
260 267 352 433 514 611
270 277 366 450 533 635
280 287 379 466 553 658
290 297 393 483 573 682
300 308 407 500 593 705
310 318 420 516 612 729
320 328 434 533 632 752
330 338 447 549 652 776
340 349 461 556 672 799
350 474 583 691 823
360 488 599 711 846
370 501 616 731 870
380 515 633 751 893
390 528 649 770 917
400 542 666 790 940
410 556 683 810 964
420 569 699 830 987
430 583 716 849 1011
440 596 733 869 1034
450 610 749 889 1058
460 623 766 909 1081
470 637 783 928 1105
480 650 799 948 1128
490 664 816 968 1152
500 678 833 988 1175
510 691 849 1007 1199
520 705 866 1027 1222
530 718 882 1047 1246
540 732 899 1067 1269
550 745 916 1086 1293
560 759 932 1106 1316
570 772 949 1126 1340
580 786 966 1146 1363
590
* 799 982 1165 1387
600 813 999 1185 1410
610 827 1016 1205
620 840 1032 1225
630 854 1049 1244
640 867 1066 1264
650 881 1082 1284
660 894 1099 1304
670 908 1116 1323
680 921 1132 1343

FOR TRAINING PURPOSES ONLY WB-13B

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SIKORSKY S-76 PILOT TRAINING MANUAL

AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S-76B AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE
ITEM WEIGHT ARM MOMENT/100
BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
1ST ROW PASSENGERS* C1/C10/C12 + +
2ND ROW PASSENGERS C2 + +
3RD ROW PASSENGERS* C3/C11 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* C9 + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-3B. Load Sheet Information

WB-14B FOR TRAINING PURPOSES ONLY

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S-76B AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE
ITEM WEIGHT ARM MOMENT/100
BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
FRONT ROW PASSENGERS* C1 + +
MIDDLE ROW PASSENGERS C2 + +
AFT ROW PASSENGERS* C3 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-4B. Blank Load Sheet

FOR TRAINING PURPOSES ONLY WB-15B

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

BL BL
17 18

AVIONICS
COMPARTMENT

COCKPIT ENTRY
HINGED DOOR
COCKPIT (TWO SIDES)
B1

C9
CABIN
C1
C10
CABIN ENTRY
C2 DOOR
(TWO SIDES)

C3 C11

BAGGAGE
COMPARTMENT
BAGGAGE HINGED DOOR
C6 (TWO SIDES)

BL BL
27 9
BL BL
9 27
LEGEND LEGEND
CREW/PASSENGER CENTROID PASSENGER CENTROID
BAGGAGE CENTROID FOOD AND REFRESHMENT CENTROID

WEIGHT WEIGHT
COMPARTMENT CENTROID (POUNDS) COMPARTMENT CENTROID (POUNDS)
COCKPIT CABIN
B1 102.5 340 C9 126 40
C10 150 340
CABIN C11 197.5 680
C1 135.5 680
C2 166.5 680
C3 197.5 680
BAGGAGE
C6 235.0 600

Figure WB-5B. Crew, Passenger, and Baggage Centroids

WB-16B FOR TRAINING PURPOSES ONLY

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

MAXIMUM GROSS WEIGHT 11,700 POUNDS

23,306 23,903
12,000
11,700

11,000
WEIGHT (POUNDS)

10,000

IT
IM
R DL
9,000 WA
FOR

T
IMI
TL
8,000 AF

LEGEND
7,000 TAKEOFF CG
LANDING CG

6,000
14,000 15,000 16,000 17,000 18,000 19,000 20,000 21,000 22,000 23,000 24,000
MOMENT/100 (IN-POUNDS)

MAXIMUM GROSS WEIGHT 11,700 POUNDS

11,700

11,000
WEIGHT (POUNDS)

10,000
FORWARD CG LIMIT

210

9,000 LEGEND
TAKEOFF CG
IMIT

LANDING CG
CG L

8,000
AFT

7,350

7,000

192 194 196 198 200 202 204 206 208 210
197 199.2 204.3 208.2
AIRCRAFT STA (INCHES)

Figure WB-6B. S-76B Weight and Horizontal

Center-of-Gravity Envelope

FOR TRAINING PURPOSES ONLY WB-17B

WB-18B
BLEED AIR OFF EAPS/ANTI-ICE OFF
PT6B-36A ENGINE

CDP ~ KNOTS
CONFIGURATION WEIGHT REDUCTION REDUCE MAXIMUM TAKEOFF AND LANDING

V2 ~ KNOTS
UTILITY HOIST INSTALLED 75 GROSS WEIGHT BY THE AMOUNT SHOWN IN THE
SLIDING DOOR(S) OPEN 550 FOLLOWING TABLE AS APPLICABLE. WITH
COMPOUND CONFIGURATIONS, THE WEIGHT
REDUCTIONS ARE CUMULATIVE
FOR INTERPOLATION ONLY

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

(30) 40

(35) 45

(40) 50

P
D
C
M
(45) 55

U
IM
IN
M
2 (50) 60

T
O
1

KN
30
0° –10°
10° –20°
20° –30°
30°
40° –34.4° MAXIMUM GROSS
TEMPERATURE ~ °C WEIGHT ~ 11,400 LB

FlightSafety
HIGH AMBIENT 50°
TEMPERATURE 5,000 FT
LIMIT DENSITY ALTITUDE

–1 0 1 2 3 4 5 6 7 8 9 10 8 9 10 11 12

international
PRESSURE ALTITUDE ~ 1,000 FT GROSS WEIGHT ~ 1,000 LB

Figure WB-7B. S-76B Category A Maximum Takeoff

Gross Weight—EAPS Off
 BLEED AIR OFF EAPS/ANTI-ICE ON
PT6B-36A ENGINE
CONFIGURATION WEIGHT REDUCTION REDUCE MAXIMUM TAKEOFF AND LANDING

CDP ~ KNOTS
UTILITY HOIST INSTALLED 75 GROSS WEIGHT BY THE AMOUNT SHOWN IN THE

V2 ~ KNOTS
SLIDING DOOR(S) OPEN 550 FOLLOWING TABLE AS APPLICABLE. WITH
COMPOUND CONFIGURATIONS, THE WEIGHT
REDUCTIONS ARE CUMULATIVE
FOR INTERPOLATION ONLY

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

(30) 40

(35) 45

(40) 50

P
D
C
M
(45) 55

U
IM
IN
M
(50) 60

T
O
KN
30
0° –10°
10° –20°
20° –30°
30°
40° –34.4°
TEMPERATURE ~ °C MAXIMUM GROSS
50°

FlightSafety
HIGH AMBIENT WEIGHT ~ 11,400 LB
TEMPERATURE 5,000 FT
LIMIT DENSITY ALTITUDE

–1 0 1 2 3 4 5 6 7 8 9 10 8 9 10 11 12

international
PRESSURE ALTITUDE ~ 1,000 FT GROSS WEIGHT ~ 1,000 LB
WB-19B

Figure WB-8B. S-76B Category A Maximum Takeoff

Gross Weight—EAPS On
WB-20B

CATEGORY A
MAXIMUM TAKEOFF AND LANDING GROSS WEIGHT
BLEED AIR OFF EAPS/ANTI-ICE OFF
PT6B-36B ENGINE

CDP ~ KNOTS

V2 ~ KNOTS
CONFIGURATION WEIGHT REDUCTION REDUCE MAXIMUM TAKEOFF AND LANDING
UTILITY HOIST INSTALLED 75 GROSS WEIGHT BY THE AMOUNT SHOWN IN THE
SLIDING DOOR(S) OPEN 550 FOLLOWING TABLE AS APPLICABLE. WITH

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

COMPOUND CONFIGURATIONS, THE WEIGHT

REDUCTIONS ARE CUMULATIVE
FOR INTERPOLATION ONLY

10° 0° –10° –20° –30° –34.4°

(30) 40
20
(35) 45

30 P (40) 50
D
C 2
M
U 1
IM (45) 55
40 IN
M
T (50) 60
O
50 KN
30
5,000 FT
DENSITY ALTITUDE

FlightSafety
TEMPERATURE ~ °C HIGH AMBIENT
MAXIMUM GROSS
TEMPERATURE LIMIT
WEIGHT ~ 11,700 LB

–1 0 1 2 3 4 5 6 7 8 9 10 8 9 10 11 12

international
PRESSURE ALTITUDE ~ 1,000 FT GROSS WEIGHT ~ 1,000 LB

Figure WB-9B Category A Maximum Takeoff and

Landing Gross Weight—EAPS Off
 CATEGORY A
MAXIMUM TAKEOFF AND LANDING GROSS WEIGHT
BLEED AIR OFF EAPS/ANTI-ICE OFF
PT6B-36B ENGINE

CDP ~ KNOTS

V2 ~ KNOTS
CONFIGURATION WEIGHT REDUCTION REDUCE MAXIMUM TAKEOFF AND LANDING
UTILITY HOIST INSTALLED 75 GROSS WEIGHT BY THE AMOUNT SHOWN IN THE

SIKORSKY S-76 PILOT TRAINING MANUAL

SLIDING DOOR(S) OPEN 550 FOLLOWING TABLE AS APPLICABLE. WITH
FOR TRAINING PURPOSES ONLY

COMPOUND CONFIGURATIONS, THE WEIGHT

REDUCTIONS ARE CUMULATIVE
FOR INTERPOLATION ONLY

0° –10° –20° –30° –34.4°

(30) 40
10
(35) 45
20
P (40) 50
D
C
M
30 U
IM (45) 55
IN
M
T (50) 60
40 O
KN
30

50 5,000 FT

FlightSafety
DENSITY ALTITUDE MAXIMUM GROSS
HIGH AMBIENT WEIGHT ~ 11,700 LB
TEMPERATURE ~ °C TEMPERATURE LIMIT

international
–1 0 1 2 3 4 5 6 7 8 9 10 8 9 10 11 12
PRESSURE ALTITUDE ~ 1,000 FT GROSS WEIGHT ~ 1,000 LB
WB-21B

Figure WB-10B. Category A Maximum Takeoff and

Landing Gross Weight—EAPS On
 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

PT6B-36A
FOR INTERPOLATION ONLY
16

15

14
MAXIMUM
GROSS
13 –34.4 ° WEIGHT
=11,700 LB
PRESSURE ALTITUDE ~ 1,000 FT

12
–30°

11 TAKEOFF AND LANDING –20°

DENSITY ATTITUDE LIMIT 11,000 FT
–10°
10
0°
9
10°

8 20°

30°
6

5 40°

50°
3
TEMPERATURE – °C

2
HIGH AMBIENT
1 TEMPERATURE
LIMIT

0
7 8 9 10 11 12

GROSS WEIGHT ~ 1,000 LB

Figure WB-11B. S-76 Category B Maximum Takeoff

Gross Weight—EAPS Off

WB-22B FOR TRAINING PURPOSES ONLY

 FlightSafetyinternational

SIKORSKY S-76 PILOT TRAINING MANUAL

CATEGORY B
MAXIMUM TAKEOFF AND LANDING GROSS WEIGHT
BLEED-AIR OFF EAPS/ANTI-ICE ON
PT6B-36A
FOR INTERPOLATION ONLY
15

14

13
MAXIMUM
GROSS
12 WEIGHT
TAKEOFF AND LANDING =11,700 LB
PRESSURE ALTITUDE ~ 1,000 FT

DENSITY ATTITUDE LIMIT 11,000 FT –34.4°

11
–30°

10
–20°

9
–10°

8
0°

7
10°

6 20°

30°
5
40°

4
50°

3 TEMPERATURE ~ °C

HIGH AMBIENT
2 TEMPERATURE
LIMIT

7 8 9 10 11 12

GROSS WEIGHT ~ 1,000 LB

Figure WB-12. S-76 Category B Maximum Takeoff

Gross Weight—EAPS On

FOR TRAINING PURPOSES ONLY WB-23B

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

CONTENTS
Page
INTRODUCTION .......................................................................... WB-1C
GENERAL...................................................................................... WB-1C
WEIGHT AND BALANCE ........................................................... WB-1C
Terms and Definitions ........................................................... WB-1C
Loading Computation............................................................ WB-5C

FOR TRAINING PURPOSES ONLY WB-iC

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SIKORSKY S-76 PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
WB-1C S-76C Aircraft Diagram .............................................. WB-5C
WB-2C Weight and Balance Charts.......................................... WB-6C
WB-3C Load Sheet Information............................................. WB-12C
WB-4C Blank Load Sheet ...................................................... WB-13C
WB-5C Crew, Passenger, and
Baggage Centroids .................................................... WB-14C
WB-6C S-76C Weight and Horizontal
Center-of-Gravity Envelope ...................................... WB-17C
WB-7C S-76 C Category A Maximum Takeoff
and Landing Gross Weight ........................................ WB-18C
WB-8C S-76C Category B Maximum Takeoff
and Landing Gross Weight ........................................ WB-19C

TABLES
Table Title Page
WB-1C S-76C Engine Oil Load ............................................. WB-10C
WB-2C Fluid Level Load........................................................ WB-11C
WB-3C Supplemental Load.................................................... WB-15C
WB-4C Cockpit and Cabin Compartment Load..................... WB-16C

FOR TRAINING PURPOSES ONLY WB-iiiC

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SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76C helicopter is prop-
erly loaded. The manufacturer provides the necessary weight and balance
data in the Rotocraft Flight Manual. This chapter is intended to provide the
S-76C pilot with information on how to use the published charts and tables.
It must not be used for actual computation of weight and balance.

GENERAL
The weight and balance section begins with a list of terms and definitions,
covers loading a standard S-76C, and uses data to complete a typical com-
putation. Refer to the RFM Part 2, Sections II and III for actual weight and
balance information.

Takeoff and anticipated landing gross weight, CG locations, and weight of

fuel, oil, and payload are computed using the charts and graphs for the spe-
cific configuration. It is the responsibility of the pilot to ensure that loading
limitations have not been exceeded as set forth in Part 1, Section I (“Operating
Limitations”) of the RFM.

WEIGHT AND BALANCE

TERMS AND DEFINITIONS
General Airspeed Terminology
The following are general airspeed terms used in this manual:

Calibrated Airspeed (CAS)

The indicated airspeed of a helicopter corrected for position and instrument
error. Calibrated airspeed is equal to true airspeed in standard atmosphere at
sea level.

Groundspeed (GS)
The speed of a helicopter relative to the ground

Calibrated Airspeed (KCAS)

The calibrated airspeed expressed in knots

True Airspeed (TAS)

The airspeed of a helicopter relative to undisturbed air, which is the CAS cor-
rected for altitude, temperature, and compressibility

FOR TRAINING PURPOSES ONLY WB-1C

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SIKORSKY S-76 PILOT TRAINING MANUAL

Indicated Airspeed (KIAS)

The indicated airspeed expressed in knots

True Instrument Indicated Airspeed (TIAS)

The speed of a helicopter as shown on the airspeed indicator when corrected
for instrument error. IAS values published in this manual assume zero in-
strument error.

Best Rate-of-Climb Speed (VBROC)

For the S-76C is 74 knots at sea level and decreases by 1 knot for each 1,000-
foot increase in pressure altitude. VBROC is calculated speed where the dif-
ference between the power required and the power available is a maximum.

V2
Assures a steady rate-of-climb of 150 feet per minute at 1,000 feet above the
takeoff surface with the landing gear retracted and the remaining engine
power at maximum continuous or 30-minute power

Critical Decision Point (CDP)

A go/no-go condition analogous to V1 speed in transport airplanes

Landing Decision Point (LDP)

A commitment point for landing

Never Exceed Speed (VNE)

The maximum permitted IAS for the helicopter

Takeoff Safety Speed (VTOSS)

For category A rotocraft, is a referenced airspeed obtained after lift-off at
which the required one-engine inoperative climb performance can be
achieved. VTOSS assures a steady rate of climb of 100 feet per minute with
the landing gear down and the remaining engine operating within approved
operating limits.

Weight and Balance Terminology

Approved Loading Envelope
Represents those combinations of helicopter weight and center of gravity which
define the limits beyond which loading is not approved

Arm
The distance from the center of gravity of an object to a line about which mo-
ments are to be computed

Basic Empty Weight

The weight of an empty helicopter including full engine oil and unusable fuel.
This equals empty weight plus the weight of unusable fuel and the weight of
all the engine oil required to fill the lines and tanks. Basic empty weight is
the basic configuration from which loading data is determined.

WB-2C FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

Center of Gravity
A point at which the weight of an object may be considered concentrated for
weight and balance purposes.

CG Limits
The extreme center of gravity locations within which the helicopter must be
operated at a given weight

Chart A
An empty weight checklist of equipment installed in the helicopter. Equipment
is grouped by airframe compartment with the weight, arm, and moment of each
item listed for use in weight and balance computation.

Chart B
The aircraft actual weight and balance form. This is a record of the initial empty
weight and center of gravity that was determined by actual weighing of the
helicopter.

Chart C
The empty weight and balance record. This is a continuous listing of changes
in structure or equipment affecting weight and balance. The current empty
helicopter weight, moment, and CG are recorded on this chart.

Datum
The vertical plane perpendicular to the helicopter’s longitudinal axis from which
fore-and-aft (usually aft) measurements are made for weight and balance
purposes.

Empty Weight
The weight of an empty helicopter before any oil or fuel has been added. This
includes all permanently installed equipment, fixed ballast, full hydraulic fluid,
and all other fully operating fluids except that the engines, tanks, and lines
do not contain any engine oil or fuel.

Engine Oil
That portion of the engine oil which can be drained from the engine

Jack Points
Points on the helicopter identified by the manufacturer as suitable for sup-
porting the helicopter for weighing or other purposes.

Landing Weight
The weight of the helicopter at landing touchdown

Leveling Points
Those points which are used during the weighing process to level the
helicopter

FOR TRAINING PURPOSES ONLY WB-3C

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SIKORSKY S-76 PILOT TRAINING MANUAL

Maximum Weight
The largest weight allowed by design, structural, performance, or other
limitations

Moment
A measure of the rotational tendency of a weight about a specified line, math-
ematically equal to the product of the weight and the arm

Payload
The weight of occupants, cargo, and baggage

Pounds per Hour

Expressed as pph

Ramp Weight
The helicopter weight at engine start assuming all loading is completed

Standard Empty Weight

The basic empty weight of a standard helicopter as specified by the
manufacturer

Station
The longitudinal distance from some point to the zero datum or zero
fuselage station

Takeoff Weight
The weight of the helicopter at lift-off

Unusable Fuel
The fuel remaining after consumption of the usable fuel

Usable Fuel
That portion of the total fuel which is available for consumption as determined
in accordance with applicable regulatory standards

Useful Load
The difference between the helicopter ramp weight and the basic empty
weight

Zero-Fuel Weight
The helicopter ramp weight minus the weight of the fuel on board

Figure WB-1C shows the datum information for the S-76C helicopter.

WB-4C FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

STA
200 REF LINE MAIN ROTOR
CENTROID MAIN ROTOR
LEVEL AIRCRAFT
5° CL MAIN ROTOR SHAFT
AT STA 176
200
BAGGAGE
COMPARTMENT
150

100
162.8"

50 157"
FWD AFT JACK
FUEL
HORIZONTAL DATUM

JACK POINT
POINT E
50 100 150 200 250 300 350 400 450 500 550
VERTICAL DATUM
J = 197"
DIMENSIONS FOR WEIGHING
K = 92" L = 165" AIRCRAFT ON WHEELS

K = 92" M = 160"
DIMENSIONS FOR WEIGHING
AIRCRAFT ON JACKS
N = 252"
COMPARTMENTS
NOTE: A ELECTRONICS COMPARTMENT
ALL DIMENSIONS ARE APPROXIMATE.
DIMENSIONS FOR WEIGHING ON WHEELS
B COCKPIT
(J AND L) MUST BE DETERMINED BY C CABIN
ACTUAL MEASUREMENT. D ENGINE AND TRANSMISSION COMPARTMENT
E TAIL
F EXTERNAL EQUIPMENT
Figure WB-1C. S-76C Aircraft Diagram

LOADING COMPUTATION
General
All helicopters are designed for certain limit loads and balance conditions.
In loading the S-76C for flight, three basic questions should be answered:

1. Is the gross weight within the maximum allowable gross weight?

2. Is the CG within the allowable range?

3. Will the floor loading limits be exceeded?

Computing a load sheet for an S-76C using the charts provided in Part 2,
Sections II and III of the RFM provides the data required to answer these ques-
tions. Typical examples of the charts are shown in Figure WB-2C.

FOR TRAINING PURPOSES ONLY WB-5C

 CHART C
WB-6C

EMPTY WEIGHT AND BALANCE RECORD CHART

CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT & BALANCE C
MODEL SERIAL NO. SHEET

WEIGHT CHANGE RUNNING TOTAL

ITEM DESCRIPTION OF EMPTY AIRCRAFT
DATE NO. ARTICLE OR ADDED (+) REMOVED (–) CG
IN OUT MODIFICATION WEIGHT MOMENT WEIGHT MOMENT WEIGHT MOMENT
100 100 100
EMPTY WEIGHT AS WEIGHED 100 45.7 6,919 16,530 210.0

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

ADDED BALLAST 7,019 14,600 208.0

CHART A
CHART A EMPTY WEIGHT CHECKLIST
S-76C MODEL SERIAL NO. ENTER DATE
CHECK CHECK CHECK CHECK CHECK CHECK CHECK
ITEMS AND LOCATION 1 2 3 4 5 6 7

MOMENT/100

EQUIPMENT
GROUPED BY COMPARTMENT

DELIVERY
WEIGHT
NUMBER

ARM
ITEM

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT
CHART C

CHART C

CHART C

CHART C

CHART C

CHART C

CHART C
ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY
IN

IN

IN

IN

IN

IN

IN
A ELECTRONICS COMPARTMENT (STA 19-65)

FlightSafety
CENTERNOSE COMPARTMENT
A-01 NOSE FAIRING 76600-02110 8 30 2.4
A-02 BLOW DOWN BOTTLE 76650-01801 2 50 1.0
A-03 WIPER MOTOR 76550-01013 3 73 2.2

international
Figure WB-2C. Weight and Balance Charts (Sheet 1 of 2)
 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

CHART B
AIRCRAFT WEIGHT AND HORIZONTAL BALANCE
FOR S-76 MODEL HELICOPTER
PREPARED BY Sheet of
DATE
REG. NO. SERIAL NO.

REACTION SCALE SCALE SCALE

WHEEL OR JACK POINT NO. READING (LB) TARE ERROR SYMBOL NET WEIGHT
LEFT MAIN 2 2662 0 0 WL 2662
RIGHT MAIN 3 2602 0 0 WR 2603
NOSE 1 1752 0 0 WN 1752
TOTAL WEIGHT 7016 0 0 W 7016

VERTICAL THRU
S = 200" MAIN ROTOR CENTROID
N = 252"
HORIZONTAL 252"
DATUM
K = 92" M = 160"
FORWARD AFT
+ + JACK POINT
JACK POINT

L
J
257" APPROX
AIRCRAFT HORIZONTAL CG AIRCRAFT WEIGHED AT DEVELOPMENT FLIGHT CENTER SCALES.
92" X WN (WL + WR) X 252"
WEIGHING ON JACKS + = CG
W W
(WN X J)
WEIGHING ON WHEELS 92" + L – = CG
W

CORRECTED WEIGHT AND HORIZONTAL BALANCE

HORIZONTAL DIST
ITEMS ADDED & SUBTRACTED WEIGHT (LB) (IN.) CG TO MOMENT
FWD DATUM (LB/IN.)
AIRCRAFT AS WEIGHED 7016 207.8 147968
PLUS– +35 216.0 +7560
MINUS– –32 172.15 –5508.8
EMPTY
TOTAL WEIGHT 7019 208.0 146019.2
GROSS
FWD
BALANCE HORIZONTAL DIST S = IN. OF MAIN ROTOR CENTROID
(CORRECTED) AFT
WITNESSED BY

Figure WB-2C. Weight and Balance Charts (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY WB-7C

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

NOTE
Each copy of the RFM which is assigned to a specific
helicopter (e.g., helicopter copy) must contain all
data referred to herein and must be maintained to
the current helicopter configuration.

Gross Weight
The maximum gross weight of the S-76C is 11,700 pounds. Some atmo-
spheric conditions may restrict the allowable gross weight to less than max-
imum gross weight. Refer to the performance charts to determine the allowable
gross weight before loading.

To calculate the actual gross weight, obtain the current helicopter empty
weight and moment from chart C and enter in the appropriate column of the
load sheet. If familiarity with the particular helicopter’s history is not known
or if it has new components installed, check chart C against chart A to ver-
ify that all changes of equipment have been recorded in both charts. Add the
following weights and moment/100 of each useful load item carried to the
running total:

• Pilot and copilot

• Engine oil

• Passengers

• Baggage

• Usable fuel

• Cargo

The total should be less than the maximum allowable gross weight for the
S-76C. Determine if the calculated gross weight is within allowable limits
for takeoff according to the charts in Part 1, Section I of the RFM.

Center of Gravity
After determining how much weight the helicopter can carry, calculate where
to position it. Consider the following limits:

• Maximum allowable cabin floor and baggage comaprtment loading

is 75 pounds per square foot (366 kg per square meter).

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

• For helicopters without the utility hoist option installed the follow-
ing notes apply:

WB-8C FOR TRAINING PURPOSES ONLY

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum fuel loading imbalance is kept below 250 pounds
with baggage compartment symmetrically loaded.
Maximum cargo compartment and baggage floor
loading is 75 pounds per square foot.

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum baggage imbalance is kept below 150 pounds
with fuel symmetrically loaded. Maximum cargo
compartment and baggage floor loading is 75 pounds
per square foot.

The charts in the RFM show permissible load distribution by using two meth-
ods: one defines the allowable location of the CG for various gross weights,
and the other shows the limits of moment/100 plotted against gross weight.
This second chart allows the pilot to know whether the CG is within limits
without calculating the actual CG location.

Sample Problem
The S-76C is to fly company executives to the downtown city heliport. Two
of the passengers have brought along personal luggage to place in the bag-
gage compartment. Information for this problem is:

• 25°C OAT

• 1,898 pounds of fuel

• 500 PA

• 340 pounds pilot/copilot weight

• 50 pounds baggage

• Two passengers seated at station C1 (total weight of 380 pounds)

• Two passengers seated at station C3 (total weight of 350 pounds)

A blank sample load sheet is shown in Figure WB-4C.

Use Tables WB-1C, WB-2C, and WB-3C and Figures WB-5C through WB-
9C as reference sources.

FOR TRAINING PURPOSES ONLY WB-9C

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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-1C. S-76C ENGINE OIL LOAD

ENGINE OIL SYSTEM—2 TANKS
TOTAL CAPACITY = 2.54 U.S. GALLONS (2 TANKS)
ARM = 231.0
MIL-L-7808 OIL MIL-L-23699 OIL
GALLONS
WEIGHT (POUNDS) MOMENT/100 WEIGHT (POUNDS) MOMENT/100
1 7.7 18 8.4 19
2 15.4 36 16.8 39
2.5* 19.3 45 21.0 49
* TWO OIL COOLER/TANKS CONTAIN 1.27 GALLONS EACH FOR A TOTAL CAPACITY OF 2.54 GALLONS

The steps for computation are:

1. A review of chart C in the RFM indicates S-76C has an empty weight of

8,168 pounds and a moment/100 of 16,894 (CG 206.8)

2. The oil tanks are full of MIL-L-23699 and the windshield washer reservoir
contains 2 quarts of fluid.

3. Obtain the helicopter takeoff gross weight and moments/100 by adding to

the current helicopter empty weight and moment/100 the weight and
moments/100 of each useful load item to be carried.

4. A check of the horizontal center-of-gravity graph and the CG envelope

chart indicates the S-76C model is within limits for takeoff and landing.

5. A check of the maximum allowable takeoff gross weight charts indicates

that the helicopter is within allowable Category A gross weight limits. For
Category A operations, performance calculations for takeoff and landing
distances must also be calculated.

WB-10C FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-2C. FLUID LEVEL LOAD

WINDSHIELD WASHER FLUID TABLES
CAPACITY = 5.2 U.S. QUARTS
ARM = 59.8
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
3 6.2 4
4 8.3 5
5 10.4 6
5.2 10.8 6

FOR THE ALTERNATE FLUID TANK LOCATION (76088-20068-0011)

CAPACITY = 2 U.S. QUARTS
ARM = 58.5
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
FOR THE ALTERNATE FLUID TANK LOCATION (76200-01034)
CAPACITY = 4 U.S. QUARTS
ARM = 58.5
U.S. QUARTS WEIGHT (POUNDS) MOMENT/100
1 2.1 1
2 4.2 3
3 6.2 4
4 8.3 5

FUEL SYSTEM—2 TANKS

CAPACITY = 281.2 GALLONS (2 TANKS)
TOTAL TOTAL TOTAL
WEIGHT (LB) MOMENT/100 WEIGHT (LB) MOMENT/100 WEIGHT (LB) MOMENT/100
20 44 640 1379 1360 2944
40 86 680 1465 1400 3031
60 128 720 1552 1440 3118
80 171 760 1639 1480 3204
100 213 800 1727 1520 3292
120 255 840 1814 1560 3379
160 341 880 1901 1600 3466
200 426 920 1988 1640 3552
240 512 960 2075 1680 3641
280 598 1000 2161 1720 3727
320 685 1040 2248 1760 3814
360 772 1080 2335 1800 3901
400 858 1120 2423 * 1828(JP-4) 3961
440 946 1160 2509 1840 3987
480 1032 1200 2597 1880 4074
520 1119 1240 2683 ** 1898(JP-1) 4113
560 1205 1280 2770 *** 1912(JP-5) 4143
600 1292 1320 2856

FOR TRAINING PURPOSES ONLY WB-11C

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SIKORSKY S-76 PILOT TRAINING MANUAL

AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S-76C AIRCRAFT GOVT. NO. N-76SFI
LAST WEIGHT DATE
ITEM WEIGHT ARM MOMENT/100
BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = =

PILOT AND COPILOT B1 + +
FRONT ROW PASSENGERS* C1 + +
MIDDLE ROW PASSENGERS C2 + +
AFT ROW PASSENGERS* C3 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-3C. Load Sheet Information

WB-12C FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S-76C AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE
ITEM WEIGHT ARM MOMENT/100
BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
FRONT ROW PASSENGERS* C1 + +
MIDDLE ROW PASSENGERS C2 + +
AFT ROW PASSENGERS* C3 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-4C. Blank Load Sheet

FOR TRAINING PURPOSES ONLY WB-13C

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

BL BL
17 18

AVIONICS
COMPARTMENT

COCKPIT ENTRY
HINGED DOOR
COCKPIT (TWO SIDES)
B1

C9
CABIN
C1
C10
CABIN ENTRY
C2 DOOR
(TWO SIDES)

C3 C11

BAGGAGE
COMPARTMENT
BAGGAGE HINGED DOOR
C6 (TWO SIDES)

BL BL
27 9
BL BL
9 27
LEGEND LEGEND
CREW/PASSENGER CENTROID PASSENGER CENTROID
BAGGAGE CENTROID FOOD AND REFRESHMENT CENTROID

WEIGHT WEIGHT
COMPARTMENT CENTROID (POUNDS) COMPARTMENT CENTROID (POUNDS)
COCKPIT CABIN
B1 102.5 340 C9 126 40
C10 150 340
CABIN C11 197.5 680
C1 135.5 680
C2 166.5 680
C3 197.5 680
BAGGAGE
C6 235.0 600

Figure WB-5C Crew, Passenger, and Baggage Centroids

WB-14C FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-3C. SUPPLEMENTAL LOAD

CREDENZA
FOOD AND REFRESHMENTS
CABIN
C9
WEIGHT
ARM = 126
(POUNDS)
MOMENT/100
1 1
2 3
3 4
4 5
5 6
10 13
20 25
30 38
40 50
CABIN CABIN
C10 C11 C10 C11
WEIGHT ARM = 150.0 ARM = 197.5 WEIGHT ARM = 150.0 ARM = 197.5
(POUNDS) MOMENT/100 MOMENT/100 (POUNDS) MOMENT/100 MOMENT/100

5075 99 370 – 731

60 90 119 380 – 751
70 105 138 390 – 770
80 120 158 400 – 790
90 135 178 410 – 810
100 150 198 420 – 830
110 165 217 430 – 849
120 180 237 440 – 869
130 195 257 450 – 889
140 210 277 460 – 909
150 225 296 470 – 928
160 240 316 480 – 948
170 255 336 490 – 968
180 270 356 500 – 988
190 285 375 510 – 1007
200 300 395 520 – 1027
210 315 415 530 – 1047
220 330 435 540 – 1067
230 345 454 550 – 1086
240 360 474 560 – 1106
250 375 494 570 – 1126
260 390 514 580 – 1146
270 405 533 590 – 1165
280 420 553 600 – 1185
290 435 573 610 – 1205
300 450 593 620 – 1225
310 465 612 630 – 1244
320 480 632 640 – 1264
330 495 652 650 – 1284
340 510 672 660 – 1304
350 – 691 670 – 1323
360 – 711 680 – 1343
NOTE:
CAUTION MUST BE TAKEN TO ENSURE THAT LONGITUDINAL PASSENGER MOVEMENT DURING FLIGHT DOES NOT CAUSE
THE CG LIMITS TO BE EXCEEDED.

FOR TRAINING PURPOSES ONLY WB-15C

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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-4C. COCKPIT AND CABIN COMPARTMENT LOAD

COCKPIT CABIN
PILOT AND BAGGAGE/
WEIGHT CO-PILOT/ PASSENGERS
(POUNDS) PASSENGER CARGO
B1 C1 C2 C3 C6
ARM = 102.5 ARM = 135.5 ARM = 166.5 ARM = 197.5 ARM = 235.0
MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100
50 51 68 83 99 118
60 62 81 100 119 141
70 72 95 117 138 165
80 82 108 133 158 188
90 92 122 150 178 212
100 103 136 167 198 235
110 113 149 183 217 259
120 123 163 200 237 282
130 133 176 216 257 306
140 144 190 233 277 329
150 154 203 250 296 353
160 164 217 266 316 376
170 174 230 283 336 400
180 185 244 300 356 423
190 195 257 316 375 447
200 205 271 333 395 470
210 215 285 350 415 494
220 226 298 366 435 517
230 236 312 383 454 541
240 246 325 400 474 564
250 256 339 416 494 588
260 267 352 433 514 611
270 277 366 450 533 635
280 287 379 466 553 658
290 297 393 483 573 682
300 308 407 500 593 705
310 318 420 516 612 729
320 328 434 533 632 752
330 338 447 549 652 776
340 349 461 556 672 799
350 474 583 691 823
360 488 599 711 846
370 501 616 731 870
380 515 633 751 893
390 528 649 770 917
400 542 666 790 940
410 556 683 810 964
420 569 699 830 987
430 583 716 849 1011
440 596 733 869 1034
450 610 749 889 1058
460 623 766 909 1081
470 637 783 928 1105
480 650 799 948 1128
490 664 816 968 1152
500 678 833 988 1175
510 691 849 1007 1199
520 705 866 1027 1222
530 718 882 1047 1246
540 732 899 1067 1269
550 745 916 1086 1293
560 759 932 1106 1316
570 772 949 1126 1340
580 786 966 1148 1363
590 799 982 1165 1387
600* 813 999 1185 1410
610 827 1016 1205
620 840 1032 1225
630 854 1049 1244
640 867 1066 1264
650 881 1082 1284
660 894 1099 1304
670 908 1116 1323
680 921 1132 1343

WB-16C FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

MAXIMUM GROSS WEIGHT 11,700 POUNDS

23,903
12,000
11,700

11,000
WEIGHT (POUNDS)

T
10,000 IT IMI
LIM TL
D AF
AR
RW
FO
9,000

8,000

7,000

6,000
14,000 15,000 16,000 17,000 18,000 19,000 20,000 21,000 22,000 23,000 24,000
MOMENT/100 (IN-POUNDS)

MAXIMUM GROSS WEIGHT 11,700 POUNDS

11,700

11,000
WEIGHT (POUNDS)

10,000
FORWARD CG LIMIT

210

9,000
IT
G LIM
AFT C

8,000

7,350

7,000

192 194 196 198 200 202 204 206 208 210
197 199.2 204.3 208.2

Figure WB-6C. S-76C Weight and Horizontal

Center-of-Gravity Envelope

FOR TRAINING PURPOSES ONLY WB-17C

WB-18C
EAPS NOT INSTALLED AND SWITCHED OFF OR ON
ANTI-ICE OFF BLEED AIR OFF
GENERATOR LOAD ~ UP TO 200 AMPS
REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART BY
THE AMOUNT SHOWN IN THE FOLLOWING TABLE WITH
COMPOUND CONFIGURATIONS, THE WEIGHT REDUCTIONS ARE CUMULATIVE.

CONFIGURATION WEIGHT REDUCTION

ANTI-ICE ON 60 POUNDS
ANTI-ICE ON WITH EAPS INSTALLED 110 POUNDS

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

ANTI-ICE ON WITH SNOW KIT 180 POUNDS

UTILITY HOIST INSTALLED 90 POUNDS
SLIDING DOOR(S) OPEN 100 POUNDS

CDP ~ KNOTS (30) (35)

V2 ~ KNOTS (40) (45) (50) (40)

CDP
UM (55) (45)
M
NI
I
M
T V2
O 1 2
ED
KN TT
30 RMI
20° 10° 0° –10° PE
30° –20° MUM
50°
40° –30° XI
–34.4° MA

FlightSafety
HIGH AMBIENT
TEMPERATURE LIMIT MAXIMUM GROSS
TEMPERATURE ~ °C WEIGHT ~ 11,700 LB
5,000 FT
DENSITY ALTITUDE

international
–1 0 1 2 3 4 5 6 7 8 9 10 8 9 10 11 12

PRESSURE ALTITUDE ~ 1,000 FT GROSS WEIGHT x 1,000 LB

Figure WB-7C. S-76C Category A Maximum Takeoff and Landing Gross Weight
 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

EAPS NOT INSTALLED OR INSTALLED AND SWITCHED OFF

ANTI-ICE OFF BLEED AIR OFF
GENERATOR LOAD ~ UP TO 200 AMPS

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART BY THE AMOUNT
SHOWN IN THE FOLLOWING TABLE AS APPLICABLE:

CONFIGURATION WEIGHT REDUCTION

EAPS INSTALLED WITH SWITCH ON 140 POUNDS

ANTI-ICE ON 20 POUNDS
ANTI-ICE ON WITH EAPS INSTALLED 160 POUNDS
ANTI-ICE ON WITH SNOW KIT 20 POUNDS

FOR INTERPOLATION
15

14

13

12

11 TEMPERATURE ~ °C
TAKEOFF AND LANDING
DENSITY ATTITUDE LIMIT 11,000 FT –34.4°
10
PRESSURE ALTITUDE ~ 1,000 FT

–30°

9 –20°

–10°
MAXIMUM
8
GROSS
0° WEIGHT
7 ~11,700 LBS
10°

20°
6

30°
5

4
50°

2 HIGH AMBIENT 40°

TEMPERATURE
LIMIT
1

6 7 8 9 10 11 12

GROSS WEIGHT ~ 1,000 LB

Figure WB-8C. S-76C Category B Maximum Takeoff

and Landing Gross Weight

FOR TRAINING PURPOSES ONLY WB-19C

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SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

CONTENTS
Page
INTRODUCTION ........................................................................ WB-1C+
GENERAL ................................................................................... WB-1C+
WEIGHT AND BALANCE......................................................... WB-1C+
Terms and Definitions......................................................... WB-1C+
Loading Computation ......................................................... WB-5C+

FOR TRAINING PURPOSES ONLY WB-iC+

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SIKORSKY S-76 PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
WB-1C+ S-76C+ Aircraft Diagram.......................................... WB-5C+
WB-2C+ Weight and Balance Charts ....................................... WB-6C+
WB-3C+ Information Load Sheet .......................................... WB-12C+
WB-4C+ Blank Load Sheet .................................................... WB-13C+
WB-5C+ Crew, Passenger, and
Baggage Centroids .................................................. WB-14C+
WB-6C+ S-76C+ Lateral
Center of Gravity Limits ......................................... WB-17C+
WB-7C+ S-76C+ Weight and Horizontal
Center-of-Gravity Envelope .................................... WB-17C+
WB-8C+ Category A Maximum Takeoff
and Landing Gross Weight...................................... WB-18C+
WB-9C+ Category B Maximum Takeoff
and Landing Gross Weight...................................... WB-19C+

TABLES
Table Title Page
WB-1C+ S-76C+ Engine Oil Load ........................................ WB-10C+
WB-2C+ Fluid Level Load ..................................................... WB-11C+
WB-3C+ Useful Load............................................................. WB-15C+

FOR TRAINING PURPOSES ONLY WB-iiiC+

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SIKORSKY S-76 PILOT TRAINING MANUAL

WEIGHT AND BALANCE

INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76C+ helicopter is prop-
erly loaded. The manufacturer provides the necessary weight and balance
data in the Rotocraft Flight Manual. This chapter is intended to provide the
S-76C+ pilot with information on how to use the published charts and tables.
It must not be used for actual computation of weight and balance.

GENERAL
The weight and balance section begins with a list of terms and definitions,
covers loading a standard S-76C+, and uses data to complete a typical com-
putation. Refer to the RFM Part 2, Sections II and III for actual weight and
balance information.

Takeoff and anticipated landing gross weight, CG locations, and weight of

fuel, oil, and payload are computed using the charts and graphs for the spe-
cific configuration. It is the responsibility of the pilot to ensure that loading
limitations have not been exceeded as set forth in Part 1, Section I (“Operating
Limitations”) of the RFM.

WEIGHT AND BALANCE

TERMS AND DEFINITIONS
General Airspeed Terminology
The following are general airspeed terms used in this manual:

Calibrated Airspeed (CAS)

The indicated airspeed of a helicopter corrected for position and instrument
error. Calibrated airspeed is equal to true airspeed in standard atmosphere at
sea level.

Groundspeed (GS)
The speed of a helicopter relative to the ground

Calibrated Airspeed (KCAS)

The calibrated airspeed expressed in knots

True Airspeed (TAS)

The airspeed of a helicopter relative to undisturbed air, which is the CAS cor-
rected for altitude, temperature, and compressibility

FOR TRAINING PURPOSES ONLY WB-1C+

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SIKORSKY S-76 PILOT TRAINING MANUAL

Indicated Airspeed (KIAS)

The indicated airspeed expressed in knots

True Instrument Indicated Airspeed (TIAS)

The speed of a helicopter as shown on the airspeed indicator when corrected
for instrument error. IAS values published in this manual assume zero in-
strument error.

Best Rate-of-Climb Speed (VBROC)

For the S-76C+ is 74 knots at sea level and decreases by 1 knot for each 1,000-
foot increase in pressure altitude. VBROC is calculated speed where the dif-
ference between the power required and the power available is a maximum.

V2
Assures a steady rate-of-climb of 150 feet per minute at 1,000 feet above the
takeoff surface with the landing gear retracted and the remaining engine
power at maximum continuous or 30-minute power

Critical Decision Point (CDP)

A go/no-go condition analogous to V1 speed in transport airplanes

Landing Decision Point (LDP)

A commitment point for landing

Never Exceed Speed (VNE)

The maximum permitted IAS for the helicopter

Takeoff Safety Speed (VTOSS)

For category A rotocraft, is a referenced airspeed obtained after lift-off at
which the required one-engine inoperative climb performance can be
achieved. VTOSS assures a steady rate of climb of 100 feet per minute with
the landing gear down and the remaining engine operating within approved
operating limits.

Weight and Balance Terminology

Approved Loading Envelope
Represents those combinations of helicopter weight and center of gravity which
define the limits beyond which loading is not approved

Arm
The distance from the center of gravity of an object to a line about which mo-
ments are to be computed

Basic Empty Weight

The weight of an empty helicopter including full engine oil and unusable fuel.
This equals empty weight plus the weight of unusable fuel and the weight of
all the engine oil required to fill the lines and tanks. Basic empty weight is
the basic configuration from which loading data is determined.

WB-2C+ FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

Center of Gravity
A point at which the weight of an object may be considered concentrated for
weight and balance purposes.

CG Limits
The extreme center of gravity locations within which the helicopter must be
operated at a given weight

Chart A
An empty weight checklist of equipment installed in the helicopter. Equipment
is grouped by airframe compartment with the weight, arm, and moment of each
item listed for use in weight and balance computation.

Chart B
The aircraft actual weight and balance form. This is a record of the initial empty
weight and center of gravity that was determined by actual weighing of the
helicopter.

Chart C
The empty weight and balance record. This is a continuous listing of changes
in structure or equipment affecting weight and balance. The current empty
helicopter weight, moment, and CG are recorded on this chart.

Datum
The vertical plane perpendicular to the helicopter’s longitudinal axis from
which fore-and-aft (usually aft) measurements are made for weight and bal-
ance purposes.

Empty Weight
The weight of an empty helicopter before any oil or fuel has been added. This
includes all permanently installed equipment, fixed ballast, full hydraulic fluid,
and all other fully operating fluids except that the engines, tanks, and lines
do not contain any engine oil or fuel.

Engine Oil
That portion of the engine oil which can be drained from the engine

Jack Points
Points on the helicopter identified by the manufacturer as suitable for sup-
porting the helicopter for weighing or other purposes.

Landing Weight
The weight of the helicopter at landing touchdown

Leveling Points
Those points which are used during the weighing process to level the
helicopter

FOR TRAINING PURPOSES ONLY WB-3C+

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SIKORSKY S-76 PILOT TRAINING MANUAL

Maximum Weight
The largest weight allowed by design, structural, performance, or other
limitations

Moment
A measure of the rotational tendency of a weight about a specified line, math-
ematically equal to the product of the weight and the arm

Payload
The weight of occupants, cargo, and baggage

Pounds per Hour

Expressed as pph

Ramp Weight
The helicopter weight at engine start assuming all loading is completed

Standard Empty Weight

The basic empty weight of a standard helicopter as specified by the
manufacturer

Station
The longitudinal distance from some point to the zero datum or zero
fuselage station

Takeoff Weight
The weight of the helicopter at lift-off

Unusable Fuel
The fuel remaining after consumption of the usable fuel

Usable Fuel
That portion of the total fuel which is available for consumption as determined
in accordance with applicable regulatory standards

Useful Load
The difference between the helicopter ramp weight and the basic empty
weight

Zero-Fuel Weight
The helicopter ramp weight minus the weight of the fuel on board

Figure WB-1C+ shows the datum information for the S-76C+ helicopter.

WB-4C+ FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

STA
200 REF LINE MAIN ROTOR
CENTROID MAIN ROTOR
LEVEL AIRCRAFT
5° CL MAIN ROTOR SHAFT
AT STA 176
200
BAGGAGE
COMPARTMENT
150

100
162.8"

50 157"
AFT JACK
FWD POINT
FUEL
HORIZONTAL DATUM

JACK
POINT E
50 100 150 200 250 300 350 400 450 500 550
VERTICAL DATUM
J = 197"
DIMENSIONS FOR WEIGHING
K = 92" L = 165" AIRCRAFT ON WHEELS

K = 92" M = 160"
DIMENSIONS FOR WEIGHING
AIRCRAFT ON JACKS
N = 252"
COMPARTMENTS
NOTE: A ELECTRONICS COMPARTMENT
ALL DIMENSIONS ARE APPROXIMATE.
DIMENSIONS FOR WEIGHING ON WHEELS
B COCKPIT
(J AND L) MUST BE DETERMINED BY C CABIN
ACTUAL MEASUREMENT. D ENGINE AND TRANSMISSION COMPARTMENT
E TAIL
F EXTERNAL EQUIPMENT
Figure WB-1C+. S-76C+ Aircraft Diagram

LOADING COMPUTATION
General
All helicopters are designed for certain limit loads and balance conditions.
In loading the S-76C+ for flight, three basic questions should be answered:

1. Is the gross weight within the maximum allowable gross weight?

2. Is the CG within the allowable range?

3. Will the floor loading limits be exceeded?

Computing a load sheet for an S-76C+ using the charts provided in Part 2,
Sections II and III of the RFM provides the data required to answer these ques-
tions. Typical examples of the charts are shown in Figure WB-2C+.

FOR TRAINING PURPOSES ONLY WB-5C+

 CHART C
WB-6C+

EMPTY WEIGHT AND BALANCE RECORD CHART

CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT & BALANCE C
MODEL SERIAL NO. SHEET
WEIGHT CHANGE RUNNING TOTAL
ITEM DESCRIPTION OF
DATE NO. ADDED (+) REMOVED (–) EMPTY AIRCRAFT CG
ARTICLE OR
IN OUT MODIFICATION WEIGHT MOMENT WEIGHT MOMENT WEIGHT MOMENT
100 100 100
EMPTY WEIGHT AS WEIGHED 100 45.7 6,919 16,530 210.0

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

ADDED BALLAST 7,019 14,600 208.0

CHART A
CHART A EMPTY WEIGHT CHECKLIST
S-76C+ MODEL SERIAL NO. ENTER DATE
CHECK CHECK CHECK CHECK CHECK CHECK CHECK
ITEMS AND LOCATION 1 2 3 4 5 6 7

MOMENT/100

EQUIPMENT
GROUPED BY COMPARTMENT

DELIVERY
WEIGHT
NUMBER

ARM
ITEM

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT

AIRCRAFT
CHART C

CHART C

CHART C

CHART C

CHART C

CHART C

CHART C
ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY

ENTRY
IN

IN

IN

IN

IN

IN

IN
A ELECTRONICS COMPARTMENT (STA 19-65)

FlightSafety
CENTERNOSE COMPARTMENT
A-01 NOSE FAIRING–RADOME 76600-02110 8 30 2.4
A-02 BLOW DOWN BOTTLE 76650-01801 2 50 1.0
A-03 WIPER MOTOR 76550-01013 3 73 2.2

international
Figure WB-2C+. Weight and Balance Charts (Sheet 1 of 2)
 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

CHART B
AIRCRAFT WEIGHT AND HORIZONTAL BALANCE
PREPARED BY FOR S-76 MODEL HELICOPTER Sheet of
DATE
REG. NO. SERIAL NO.

REACTION SCALE SCALE SCALE

WHEEL OR JACK POINT NO. READING (LB) TARE ERROR SYMBOL NET WEIGHT
LEFT MAIN 2 2662 0 0 WL 2662
RIGHT MAIN 3 2602 0 0 WR 2603
NOSE 1 1752 0 0 WN 1752
TOTAL WEIGHT 7016 0 0 W 7016

VERTICAL THRU
S = 200" MAIN ROTOR CENTROID
N = 252"
HORIZONTAL 252"
DATUM
K = 92" M = 160"
FORWARD AFT
+ + JACK POINT
JACK POINT

L
J
257" APPROX
AIRCRAFT HORIZONTAL CG AIRCRAFT WEIGHED AT DEVELOPMENT FLIGHT CENTER SCALES.
92" X WN (WL + WR) X 252"
WEIGHING ON JACKS + = CG
W W
WN X J)
WEIGHING ON WHEELS 92" + L – = CG
W

CORRECTED WEIGHT AND HORIZONTAL BALANCE

HORIZONTAL DIST
ITEMS ADDED & SUBTRACTED WEIGHT (LB) (IN.) CG TO MOMENT
FWD DATUM (LB/IN.)
AIRCRAFT AS WEIGHED 7016 207.8 147968
PLUS– +35 216.0 +7560
MINUS– –32 172.15 –5508.8
EMPTY
TOTAL WEIGHT 7019 208.0 146019.2
GROSS
FWD
BALANCE HORIZONTAL DIST S= IN. OF MAIN ROTOR CENTROID
(CORRECTED) AFT
WITNESSED BY

Figure WB-2C+. Weight and Balance Charts (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY WB-7C+

 FlightSafety
international

SIKORSKY S-76 PILOT TRAINING MANUAL

NOTE
Each copy of the RFM which is assigned to a specific
helicopter (e.g., helicopter copy) must contain all
data referred to herein and must be maintained to
the current helicopter configuration.

Gross Weight
The maximum gross weight of the S-76C+ is 11,700 pounds. Some atmospheric
conditions may restrict the allowable gross weight to less than maximum gross
weight. Refer to the performance charts to determine the allowable gross weight
before loading.

To calculate the actual gross weight, obtain the current helicopter empty
weight and moment from chart C and enter in the appropriate column of the
load sheet. If familiarity with the particular helicopter’s history is not known
or if it has new components installed, check chart C against chart A to ver-
ify that all changes of equipment have been recorded in both charts. Add the
following weights and moment/100 of each useful load item carried to the
running total:

• Pilot and copilot

• Engine oil

• Passengers

• Baggage

• Usable fuel

• Cargo

The total should be less than the maximum allowable gross weight for the par-
ticular model S-76C+. Determine if the calculated gross weight is within al-
lowable limits for takeoff according to the charts in Part 1, Section I of the RFM.

Center of Gravity
After determining how much weight the helicopter can carry, calculate where
to position it. Consider the following limits:

• Maximum allowable cabin floor and baggage compartment loading

is 75 pounds per square foot (366 kg per square meter).

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

• For helicopters without the utility hoist option installed the follow-
ing notes apply:

WB-8C+ FOR TRAINING PURPOSES ONLY

 FlightSafety
international

SIKORSKY S-76 PILOT TRAINING MANUAL

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum fuel loading imbalance is kept below 250 pounds
with baggage compartment symmetrically loaded.
Maximum cargo compartment and baggage floor
loading is 75 pounds per square foot.

NOTE
Lateral center-of-gravity limits permit indiscrimi-
nate lateral loading of passengers or cargo if maxi-
mum baggage imbalance is kept below 150 pounds
with fuel symmetrically loaded. Maximum cargo
compartment and baggage floor loading is 75 pounds
per square foot.

The charts in the RFM show permissible load distribution by using two meth-
ods: one defines the allowable location of the CG for various gross weights,
and the other shows the limits of moment/100 plotted against gross weight.
This second chart allows the pilot to know whether the CG is within limits
without calculating the actual CG location.

Sample Problem
The S-76C+ is to fly company executives to the downtown city heliport. Two
of the passengers have brought along personal luggage to place in the bag-
gage compartment. Information for this problem is:

• 25°C OAT

• 1,898 pounds of fuel

• 500 PA

• 340 pounds pilot/copilot weight

• 50 pounds baggage

• Two passengers seated at station C1 (total weight of 380 pounds)

• Two passengers seated at station C3 (total weight of 350 pounds)

The sample problem load sheet information and example is shown in Figure
WB-3C+ and a blank sample load sheet is shown in Figure WB-4C+.

Use Tables WB-1C+, WB-2C+, and Figures WB-5C+ through WB-9C+ as the
sample problem reference sources.

FOR TRAINING PURPOSES ONLY WB-9C+

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-1C+. S-76C+ ENGINE OIL LOAD

ENGINE OIL SYSTEM—2 TANKS

TOTAL CAPACITY = 2.54 U.S. GALLONS (2 TANKS)
ARM = 231.0
MIL-L-7808 OIL MIL-L-23699 OIL
GALLONS
WEIGHT (POUNDS) MOMENT/100 WEIGHT (POUNDS) MOMENT/100
1 7.7 18 8.4 19
2 15.4 36 16.8 39
2.5* 19.3 45 21.0 49
* TWO OIL COOLER/TANKS CONTAIN 1.27 GALLONS EACH FOR A TOTAL CAPACITY OF 2.54 GALLONS

The steps for computation are:

1. A review of chart C in the RFM indicates S-76C+ has an empty weight of

8,168 pounds and a moment/100 of 16,894 (CG 206.8).

2. The oil tanks are full of MIL-L-23699 and the windshield washer reservoir
contains 2 quarts of fluid.

3. Obtain the helicopter takeoff gross weight and moments/100 by adding to

the current helicopter empty weight and moment/100 the weight and
moments/100 of each useful load item to be carried.

4. A check of the horizontal center-of-gravity graph and the CG envelope

chart indicates the S-76C+ model is within limits for takeoff and landing.

5. A check of the maximum allowable takeoff gross weight charts indicates

that the helicopter is within allowable Category A gross weight limits. For
Category A operations, performance calculations for takeoff and landing
distances must also be calculated.

WB-10C+ FOR TRAINING PURPOSES ONLY

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-2C+. FLUID LEVEL LOAD

ENGINE OIL SYSTEM—2 TANKS
TOTAL CAPACITY = 2.54 U.S. GALLONS (2 TANKS)
ARM = 231.0
MIL-L-7808 OIL MIL-L-23699 OIL
GALLONS
WEIGHT (POUNDS) MOMENT/100 WEIGHT (POUNDS) MOMENT/100
1 7.7 18 8.4 19
2 15.4 36 16.8 39
2.5* 19.3 45 21.0 49
* TWO OIL COOLER/TANKS CONTAIN 1.27 GALLONS EACH FOR A TOTAL CAPACITY OF 2.54 GALLONS

RR2610

FOR TRAINING PURPOSES ONLY WB-11C+

 FlightSafety
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SIKORSKY S-76 PILOT TRAINING MANUAL

AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S-76C+ AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE
ITEM WEIGHT ARM MOMENT/100
BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
1ST ROW PASSENGERS* C1 + +
2ND ROW PASSENGERS C2 + +
3RD ROW PASSENGERS* C3 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS — —
FUEL—LEFT TANK ( LBS)
FUEL—RIGHT TANK ( LBS)
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-3C+. Load Sheet Information

WB-12C+ FOR TRAINING PURPOSES ONLY

 FlightSafety
international

SIKORSKY S-76 PILOT TRAINING MANUAL

AIRCRAFT WEIGHT AND BALANCE SHEET

PREPARED BY DATE FLIGHT NO.
CHECKED BY DATE AIRCRAFT FACT. NO. SS-
MODEL S-76C+ AIRCRAFT GOVT. NO. N-76FSI
LAST WEIGHT DATE
ITEM WEIGHT ARM MOMENT/100
BASIC WEIGHT
WINDSHIELD WASHER FLUID + +
ENGINE OIL + +

BASIC EMPTY WEIGHT = = =

PILOT AND COPILOT B1 + +
FRONT ROW PASSENGERS* C1 + +
MIDDLE ROW PASSENGERS C2 + +
AFT ROW PASSENGERS* C3 + +
CARGO C4 + +
CARGO C5 + +
BAGGAGE/CARGO C6 + +
CREDENZA* + +
REMOVALS – –

ZERO FUEL WEIGHT = =

FUEL—TOTAL MAIN TANKS + +
FUEL—LEFT TANK ( LBS) — —
FUEL—RIGHT TANK ( LBS) — —
IMBALANCE ( LBS) — —
AUX FUEL TANK + +

GROSS WEIGHT—TAKEOFF = = =

ZERO FUEL WEIGHT

LANDING FUEL + +
FUEL USED ( LBS) — —

GROSS WEIGHT—LANDING = = =
*SEE CHART E SUPPLEMENT FOR VIP INTERIOR

Figure WB-4C+. Blank Load Sheet

FOR TRAINING PURPOSES ONLY WB-13C+

 FlightSafety
international

SIKORSKY S-76 PILOT TRAINING MANUAL

BL BL BL BL BL BL
27 17 9 9 18 27

AVIONICS
COMPARTMENT

COCKPIT ENTRY
HINGED DOOR
COCKPIT (TWO SIDES)
B1

CABIN
C1

CABIN ENTRY
C2 DOOR
(TWO SIDES)

C3

BAGGAGE
COMPARTMENT
BAGGAGE HINGED DOOR
C6 (TWO SIDES)

LEGEND
CREW/PASSENGER BL BL BL
CENTROID 30 2 30

BAGGAGE COMPARTMENT BL BL
CENTROID 29 29

HOOK/PICKUP
(BAGGAGE NET)

COMPART- WEIGHT HORIZONTAL LATERAL COMPART- WEIGHT HORIZONTAL LATERAL

MENT (POUNDS) CENTROID CENTROID MENT (POUNDS) CENTROID CENTROID

COCKPIT C2 170 166.5 –9.0

B1 170 102.5 +17.0 C2 170 166.5 –27.0
B1 170 102.5 –18.0
CABIN C3 170 197.5 +27.0
C1 170 135.5 +27.0 C3 170 197.5 +9.0
C1 170 135.5 +9.0 C3 170 197.5 –9.0
C1 170 135.5 –9.0 C3 170 197.5 –27.0
C1 170 135 5 –27 0 BAGGAGE
Figure WB-5C+ Crew, Passenger, and Baggage Centroids

WB-14C+ FOR TRAINING PURPOSES ONLY

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

Table WB-3C+. SUPPLEMENTAL LOAD

CREDENZA
BL
27
BL
17
BL
9
BL
8
BL
18
BL
27
FOOD AND REFRESHMENTS
AVIONICS
COMPARTMENT
CABIN
C9
WEIGHT
COCKPIT ENTRY ARM = 126
HINGED DOOR (POUNDS)
COCKPIT
B1
(TWO SIDES) MOMENT/100
CABIN 1 1
C1
2 3
CABIN ENTRY
C2 DOOR
(TWO SIDES)
3 4
4 5
C13
5 6
BAGGAGE 10 13
COMPARTMENT
BAGGAGE
C1
HINGED DOOR 20 25
(TWO SIDES)
30 38
BL BL BL 40 50
30 2 30
BL BL
29 29

CABIN CABIN
C10 C11 C10 C11
WEIGHT ARM = 150.0 ARM = 197.5 WEIGHT ARM = 150.0 ARM = 197.5
(POUNDS) MOMENT/100 MOMENT/100 (POUNDS) MOMENT/100 MOMENT/100

50 75 99 370 – 731
60 90 119 380 – 751
70 105 138 390 – 770
80 120 158 400 – 790
90 135 178 410 – 810
100 150 198 420 – 830
110 165 217 430 – 849
120 180 237 440 – 869
130 195 257 450 – 889
140 210 277 460 – 909
150 225 296 470 – 928
160 240 316 480 – 948
170 255 336 490 – 968
180 270 356 500 – 988
190 285 375 510 – 1007
200 300 395 520 – 1027
210 315 415 530 – 1047
220 330 435 540 – 1067
230 345 454 550 – 1086
240 360 474 560 – 1106
250 375 494 570 – 1126
260 390 514 580 – 1146
270 405 533 590 – 1165
280 420 553 600 – 1185
290 435 573 610 – 1205
300 450 593 620 – 1225
310 465 612 630 – 1244
320 480 632 640 – 1264
330 495 652 650 – 1284
340 510 672 660 – 1304
350 – 691 670 – 1323
360 – 711 680 – 1343
NOTE:
CAUTION MUST BE TAKEN TO ENSURE THAT LONGITUDINAL PASSENGER MOVEMENT DURING FLIGHT
DOES NOT CAUSE THE CG LIMITS TO BE EXCEEDED.

FOR TRAINING PURPOSES ONLY WB-15C+

WB-16C+

Table WB-3C+. SUPPLEMENTAL LOAD (Cont)

COCKPIT-B1
CABIN
PASSENGERS BAGGAGE/CARGO-C6
PILOT AND PILOT COPILOT/
WEIGHT COPILOT/ LATERAL PASSENGER
HORIZONTAL LATERAL
POUNDS PASSENGER ARM = –18.0 LATERAL HORIZONTAL LATERAL LATERAL
HORIZONTAL MOMENT/100 ARM = –17.0 C1 C2 C3 C1, C2, AND C3 ARM = 235.00 ARM = 18.3 ARM = 18.3
ARM = 102.5 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100
ARM = 135.5 ARM = 166.5 ARM = 197.5 ARM = 27.0 ARM = +9.0 ARM = –9.0 ARM = –27.0
MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100 MOMENT/100

10 +10 –2 +2 +14 +17 +20 +3 +1 –1 –3 +24 +2 –2

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

20 +21 –4 +4 +27 +33 +40 +5 +2 –2 –5 +47 +4 –4

30 +31 –5 +5 +41 +50 +59 +8 +3 –3 –8 +71 +5 –5
40 +41 –7 +7 +54 +67 +79 +11 +4 –4 –11 +94 +7 –7
50 +51 –9 +9 +68 +83 +99 +14 +5 –5 –14 +118 +9 –9
60 +62 –11 +10 +81 +100 +119 +16 +5 –5 –16 +141 +11 –11
70 +72 –13 +12 +95 +117 +138 +19 +6 –6 –19 +165 +13 –13
80 +82 –14 +14 +108 +133 +158 +22 +7 –7 –22 +188 +15 –15
90 +92 –16 +15 +122 +150 +178 +24 +8 –8 –24 +212 +16 –16
100 +103 –18 +17 +136 +167 +198 +27 +9 –9 –27 +235 +18 –18
110 +113 –20 +19 +149 +183 +217 +30 +10 –10 –30 +259 +20 –20
120 +123 –22 +20 +163 +200 +237 +32 +11 –11 –32 +282 +22 –22
130 +133 –23 +22 +176 +216 +257 +35 +12 –12 –35 +306 +24 –24
140 +144 –25 +24 +190 +233 +277 +38 +13 –13 –38 +329 +26 –26
150 +154 –27 +26 +203 +250 +296 +41 +14 –14 –41 +353 +27 –27
160 +164 –29 +27 +217 +266 +316 +43 +14 –14 –43 +376 +29 –29
170 +174 –31 +29 +230 +283 +336 +46 +15 –15 –46 +400 +31 –31
180 +423 +33 –33
190 +447 +35 –35
200 +470 +37 –37
210 +494 +38 –38
220 +517 +40 –40
230 +541 +42 –42
240 +564 +44 –44

FlightSafety
250 +588 +46 –46
260 +611 +48 –48
270 +635 +49 –49
280 +658 +51 –51
290 +682 +53 –53
* 300 +705 +55 –55

international
NOTES:
1. CAUTION MUST BE TAKEN TO BE SURE THAT PASSENGER AND/OR SQUARE FOOT FOR WEIGHT UP TO 600 POUNDS (300 POUNDS/SIDE) MAXIMUM
BAGGAGE/CARGO COMPARTMENT LOADING DOES NOT CAUSE AIRCRAFT COMPARTMENT WEIGHT.
MAXIMUM GROSS WEIGHT AND/OR CG LIMITS TO BE EXCEEDED. 4. LATERAL CG DATA IS TO BE CONSIDERED FOR EACH SEAT ROW (C1, C2, C3).
2. BAGGAGE/CARGO CENTROID MUST BE LOCATED AT COMPARTMENT CENTROID. 5. LATERAL CG DATA LEFT IS POSITIVE (+), RIGHT IS NEGATIVE (–).
3. MAXIMUM ALLOWABLE FLOOR LOADING AT COMPARTMENT IS 75 POUNDS PER * MAXIMUM CAPACITY OF COMPARTMENT C6 (PER SIDE).
 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

+378 +285 –285 –378

+486 +399 +293 –293 –399 –486
12,000
11,700

11,000
GROSS WEIGHT ~ POUNDS

10,000

9,000

8,000

7,350
7,000
+500 +400 +300 +200 +100 0 –100 –200 –300 –400 –500
+331 +257 –257 –331
MOMENT/100 ~ IN INCH-POUNDS/100
MAXIMUM GROSS WEIGHT = 11,700 POUNDS
LATERAL LIMITS ARE 4 1/2 INCHES FROM 7,350 TO 10,800—HOVER ONLY
3 1/2 INCHES FROM 7,350 TO 11,400
2 1/2 INCHES FROM 11,401 TO 11,700

Figure WB-6C+. S-76C+ Lateral Center of Gravity Limits

MAXIMUM GROSS WEIGHT 11,700 POUNDS

11,700

11,000
WEIGHT (POUNDS)

10,000
FORWARD CG LIMIT

210

9,000
IT
G LIM
AFT C

8,000

7,350

7,000

192 194 196 198 200 202 204 206 208 210
197 199.2 204.3 208.2

Figure WB-7C+. S-76C+ Weight and Center-of-Gravity Envelope

FOR TRAINING PURPOSES ONLY WB-17C+

WB-18C+

ANTI-ICE OFF BLEED-AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETRMINED FROM CHART BY THE AMOUNT SHOWN THE FOLLOWING
TABLE AS APPLICABLE. WITH COMPOUND CONFIGURATIONS, THE WEIGHT REDUCTIONS ARE CUMULATIVE.
CONFIGURATION WEIGHT REDUCTION CONIFUGRATION WEIGHT REDUCTION
ANTI-ICE ON 100 POUNDS UTILITY HOIST INSTALLED 90 POUNDS
ANTI-ICE ON WITH SNOW KIT 200 POUNDS SLIDING DOOR(S) OPEN 100 POUNDS
40 (30)

SIKORSKY S-76 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

V2 (CDP) - KTS
P
D
C 45 (35)
M
U
IM
IN
M
O
T 45 (40)
KN
30
55 (45)

1 2 V2
D
T TE
RMI
PE
10 0 –10 –20 M
20 –30 MU MAXIMUM GROSS
HIGH AMBIENT 30 AX
I
–34.4 M WEIGHT ~ 11,700 LB
TEMPERATURE 40 TEMPERATURE ~ °C BASELINE
LIMIT 50 0
–1 0 1 2 3 4 5 6 7 8 9

MARGIN ~ %
2
PRESSURE ALTITUDE ~ 1,000 FT

POWER

FlightSafety
5,OOO FT 4
DENSITY ALTITUDE
6
7 8 9 10 11 12
GROSS WEIGHT ~ 1,000 LB

international
3.5 4.0 4.5 5.0 5.5
GROSS WEIGHT ~ 1,000 KG

Figure WB-8C+. Category A Maximum Takeoff and Landing Gross Weight

 FlightSafety
international

SIKORSKY S-76 PILOT TRAINING MANUAL

ANTI-ICE OFF BLEED AIR OFF

GENERATOR LOAD ~ UP TO 200 AMPS

REDUCE MAXIMUM TAKEOFF GROSS WEIGHT DETERMINED FROM CHART BY

THE AMOUNT SHOWN IN THE FOLLOWING TABLE AS APPLICABLE.
CONFIGURATION WEIGHT REDUCTION
ANTI-ICE ON 20 POUNDS
ANTI-ICE ON WITH SNOW KIT 20 POUNDS
FOR INTERPOLATION ONLY
17

16

15 TEMPERATURE ~ °C
TAKEOFF
14 AND LANDING
DENSITY
13 ATTITUDE LIMIT
– 15,000 FT –34.4
MAXIMUM
12 –30 GROSS
PRESSURE ALTITUDE ~ 1,000 FT

WEIGHT
11 –20 –11,700 LB

10 –10
0
9
20 10
40 30
8

6
50
5

2
HIGH AMBIENT
MAXIMUM TEMPERATURE
1 GROSS LIMIT
WEIGHT
0 11,700 LBS

11.5 (5.216)
GROSS WEIGHT ~ 1,000 LB(KG) X 1,000

11.0 (4.988)

10.5 (4.762)

10.0 (4.535) 6

9.5 (4.309) 4

9.0 (4.082) 2

8.5 (3.855) 0
ENGINE POWER MARGIN ~ %
8.0 (3.628)

7.5 (3.402)

Figure WB-9C+. Category B Maximum Takeoff and

Landing Gross Weight

FOR TRAINING PURPOSES ONLY WB-19C+

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

PERFORMANCE
CONTENTS
Page
INTRODUCTION........................................................................ PER-1A
PERFORMANCE ........................................................................ PER-1A
General ............................................................................... PER-1A
Atmosphere ........................................................................ PER-1A
Temperature Chart .............................................................. PER-2A
Density Altitude ................................................................. PER-4A
Airspeed Limitations .......................................................... PER-6A
Torque Available................................................................. PER-8A
Category A and Category B ............................................. PER-11A
S-76A Category A Takeoff Profiles ................................. PER-15A
S-76A Category A Landing Profiles ................................ PER-18A
S-76A Category B Takeoff Profiles.................................. PER-22A
S-76A Category B Landing Profiles ................................ PER-24A
Rate of Climb ................................................................... PER-26A
Hover Performance........................................................... PER-32A
Height/Velocity Limits ..................................................... PER-34A
Supplemental Performance Data...................................... PER-35A
Fuel Flow/Hover............................................................... PER-35A
Fuel Burn/Time to Climb—Dual Engine ......................... PER-37A
Fuel Consumption per Nautical Mile ............................... PER-39A
Fuel Consumption Adjustments ....................................... PER-41A
Range/Fuel Requirements ................................................ PER-42A
Range/Cruising Time ....................................................... PER-43A
Range/Cruising Time Multiplier ...................................... PER-45A
Optimum Cruise Performance.......................................... PER-46A
Performance Summary Data Sheet .................................. PER-48A

FOR TRAINING PURPOSES ONLY PER-iA

 FlightSafetyinternational

SIKORSKY S-76 PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
PER-1A Temperature Chart .................................................. PER-3A
PER-2A Density Altitude Chart ............................................ PER-5A
PER-3A S-76A VNE Placards................................................ PER-7A
PER-4A S-76A 2.5-Minute OEI Torque Available .............. PER-9A
PER-5A S-76A Torque Available Charts ............................ PER-10A
PER-6A S-76A Category A Takeoff Profile........................ PER-15A
PER-7A S-76A Category A Rejected Takeoff Distance .... PER-17A
PER-8A S-76A Category A Takeoff Distance
Achieve VTOSS ...................................................... PER-19A
PER-9A S-76A Category A Landing Profile ...................... PER-19A
PER-10A S-76A Category A Landing Distance
from 100-Foot Height to Stop—OEI .................... PER-21A
PER-11A S-76A Category A Takeoff Distance
from 5-Foot Hover to 50 Feet .............................. PER-23A
PER-12A S-76A Category B Landing Distance
from 50-Foot Height to Stop—OEI ...................... PER-25A
PER-13A BROC Speed Chart .............................................. PER-27A
PER-14A S-76A Forward Climb Performance—
2.5-Minute OEI .................................................... PER-29A
PER-15A S-76A Forward Climb Performance—
30-Minute OEI ...................................................... PER-29A
PER-16A S-76A Forward Climb Performance—
Maximum Continuous OEI .................................. PER-30A
PER-17A S-76A Forward Climb Performance—
Takeoff Power ...................................................... PER-30A
PER-18A S-76A Forward Climb Performance—
Maximum Two Engines Continuous .................... PER-31A
PER-19A S-76A Forward Climb Performance—
Normal Cruise Power............................................ PER-31A
PER-20A S-76A Hover out of Ground Effect ...................... PER-33A
PER-21A S-76A Height/Velocity Chart ................................ PER-34A
PER-22A Fuel Flow—Hover in Ground Effect
at 100% NR .......................................................... PER-35A

FOR TRAINING PURPOSES ONLY PER-iiiA

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SIKORSKY S-76 PILOT TRAINING MANUAL

PER-23A Fuel Flow—Hover in Ground Effect

at 107% NR .......................................................... PER-36A
PER-24A Fuel Flow—Hover out of Ground Effect
at 100% NR .......................................................... PER-36A
PER-25A Fuel Flow—Hover out of Ground Effect
at 107% NR .......................................................... PER-37A
PER-26A Fuel-Burn/Time-to-Climb Chart .......................... PER-38A
PER-27A Fuel Consumption per Nautical Mile
at 100% NR .......................................................... PER-39A
PER-28A Fuel Consumption per Nautical Mile
at 107% NR .......................................................... PER-40A
PER-29A Fuel Consumption Adjustment at 100% NR ........ PER-41A
PER-30A Fuel Consumption Adjustment at 107% NR ........ PER-42A
PER-31A Range/Fuel Requirement Chart ............................ PER-43A
PER-32A Cruising Time Chart.............................................. PER-44A
PER-33A Headwind/Tailwind Influence Chart .................... PER-45A
PER-34A Optimum Cruise Performance Chart .................... PER-47A
PER-35A Performance Summary Data Sheet ...................... PER-48A

TABLE
Table Title Page
PER-1A S-76A Torque Limits .............................................. PER-8A

PER-ivA FOR TRAINING PURPOSES ONLY

 FlightSafety international

SIKORSKY S-76 PILOT TRAINING MANUAL

PERFORMANCE
INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76A aircraft perfor-
mance has been calculated. The manufacturer provides the necessary per-
f o r m a n c e d a t a i n t h e R o t o rc r a f t F l i g h t M a n u a l . T h i s c h a p t e r i s
intended to provide the S-76A pilot with information on how to use the
published charts and tables. It must not be used for actual computation of
performance data.

PERFORMANCE
GENERAL
Performance data for the S-76A is provided in the Rotorcraft Flight Manual.
Part 1 provides the operating limits in Section I and performance data in Section
IV. Part 2 lists supplemental performance data in Section V. These sections
deal with performance requirements relating to hover, takeoff, climb, cruise,
and landing. Each of the charts is based on a stated set of operational condi-
tions and limitations which must be recognized and understood by the pilot.
Compliance with the requirements of Part 1, Section I of the RFM assures op-
erations in accordance with Federal Aviation Regulations (FARs).

Performance charts used in this section were derived from the RFM for the
S-76A equipped with Allison 250-C30 engines.

NOTE
Use of the charts contained herein are for training pur-
poses only. Use only current, approved performance data
charts in the RFM to determine actual performance.

ATMOSPHERE
Review the charts using international standard atmosphere (ISA) 15°C (59°F)
and 29.92 in. Hg conditions at sea level. For the S-76A performance exam-
ple, use a gross weight of 10,500 pounds with EAPS not installed.

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TEMPERATURE CHART
A centigrade to Fahrenheit temperature conversion chart (Figure PER-1A) is
provided because many of the RFM performance charts use centigrade tem-
peratures. To convert centigrade to Fahrenheit:

1. Find the centigrade temperature on the bottom line of the chart (15°C)

2. Follow the vertical line from that point to the diagonal line above.

3. Follow the horizontal line from that point to the Fahrenheit scale on
the left, and read the Fahrenheit temperature (59°F).

To convert Fahrenheit to centigrade, reverse the procedure.

Ambient temperature limits are:

• –34.4°C (–30°F) to ISA + 36.7°C (98°F) not to exceed 48.9°C (120°F)

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Figure PER-1A. Temperature Chart

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DENSITY ALTITUDE
The performance charts use pressure altitude as one of the variables, but al-
titude limits given in the RFM are in density altitude. Pressure altitude is de-
fined as the altitude at which a certain atmospheric pressure exists if using
the standard ICAO atmospheric setting of 29.92 in. Hg.

Density altitude is pressure altitude corrected for temperature and

humidity. Humidity effects are very small and are not considered in the
following computation.

To compute density altitude from the RFM chart (Figure PER-2A), use the
following steps:

1. Find 15° on the centigrade scale at the bottom of the chart.

2. Follow the vertical line upward to the curved line for sea level (SL).

NOTE
Corrections for nonstandard pressure must be com-
puted and applied to determine pressure altitude.

3. Go horizontally from the intersection of the 15° line with the SL pres-
sure altitude line to the scale on either side of the chart. This shows
density altitude of about sea level because the example is using stan-
dard ICAO atmosphere.

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Figure PER-2A. Density Altitude Chart

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AIRSPEED LIMITATIONS
The S-76A has an excellent, useful load-to-gross weight ratio and has enough
power when operating at some gross weights and altitudes to exceed the air-
speeds for which the structure was designed. For this reason, there are three
placards in the cockpit defining the never-exceed speed or VNE for various flight
conditions. Examples of the V NE placards are shown in Figure PER-3A.

S-76A V NE limit placards contain V NE limits for:

• Power on, gross weights 8,750 pounds and below—155 knots maximum

• Power on, gross weights 8,751 to 10,500 pounds—155 knots maximum

• Power off, all weights—141 knots maximum

At sea level and 15°C, according to the charts, no maximum V NE limit is

exceeded.

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Figure PER-3A. S-76A VNE Placards

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TORQUE AVAILABLE
The torque available chart shows how much power (torque) is available to the
helicopter for various atmospheric operating conditions. Each of the charts
is based on specific engine power ratings and forward speed. The charts also
show the engine manufacturer’s high temperature engine operating limit and
the engine or helicopter transmission torque limit as applicable. The limits
are shown in Table PER-1A.

In the instances where the engine torque limit exceeds the transmission torque
limit, the lower value is used to determine helicopter performance.

To determine the torque available sea level at 15°C for a 2.5-minute OEI, refer
to Figure PER-4A, and use the following steps:

1. Find 15°C on the bottom scale

2. Follow the 15°C line to the zero pressure altitude line (note that the
helicopter engine torque is limited at 111.2%.

3. Proceed horizontally to the left of the chart, and read 111.2%.

The remaining torque available charts shown in Figure PER-5A are computed
using the same procedure.

Table PER-1A. S-76A TORQUE LIMITS

POWER RATING ENGINE TORQUE TRANSMISSION TORQUE

LIMITS—% LIMITS—%
21/2-minute power 111.2 115
30-minute power 104.6 104
Takeoff and maximum continuous 104.6 100
Normal cruise 86.3*
*Manufacturer’s recommendation

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Figure PER-4A. S-76A 2.5-Minute OEI Torque Available

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Figure PER-5A. S-76A Torque Available Charts

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CATEGORY A AND CATEGORY B

The following paragraphs are excerpts from AC 29-2 Airworthiness Standards,
Transport Category Rotorcraft and are provided in order to further define and
explain Category A and Category B. These excerpts are listed under the
Section 1 “General.”

Part 29.1 (through Amendment 29-19) Applicability

This section prescribes the rotorcraft categories eligible for certification
under this part. There is no minimum weight limit for certification under Part
29; however, Part 27 is applicable to rotorcraft which have a maximum weight
greater than 6,000 pounds. In Part 29, there are two categories of rotorcraft,
Category A and Category B.

Category A
Category A provides the most rigid rules, requiring multiengine design with
independent engines, fuel systems, and electrical systems. Category A design
requires that no single failure can cause loss of more than one engine. Although
there is no limit on maximum weight, Category A rotorcraft are certificated
at a weight which assures a minimum climb capability in the event of an en-
gine failure and with adequate surface area to assure a safe landing in the event
an engine fails early in the takeoff run.

Category B
Category B rotorcraft may be single-engine or multiengine and may not have
a maximum weight greater than 20,000 pounds. Category B rotorcraft are not
required to have the capability for continued flight with an engine failed.
For single-engine rotorcraft and multiengine rotorcraft without engine iso-
lation, the height/velocity diagram is conducted with sudden failure of all en-
gines, and the takeoff distance is measured through the clear area of the
diagram to the 50-foot point with all engines operating. The landing distance
is determined with all engines inoperative.

Category B multiengine rotorcraft may be certificated with Category A de-

sign features of Part 29. These rotorcraft meet the design requirements of
Category A but the performance requirements of Category B. Stay-up abil-
ity after an engine failure is not assured. The takeoff is conducted with all
engines operating, while the height/velocity diagram and landing distances
are determined with the most critical engine inoperative.

A multiengine rotorcraft may be certificated under both categories provided

requirements for both are met. This combination typically results in the con-
ditions described above with the primary differences being the gross weight
allowed and the surface areas required for takeoff.

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Part 29.59 (through Amendment 29-19) Takeoff Path:

Category A
The Category A concept limits the helicopter takeoff weight such that if an
engine failure occurs at or before the critical decision point (CDP), a safe land-
ing can be made or if the engine fails at or after the CDP, the takeoff can be
continued. The purpose of these tests is to define the CDP, evaluate the nec-
essary pilot techniques, and determine the required takeoff area for either al-
ternative. The condition of equal distances for either stopping or continuing
the takeoff is called a balanced field length. The combination of altitude and
speed at the CDP which produces a balanced field length is not required for
certification. This section deals with Category A takeoff and rejected take-
off profiles. The profiles necessarily involve consideration of an average
pilot skill level as well as a sequence in which it is assumed various config-
uration adjustments are made to the helicopter.

The Category A takeoff path begins with an all-engine acceleration segment

to the CDP and continues with one-engine-inoperative acceleration to take-
off safety speed (V TOSS ). CDP is a go/no-go condition which is analogous to
V 1 speed in transport airplanes. Prior to CDP the pilot is stop-oriented, and
when an engine fails in this portion of the takeoff, he aborts because suffi-
cient energy to assure conditioned flight has not been attained. At the CDP
the pilot becomes go-oriented, and when an engine fails at or beyond this point,
the takeoff is continued because sufficient surface area to abort the takeoff
does not exist. The CDP is a combination of speed and altitude, which per-
mits acceleration to V TOSS and attaining 35 feet above the surface with the
critical engine failed. The takeoff flight path and the CDP must be defined
so that a safe landing can be made from any point up to the CDP. This profile
may differ significantly from the height/velocity diagram and takeoff flight
path developed for Category B weights. The CDP is the last point in the take-
off profile at which a rejected takeoff capability is assured.
The rejected takeoff profile begins with an all-engine acceleration segment
to the CDP and ends when the rotorcraft is brought to a complete stop on the
designated takeoff surface. The critical engine is made inoperative at the
CDP, and the landing must be made with the remaining engine operating
within approved limits. The rejected takeoff distance is normally measured
at a given reference point on the helicopter from the start of the takeoff to the
same reference point after the helicopter has come to a complete stop. This
distance should be increased by the helicopter length (including main and tail
rotor tip paths).

The OEI transition segment is defined as the segment from CDP, where the
engine becomes inoperative, to V TOSS . It is assumed that the maximum ap-
proved OEI power is used until the allowable time duration for that power is
exhausted. Landing gear retraction, if appropriate, is assumed after V TOSS and
a positive gradient are achieved above 35 feet. It must be possible for the crew
to fly the rotorcraft to V TOSS and attain an altitude of 35 feet and then climb
to 100 feet above the takeoff surface by flying the helicopter solely by the
primary flight controls (including collective).

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The landing gear may be retracted when above 35 feet if V TOSS and a posi-
tive rate of climb are attained. RFM procedures may recommend adjustment
of auxiliary controls to improve OEI performance. However, the minimum
guaranteed performance in 29.67 (a) should not be based on use of auxiliary
controls, beepers, etc.

Manipulation of the throttle controls or beep switches may be permitted as

long as such manipulation can be accomplished readily by the pilot flying the
helicopter without removing his hands from the cyclic and collective flight
controls. These manipulations of engine controls should not make major ad-
justments in the power, should require little pilot attention, and should not
occur before attaining V TOSS . In no case should this be less than three sec-
onds after the critical engine is made inoperative.

The failure of one engine cannot affect continued safe operation of the re-
maining engines or require any immediate action by the crew per 29.903(b).
If a 2.5-minute power rating is used, it must be possible to complete the
Category A takeoff profile, assuming an engine failure at CDP, accelerate to
V TOSS , attain 35 feet above the surface, and complete landing gear retraction
prior to exhausting the 2.5-minute time limit.

The takeoff safety speed V TOSS, is a speed at which 100 fpm rate of climb is
assured under conditions defined in 29.67(a). The takeoff distance is the dis-
tance from initial hover to the point at which V TOSS and 35 feet in a climb-
ing posture are attained.

Continued acceleration and climb capability from 100 feet above the takeoff
surface is assured by the 100-fpm V TOSS climb requirement of 29.67(a) and
the 150-fpm requirement of 29.67(a)(2), normally demonstrated at V Y . It must
be shown that the helicopter can be accelerated from V TOSS to V Y in a con-
tinuous maneuver without losing altitude, including any configurative change
(landing gear retraction, etc.).

During normal operations, the critical decision point is a go/no-go condition

for the pilot. Prior to this point the pilot is stop-oriented and aborts the
takeoff in the event of engine failure. At the CDP he becomes go-oriented and
continues the takeoff if an engine fails. If an engine failure does not occur,
the pilot continues his climb and accelerates past the CDP to recommend
climb speed.

Category A Requirements—Landing Weight

The Category A certification concept limits landing weight to a value that al-
lows the helicopter, following an engine failure at the landing decision point
(LDP), to land within the available runway or to execute a balked landing,
descending no lower than 35 feet above the landing surface.

The Category A landing profile begins with an assumed engine failure at or

prior to the LDP. The LDP is typically defined in terms of airspeed, rate of
descent, and altitude above the landing surface. The approach path angle can
be determined by LDP airspeed and rate of descent values.

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Definition of the LDP must include an approach angle because both the land-
ing distance and the missed approach path are significantly influenced by land-
ing approach angle. At any point in the single-engine approach path down to and
including the LDP, the pilot may elect to land or to execute a balked landing.
He is assured both an adequate surface area for OEI landing and adequate climb
capability for an OEI balked landing. In other words, if an engine fails at any
point down to and including the LDP, the pilot may safely elect to land or to go
around by executing a balked landing. The LDP must be defined to permit ac-
celeration to V TOSS at an altitude no lower than 35 feet above the landing sur-
face. The LDP represents a commitment point for landing.

Prior to the LDP in the one-engine-inoperative approach, the pilot has a

choice: he may either land or fly away. After passing the LDP he no longer
has sufficient energy to assure transition to a balked landing condition with-
out contacting the landing surface. If an engine fails after LDP in a normal
(all engines) landing, the pilot is committed to land. The LDP and landing
approach path must be defined so that critical areas of the height/velocity di-
agram are avoided. A typical LDP for conventional Category A profiles is 100
feet above the landing surface. LDP should be specified in terms of both ac-
tual altitude and above the landing surface and indicated barometric altitude.
Speed at the LDP should be specified in terms of indicated airspeed.

Approach and landing path requirements are stated in general terms above.
The approach path must allow smooth transition for one-engine-inoperative
landing and for balked landing maneuvers and must allow adequate clearance
from potentially hazardous high velocity combinations. Landing distance is
measured from a point 50 feet (25 feet for V TOL ) above the landing surface
to a stop. For RFM purposes, the distance is from the point at which the low-
est part of the helicopter first reaches 50 feet (25 for V TOL ) to the foremost
point of the helicopter (including rotor tip path) after coming to a stop.

Section 29.75(b)(5) contains the Category A certification requirement for last-

engine failure and all-engines-inoperative landing. The rule states that it
must be possible to make a safe landing on a prepared surface after complete
power failure during normal cruise. It is not intended that all engines be
failed simultaneously. The conditions for last-engine failure are maximum
continuous power, or 30-minute power if that rating is approved, wings-level
flight, and sudden engine failure with pilot delay of one second or normal pilot
recognition time, whichever is greater. Complete power failure has occurred
in twin-engine Category A helicopters. This requirement ensures that in the
event of cockpit mismanagement, fuel exhaustion, improper maintenance, fuel
contamination, or unforeseen mechanical failures, a safe autorotation entry
can be made, and a safe power-off landing can be effected. Two separate as-
pects of this rule are normally evaluated at different times during the test pro-
gram. The last engine failure is normally evaluated during cruise or V NE
engine failure testing where instrumentation and critical loading have been
established for those test conditions.

The S-76A helicopter has been certificated under Federal Aviation Regulations,
Part 29 (FAR 29) as a transport category rotorcraft.

The S-76A has demonstrated compliance with the requirements of Part 29 for
both Category A and Category B operations.

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S-76A CATEGORY A TAKEOFF PROFILES

Use the following sequence and Figure PER-6A, for a Category A takeoff.

1. With the helicopter at 100% NR and flat pitch, note the altimeter reading.

2. Hover at 5-foot wheel height.

3. Set N R at 100% with matched torques.

4. Increase collective to obtain takeoff torque determined in Figure PER-

5A (do not go over takeoff rating limits) while simultaneously ac-
celerating forward to maintain a 5- to 10-foot wheel height.

5. At 35 KIAS, rotate the helicopter noseup and maintain 35 KIAS.

6. At the critical decision point (CDP), an indicated altitude of 40 feet

above ground altimeter reading (55 feet radar altimeter), adjust the
helicopter attitude to accelerate to best rate-of-climb speed.

Figure PER-6A. S-76A Category A Takeoff Profile

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Single-Engine Failure on Takeoff

Engine failure during a Category A takeoff can be detected by the occurrence
of an unusual torque split and possible rotor droop. Exact procedures to be fol-
lowed depend upon the point in the takeoff sequence where the failure occurs.
Failure before or at the CDP dictates that the takeoff be rejected. If the fail-
ure occurs after the CDP, the helicopter can be flown away from the heliport.
During the Category A climbouts, 96% N R is used to maximize climb rate for
speeds from VTOSS (52 KIAS) to best rate-of-climb speed. For
single-engine flight above best rate-of-climb speed, use 100% N R or higher.

Prior to initial rotation speed of 35 KIAS, use the following procedure for a
single-engine failure:

1. Adjust nose attitude to 5 to 10° noseup.

2. Cushion to touchdown with collective.

3. After touchdown, lower collective completely, centering cyclic as

collective is lowered.

4. Apply brakes as required to stop within heliport confines.

After initial rotation during climb-up to and including the CDP (35 KIAS)
and 40 feet above ground altimeter reading (55 feet radar altimeter), use the
following procedure:

1. Lower collective positively to contain N R and prevent extending land-

back unnecessarily.

2. Set nose to 0 to 5° pitchup attitude with cyclic.

3. As helicopter approaches heliport, reduce rate of descent with a cyclic
flare to about 20° noseup.

4. Level nose attitude to 5 to 10° noseup at about 30 feet above touch-

down. Apply collective to cushion touchdown.

5. After touchdown, neutralize cyclic and simultaneously reduce collective

to a minimum.

6. Apply brake as required to stop within confines of heliport.

After CDP:

1. Lower collective positively to maintain N R within limits. 96 to 100%

N R should be maintained.

2. Gently lower nose to approximately –5° nosedown pitch attitude, and

accelerate to V TOSS (52 KIAS).

3. Adjust collective to maintain engine T 5 and torque at 2.5-minute

power limits (826° T 5 /111% torque). Maintain limits at all times.

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4. Use N 2 beeper to set 96% N R . Keep airspeed at or below best rate-of-

climb speed while operating at 96 to 99% N R .

5. Retract landing gear when positive rate of climb is established at

V TOSS .

6. When obstruction clearance is assured, accelerate to best rate-of-

climb speed. Continue to climb at 96% N R until cruise altitude can
be maintained: then adjust N R to 100 to 107% (as desired) with N 2
beeper and continue flight.

7. Land as soon as practicable.

For Category A operations determine the distance required to land the heli-
copter should an engine failure occur prior to or at CDP.

In Figure PER-7A:

1. On the curved grid find the line representing zero pressure altitude
(sea level).

2. On the curved grid find the line representing 15° OAT.

3. Find the intersection of these two lines, proceed to the left side of the
chart, and read the rejected takeoff distance (1,410 feet).

Figure PER-7A. S-76A Category A Rejected Takeoff Distance

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For Category A operations determine the distance it takes to reach V TOSS with
an engine failure after CDP.

In Figure PER-8A:

1. On the curved grid find the line representing zero pressure altitude
(sea level).

2. On the curved grid find the line representing 15° OAT.

3. Find the intersection of these two lines, proceed horizontally from the
intersection to the distance scale on the left side of the chart, and read
the rejected takeoff distance (1,520 feet).

S-76A CATEGORY A LANDING PROFILES

Approach and Landing
For Category A operations the helicopter must meet approach requirements.
Here the landing decision point (LDP) replaces the CDP. Until the helicopter
reaches the LDP, it must be able to reject the landing and climb away with
the critical engine inoperative. After it reaches the LDP, it must be able to
continue to a safe landing in the designated landing area with the critical en-
gine inoperative. For the S-76, the LDP is 50 KIAS at an altitude of 100 feet.
Refer to Figure PER-9A, and use the following procedure for a Category A
approach and landing:

1. Establish approach to arrive at the LDP (100 feet above touchdown

elevation at 50 KIAS and not more than 750 fpm rate of descent).

2. Continue the descent to about 50 feet above touchdown: then reduce

the rate of descent with a cyclic flare to about 20° noseup.

3. Level the nose 5 to 10° at about 30 feet above touchdown. Apply col-
lective to establish hover or cushion the touchdown.

4. After landing, reduce the collective pitch to minimum.

5. Apply brakes as required.

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Figure PER-8A. S-76A Category A Takeoff Distance Achieve VTOSS

Figure PER-9A. S-76A Category A Landing Profile

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Single-Engine Failure During Approach

The Category A LDP is 100 feet above the touchdown elevation at 50 KIAS
and not more than 750 fpm rate of descent. With an engine failure before or
at the LDP, the pilot may either continue the approach to a touchdown or per-
form a balked landing go-around. With an engine failure after the LDP, an
approach to touchdown is dictated.

Prior to or at LDP for a balked-landing go-around, use the following steps:

1. Increase collective pitch to adjust engine to 2.5-minute power (826°

T 5 /111% torque). Maintain N R within limits.

2. Accelerate to takeoff safety speed (V TOSS , 52 KIAS).

3. Raise landing gear when positive rate-of-climb is established.

4. Adjust N R to 96% with N 2 beeper. Keep airspeed between V TOSS and

best rate-of-climb speed while operating at 96% N R .

5. When obstruction clearance is assured, accelerate to best rate-of-

climb speed, and continue to climb at 96% N R .

At LDP:

1. Increase collective as required (do not go beyond 2.5-minute engine

power) to contain descent rate at or below 750 fpm.

2. At about 50 feet above touchdown initiate a cyclic flare to about 20°

noseup.
3. Level nose to 5 to 10° noseup at about 30 feet above touchdown.

4. Apply collective to cushion landing.

5. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum. Apply brakes as required.

Flying the Category A landing profile as outlined in the RFM, the stopping
distance for a particular landing can be predicted by means of the Category
A landing distance chart.

The landing distance chart shows the distance from the point on the ground
under the LDP to the point on the ground under the zero-ground-speed hover
(or at the point at which the helicopter can be braked to a stop on a running
touchdown).

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For Category A landing distance calculations, refer to Figure PER-10A, and

use the following procedure:

1. On the slanted grid on the landing distance chart, find the line repre-
senting a pressure altitude of zero feet (sea level).

2. On the same slanted grid, find the line representing an OAT of 15°C.

3. From the intersection of these lines, proceed horizontally to the left

edge of the chart and read the landing distance, in this case 950 feet.

Figure PER-10A. S-76A Category A Landing Distance from

100-Foot Height to Stop—OEI

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S-76A CATEGORY B TAKEOFF PROFILES

Takeoff Limits
Category B certification under FAR 29 accommodates those helicopters that
cannot meet Category A standards. Category B helicopters are not generally
able to maintain altitude after an engine failure during every normal flight
condition. This permits single-engine helicopters as well as multiengine he-
licopters to be certificated in the transport category.

The difference, however, is that Category B helicopters must follow approved

routes between landing points. These routes give the helicopter a number of
safe emergency landing sites at all points along the way and throughout the
landing approach and climbout after takeoff. For some heliports there may
be no Category B approach and departure lanes, or those available may be us-
able only in certain wind conditions.

Helicopter operators not engaged in air carrier operations may select routes which
meet the requirements of various regulations governing their operations.

For a Category B takeoff refer to Figure PER-11A, and use the following
procedure:

1. Hover at 5-foot wheel height.

2. Set N R to 100% with matched torques.

3. Accelerate forward while maintaining 5- to10-foot wheel height.

4. Increase collective to obtain takeoff torque determined in the torque

available chart. Do not exceed takeoff limits.
5. As 45 to 50 KIAS is achieved, raise nose to maintain 52 KIAS, and
climb until all obstructions are cleared. During takeoff and climb, ob-
serve height/velocity limits.

The Category B takeoff distance chart supplies this distance in much the
same manner that the Category A chart supplied the distance to attain V TOSS .
For example, if about to takeoff at a pressure altitude of zero feet and an OAT
of 15°C, enter the chart as follows:

1. Find the zero pressure altitude (sea level) line.

2. Find the 15°C line.

3. From the intersection of these lines, go left to the vertical distance

scale, and read the distance to attain a 50-foot height, approximately
1,000 feet.

This distance is calculated for a no-wind condition.

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Figure PER-11A. S-76A Category B Takeoff Distance from 5-Foot Hover to 50 Feet
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Single-Engine Failure on Takeoff

The Category B takeoff profile is based on both engines operating and does
not assure continued takeoff or landback within a known distance. If a
single-engine failure should occur and if gross weight and flight path permit,
takeoff and climbout may be continued. For a rejected takeoff use the
following steps:

1. Reduce collective pitch as necessary to maintain rotor rpm if altitude

permits.

2. Make a partial flare at about 50 feet to minimize ground speed.

3. Apply cyclic and collective to cushion ground contact.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply wheel brakes to minimize ground roll.

S-76A CATEGORY B LANDING PROFILES

Approach and Landing
Use the following procedure for approach and landing:

1. Establish approach to arrive at a point 100 feet above the touchdown

elevation at 50 KIAS at a rate of no more than 500 fpm.

2. Decelerate to pass 50 feet at 40 KIAS.

3. Continue approach and deceleration to running touchdown or hover.
Observe limitations shown on height/velocity diagram.

Single-Engine Landing
Use the following procedure for a single-engine landing:

1. Establish normal approach so as to arrive at 100 feet above touchdown

point at 50 KIAS at a rate of no more than 500 fpm.

2. Decelerate to pass 50 feet at 40 KIAS.

3. Continue deceleration to running touchdown at or above translational

lift. Use collective pitch to cushion touchdown.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply brakes as necessary to stop within heliport confines.

PER-24A FOR TRAINING PURPOSES ONLY

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To calculate the distance it takes to stop the helicopter from 50 feet during a
Category B approach, refer to Figure PER-12A, and use the following steps:

1. Find the zero pressure altitude (SL) line.

2. Find the 15° line.

3. From the intersection of these lines, move left to the vertical distance
scale, and read the distance to stop, approximately 785 feet.

Figure PER-12A. S-76A Category B Landing Distance from

50-Foot Height to Stop—OEI

FOR TRAINING PURPOSES ONLY PER-25A

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RATE OF CLIMB
Best Rate of Climb (BROC)
In order to attain the best rate-of-climb performance, the helicopter must be
flown at BROC speed. BROC speed at sea level is 74 KIAS and decreases 1
KIAS per 1,000 feet of increase in pressure altitude. To find the BROC speed
for a particular altitude, either mathematically correct for pressure altitude
or find that altitude on the left side of one of the BROC speed charts (Figure
PER-13A). From there proceed horizontally to the slanted line, and then drop
vertically to the bottom line and read BROC speed.

The forward climb performance charts (Figures PER-14A through PER-19A)

permit calculation of the actual rates of climb for the following flight conditions:

• Single-engine operation at 2.5-minute power and 52 KIAS

• Single-engine operation at 30-minute power and BROC speed

• Single-engine operation at maximum continuous power and BROC

speed

• Twin-engine operation at takeoff power and 52 KIAS

• Twin-engine operation at normal cruise power and BROC speed

PER-26A FOR TRAINING PURPOSES ONLY

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Figure PER-13A. BROC Speed Chart

FOR TRAINING PURPOSES ONLY PER-27A

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Forward Climb Performance

The following example is shown in Figure PER-14A. The charted procedure
is used to determine rate of climb for combinations of gross weight, OAT, and
pressure altitude.

1. Enter the chart at 15°C OAT, and move vertically to intersect the zero
pressure altitude line or engine torque limit line.

2. Move horizontally to the right to intersect the 10,500 gross weight line.

3. Move downward to read a rate of climb of 160 fpm.

The remaining rate of climb charts (Figures PER-15A through PER-19A) are
computed as in the example above.

PER-28A FOR TRAINING PURPOSES ONLY

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Figure PER-14A. S-76A Forward Climb Performance—2.5-Minute OEI

Figure PER-15A. S-76A Forward Climb Performance—30-Minute OEI

FOR TRAINING PURPOSES ONLY PER-29A

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Figure PER-16A. S-76A Forward Climb Performance—

Maximum Continuous OEI

Figure PER-17A. S-76A Forward Climb Performance—Takeoff Power

PER-30A FOR TRAINING PURPOSES ONLY

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Figure PER-18A. S-76A Forward Climb Performance—

Maximum Two Engines Continuous

Figure PER-19A. S-76A Forward Climb Performance—

Normal Cruise Power

FOR TRAINING PURPOSES ONLY PER-31A

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HOVER PERFORMANCE
The ability to predict hover performance is important because if the S-76 is
too heavy to hover out of ground effect (OGE), then it is too heavy to per-
form certain specialized missions. The RFM gives the weights for OGE hover
at various pressure altitudes and temperatures. Refer to Figure PER-20A and
use the following procedure to determine hover performance.

S-76A Hover Performance Calculation

1. Find zero pressure altitude on the left scale.

2. Proceed to the right until intersecting the OA line (15°C in the example)
or the maximum gross weight limit line, whichever intersects first.

3. Drop straight down from the intersection of the zero pressure and max-
imum gross weight line, and read gross weight on the bottom scale,
in this case 10,500 pounds.

PER-32A FOR TRAINING PURPOSES ONLY

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Figure PER-20A. S-76A Hover out of Ground Effect

FOR TRAINING PURPOSES ONLY PER-33A

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HEIGHT/VELOCITY LIMITS
T h e h e i g h t / ve l o c i t y c h a r t ( F i g u r e P E R - 2 1 A ) i s p r ov i d e d a n d s h ow s
airspeed/altitude combinations to be avoided. Operations outside the sched-
uled areas on this chart allows for execution of a safe landing in the event of
sudden single-engine failure.

Figure PER-21A. S-76A Height/Velocity Chart

PER-34A FOR TRAINING PURPOSES ONLY

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SUPPLEMENTAL PERFORMANCE DATA

The supplemental performance charts (Figures PER-22A through PER-25A)
provide performance data necessary to compute fuel and time requirements.

FUEL FLOW/HOVER
The following fuel flow chart examples (Figures PER-22A through PER-
25A) were computed with an S-76A operating at 10,300 pounds gross weight
and sea level (ISA).

Use the following steps to compute fuel flow in a hover:

1. On the gross weight line find 10,300 pounds, and move vertically to
the zero pressure altitude line.

2. Move left to the fuel flow line, and read fuel flow in pounds/hour.

Figure PER-22A. Fuel Flow—Hover in Ground Effect at 100% NR

FOR TRAINING PURPOSES ONLY PER-35A

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Figure PER-23A. Fuel Flow—Hover in Ground Effect at 107% NR

Figure PER-24A. Fuel Flow—Hover out of Ground Effect at 100% NR

PER-36A FOR TRAINING PURPOSES ONLY

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Figure PER-25A. Fuel Flow—Hover out of Ground Effect at 107% NR

FUEL BURN/TIME TO CLIMB—DUAL ENGINE

To determine fuel burn and time required to reach the assigned altitude based
on best rate of climb (dual engine), refer to Figure PER-26A using the
following procedure:
1. From the gross weight line at 10,300 pounds move right to the 3,000-
foot pressure altitude line.

2. Move down to intercept the ISA temperature line.

3. Move left to the time-in-minutes line.

4. Read 3 minutes.

5. From the ISA temperature line, continue down to the second ISA
temperature line.

6. Move left to the fuel-used line and read 25 pounds.

FOR TRAINING PURPOSES ONLY PER-37A

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Figure PER-26A. Fuel-Burn/Time-to-Climb Chart

PER-38A FOR TRAINING PURPOSES ONLY

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FUEL CONSUMPTION PER NAUTICAL MILE

Refer to Figure PER-27A or Figure PER-28A and use the following proce-
dure to complete fuel consumption per nautical mile:

1. Find the intersection of the 10,300-pound curved line and the normal
cruise power line.

2. From this point move down to read true airspeed and indicated airspeed.

3. Move left from step 1 to read pounds of fuel/nautical mile.

Figure PER-27A. Fuel Consumption per Nautical Mile at 100% NR

FOR TRAINING PURPOSES ONLY PER-39A

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Figure PER-28A. Fuel Consumption per Nautical Mile at 107% NR

PER-40A FOR TRAINING PURPOSES ONLY

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FUEL CONSUMPTION ADJUSTMENTS

The fuel consumption adjustment tables and charts are located on the same
page as the fuel consumption per nautical mile charts in the RFM. To account
for EAPS, anti-ice, landing gear down, and/or utility hoist on, increase fuel
c o n s u m p t i o n f r o m t h e a p p l i c a b l e c h a r t b y t h e a m o u n t s h ow n i n t h e
following figures.

The examples shown in Figures PER-29A and PER-30A are based on TAS and
pounds of fuel/nautical mile determined in Figures PER-27A and PER-28A.

Figure PER-29. Fuel Consumption Adjustment at 100% NR

FOR TRAINING PURPOSES ONLY PER-41A

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Figure PER-30A. Fuel Consumption Adjustment at 107% NR

PER-42A FOR TRAINING PURPOSES ONLY

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RANGE/FUEL REQUIREMENTS
To determine range based on the previously computed 4.4 pounds/nautical mile
fuel burn rate (100% N R ) with a fuel load of 1,800 pounds (pressure altitude
3,000 feet, gross weight 10,300 pounds) refer to Figure PER-31A and use the
following procedure.

1. From the pounds of fuel/nautical mile line, move vertically.

2. From the fuel X 100 pounds line, move to the right.

3. Where the two lines converge read the range (415 nm).

Figure PER-31A. Range/Fuel Requirement Chart

FOR TRAINING PURPOSES ONLY PER-43A

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To find fuel used for a specific range (250 nm), proceed left from the inter-
section of the vertical line and range line to find fuel used (1,100 pounds).

RANGE/CRUISING TIME
To compute cruising time based upon previously given range (250 nm) and a
TAS of 140 knots with 100% N R and 3,000-foot altitude, refer to Figure PER-
32A and use the following procedure:

1. From range line (250 nm), move vertically to the 140 TAS line.

2. Move left to the cruising time line.

3. Read 1.8 hours (1 hour and 48 minutes).

Figure PER-32A. Cruising Time Chart

PER-44A FOR TRAINING PURPOSES ONLY

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RANGE/CRUISING TIME MULTIPLIER

Headwind and tailwind influence on fuel and cruising time requirements af-
fect fuel load and cruise time. In this example, assume flying into a 20-knot
headwind on a trip of 250 nm; refer to Figure PER-33 and use the following
procedure to find the fuel cruising time multiplier:

1. From the 140-knot true airspeed line, move vertically to the 20-knot
headwind line.

2. From the 20-knot headwind line, move left.

3. Read a 1.2 multiplier factor.

Multiply this factor times the previously computed fuel load requirements and
cruise time to arrive at an adjacent figure:

Fuel load requirement—1,100 X 1.2 = 1,320 pounds of fuel

Cruise time—1 hour 48 minutes X 1.2 = 2 hours ten minutes

Figure PER-33A. Headwind/Tailwind Influence Chart

FOR TRAINING PURPOSES ONLY PER-45A

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OPTIMUM CRUISE PERFORMANCE

The Optimum Cruise Performance chart allows the pilot to quickly calculate
specific range, altitude, true airspeed, and N R for a known gross weight that
produces optimum cruise performance (greatest distance). The example is based
on a gross weight of 10,000 pounds and ISA. Refer to Figure PER-34A and
use the following procedure:

1. Enter the chart at 10,000 pounds gross weight and proceed vertically
to the ISA line.

2. Move horizontally to the left index to calculate the specific range of

3.9.

3. Proceed from step 1 vertically to the next ISA line.

4. Move horizontally to the left index to calculate the optimum altitude

of 6,400 feet pressure altitude (PA).

5. Proceed from step 3 vertically to the next ISA line.

6. Move horizontally to the left index, and calculate the optimum TAS
of 123 knot.

7. Proceed from step 5 to the next ISA line.

8. Move horizontally to the left index to calculate the appropriate N R ,

in this case 107%. At ISA the N R varies from 100 to 107%, depend-
ing on gross weight as indicated by the curved ISA line.

In order to achieve optimum cruise conditions, set the desired TAS by com-
puting for IAS, or set the desired fuel flow by computing for fuel burn (spe-
cific range X TAS).

PER-46A FOR TRAINING PURPOSES ONLY

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Figure PER-34A. Optimum Cruise Performance Chart

FOR TRAINING PURPOSES ONLY PER-47A

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PERFORMANCE SUMMARY DATA SHEET

Figure PER-35A is a summary of the S-76A performance data computed
from the sample performance charts.

ITEM S-76A

OAT 15° C
Pressure altitude Sea level
Gross Weight 10,500 lb
Density altitude (15° C) Sea level
VNE power on 155 kt
VNE power off 141 kt
Torque available (21/2-minutes OEI) 111.2%
(30-minute OEI) 104%
(Takeoff dual-engine) 100%
(Normal cruise dual-engine) 86.3%

CATEGORY A
Gross Weight––EAPS off 10,500 lb
Gross Weight––EAPS on 10,500 lb
Rejected takeoff distance 1,410 ft
Takeoff distance to VTOSS/V2 1,520 ft
Landing distance from 100 ft to stop (OEI) 950 ft
Landing distance from 50 ft to stop (OEI) N/A

CATEGORY B
Gross Weight 10,500 lb
Takeoff distance from 5-ft hover to 50 ft 990 ft
Landing distance from 50 ft height to stop 785 ft

FORWARD CLIMB PERFORMANCE

21/2-minute OEI 160 fpm
30-minute OEI at BROC 215 fpm
Maximum continuous OEI 130 fpm
Takeoff power (dual 1,640 fpm
Maximum continuous (dual) 1,700 fpm
Normal cruise power 1,100 fpm
30-minute OEI at VTOSS N/A

Hover Performance
Hover out of ground effect 10,500 lb

SUPPLEMENTAL PERFORMANCE
DATA S-76
OAT 15° C
Pressure altitude (ISA) Zero
Gross weight 10,300 lb

FUEL FLOW
Hover in ground effect:
100% NR 645 lb/hr
107% NR 660 lb/hr

Figure PER-35A. Performance Summary Data Sheet

PER-48A FOR TRAINING PURPOSES ONLY

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PERFORMANCE
CONTENTS
Page
INTRODUCTION ..................................................................... PER-1A+
PERFORMANCE...................................................................... PER-1A+
General ............................................................................. PER-1A+
Atmosphere ...................................................................... PER-1A+
Temperature Chart............................................................ PER-2A+
Density Altitude ............................................................... PER-4A+
Airspeed Limitations........................................................ PER-6A+
Torque Available .............................................................. PER-9A+
Category A and Category B ............................................. PER-9A+
S-76A+ Category A Takeoff Profiles............................. PER-16A+
S-76A+ Category B Takeoff Profiles ............................. PER-18A+
S-76A+ Category B Landing Profiles............................ PER-20A+
Rate of Climb................................................................. PER-22A+

FOR TRAINING PURPOSES ONLY PER-iA+

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ILLUSTRATIONS
Figure Title Page
PER-1A+ Temperature Chart ................................................ PER-3A+
PER-2A+ Density Altitude Chart .......................................... PER-5A+
PER-3A+ S-76A+ VNE Placards .......................................... PER-7A+
PER-4A+ S-76A+ 2.5-Minute OEI Torque Available ........ PER-10A+
PER-5A+ S-76A+ Category A Takeoff Profile .................. PER-15A+
PER-6A+ S-76A+ Height/Velocity Chart .......................... PER-21A+
PER-7A+ S-76A+ BROC Speed Chart .............................. PER-23A+
PER-8A+ S-76A+ Forward Climb
Performance—2.5-Minute OEI .......................... PER-24A+

TABLE
Table Title Page
PER-1A+ S-76A+ Torque Limits .......................................... PER-9A+

FOR TRAINING PURPOSES ONLY PER-iiiA+

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PERFORMANCE
INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76A+ aircraft perfor-
mance has been calculated. The manufacturer provides the necessary per-
f o r m a n c e d a t a i n t h e R o t o rc r a f t F l i g h t M a n u a l . T h i s c h a p t e r i s
intended to provide the S-76A+ pilot with information on how to use the
published charts and tables. It must not be used for actual computation of
performance data.

The performance section explains how to utilize the charts and tables provided
in Part 1, Section IV of the RFM.

PERFORMANCE
GENERAL
Performance data for the S-76A+ is provided in the Rotorcraft Flight Manual.
Part 1 provides the operating limits in Section I and performance data in Section
IV. Part 2 lists supplemental performance data in Section IV. Part 2 lists sup-
plemental performance data in Section V. These sections deal with performance
requirements relating to hover, takeoff, climb, cruise, and landing. Each of
the charts is based on a stated set of operational conditions and limitations
which must be recognized and understood by the pilot. Compliance with the
requirements of Part 1, Section I of the RFM assures operations in accordance
with Federal Aviation Regulations (FARs).

Performance charts used in this section were derived from the RFMs for
the S-76A+.

NOTE
Use of the charts contained herein are for training pur-
poses only. Use only current, approved performance data
charts in the RFM to determine actual performance.

ATMOSPHERE
Review the charts using international standard atmosphere (ISA) 15°C (59°F)
and 29.92 in. Hg conditions at sea level.

FOR TRAINING PURPOSES ONLY PER-1A+

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TEMPERATURE CHART
A centigrade to Fahrenheit temperature conversion chart (Figure PER-1A+)
is provided because many of the RFM performance charts use centigrade
temperatures. To convert centigrade to Fahrenheit:

1. Find the centigrade temperature on the bottom line of the chart (15°C)

2. Follow the vertical line from that point to the diagonal line above.

3. Follow the horizontal line from that point to the Fahrenheit scale on
the left, and read the Fahrenheit temperature (59°F).

To convert Fahrenheit to centigrade, reverse the procedure.

Ambient temperature limits are:

• –34.4°C (–30°F) to ISA + 36.7°C (98°F) not to exceed 48.9°C (120°F)

PER-2A+ FOR TRAINING PURPOSES ONLY

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Figure PER-1A+. Temperature Chart

FOR TRAINING PURPOSES ONLY PER-3A+

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DENSITY ALTITUDE
The performance charts use pressure altitude as one of the variables, but al-
titude limits given in the RFM are in density altitude. Pressure altitude is de-
fined as the altitude at which a certain atmospheric pressure exists if using
the standard ICAO atmospheric setting of 29.92 in. Hg.

Density altitude is pressure altitude corrected for temperature and

humidity. Humidity effects are very small and are not considered in the
following computation.

To compute density altitude from the RFM chart (Figure PER-2A+), use the
following steps:

1. Find 15° on the centigrade scale at the bottom of the chart.

2. Follow the vertical line upward to the curved line for sea level (SL).

NOTE
Corrections for nonstandard pressure must be com-
puted and applied to determine pressure altitude.

3. Go horizontally from the intersection of the 15° line with the SL

pressure altitude line to the scale on either side of the chart. This shows
density altitude of about sea level because the example is using stan-
dard ICAO atmosphere.

PER-4A+ FOR TRAINING PURPOSES ONLY

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Figure PER-2 A+. Density Altitude Chart

FOR TRAINING PURPOSES ONLY PER-5A+

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AIRSPEED LIMITATIONS
The S-76A+ has an excellent, useful load-to-gross weight ratio and has enough
power when operating at some gross weights and altitudes to exceed the air-
speeds for which the structure was designed. For this reason, there are three
placards in the cockpit defining the never-exceed speed or VNE for various flight
conditions. Examples of the V NE placards are shown in Figure PER-3A+.

S-76A+ V NE limit placards contain V NE limits for:

• Power on, gross weights 8,750 pounds and below—155 knots maximum

• Power on, gross weights 8,751 to 10,800 pounds—155 knots maximum

• Power off, all weights—141 knots maximum

PER-6A+ FOR TRAINING PURPOSES ONLY

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Figure PER-3A+. S-76A+ VNE Placards (Sheet 1 of 2)

FOR TRAINING PURPOSES ONLY PER-7A+

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Figure PER-3A+. S-76A+ VNE Placards (Sheet 2 of 2)

PER-8A+ FOR TRAINING PURPOSES ONLY

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TORQUE AVAILABLE
The torque available chart shows how much power (torque) is available to the
helicopter for various atmospheric operating conditions. Each of the charts
is based on specific engine power ratings and forward speed. The charts also
show the engine manufacturer’s high temperature engine operating limit and
the engine or helicopter transmission torque limit as applicable. The limits
are shown in Table PER-1A+.

Table PER-1A+. S-76A+ TORQUE LIMITS

POWER RATING ENGINE TORQUE TRANSMISSION TORQUE

LIMITS—% LIMITS—%
21/2-minute power 115.0 115
30-minute power 111.2 111.2
Takeoff and maximum continuous 104.6 100
*Normal cruise 96.2*

*Manufacturer’s recommendation

In the instances where the engine torque limit exceeds the transmission torque
limit, the lower value is used to determine helicopter performance.

To determine the torque available sea level at 15°C for a 2.5-minute OEI, refer
to Figure PER-4A+, and use the following steps:

1. Find 15°C on the bottom side.

2. Follow the 15°C line to the zero pressure altitude line (note that the
helicopter engine torque is limited at 115.0%).

3. Proceed horizontally to the left of the chart, and read 115.0%.

CATEGORY A AND CATEGORY B

The following paragraphs are excerpts from AC 29-2 Airworthiness Standards,
Transport Category Rotorcraft and are provided in order to further define and
explain Category A and Category B. These excerpts are listed under the
Section 1 “General.”

Part 29.1 (through Amendment 29-19) Applicability

This section prescribes the rotorcraft categories eligible for certification
under this part. There is no minimum weight limit for certification under Part
29; however, Part 27 is applicable to rotorcraft which have a maximum weight
greater than 6,000 pounds or less so that Part 29, in effect deals with rotor-
craft which have a maximum weight greater than 6,000 pounds. In Part 29,
there are two categories of rotorcraft, Category A and Category B.

FOR TRAINING PURPOSES ONLY PER-9A+

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Figure PER-4A+. S-76A+ 2.5-Minute OEI Torque Available

PER-10A+ FOR TRAINING PURPOSES ONLY APRIL 2000

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Category A
Category A provides the most rigid rules, requiring multiengine design with
independent engines, fuel systems, and electrical systems. Category A design
requires that no single failure can cause loss of more than one engine. Although
there is no limit on maximum weight, Category A rotorcraft are certificated
at a weight which assures a minimum climb capability in the event of an en-
gine failure and with adequate surface area to assure a safe landing in the event
an engine fails early in the takeoff run.

Category B
Category B rotorcraft may be single-engine or multiengine and may not have
a maximum weight greater than 20,000 pounds. Category B rotorcraft are not
required to have the capability for continued flight with an engine failed.

For single-engine rotorcraft and multiengine rotorcraft without engine iso-

lation, the height/velocity diagram is conducted with sudden failure of all en-
gines, and the takeoff distance is measured through the clear area of the
diagram to the 50-foot point with all engines operating. The landing distance
is determined with all engines inoperative.

Category B multiengine rotorcraft may be certificated with Category A de-

sign features of Part 29. These rotorcraft meet the design requirements of
Category A but the performance requirements of Category B. Stay-up abil-
ity after an engine failure is not assured. The takeoff is conducted with all
engines operating, while the height/velocity diagram and landing distances
are determined with the most critical engine inoperative.

A multiengine rotorcraft may be certificated under both categories provided

requirements for both are met. This combination typically results in the con-
ditions described in Category A and B above with the primary differences being
the gross weight allowed and the surface areas required for takeoff.

Part 29.59 (through Amendment 29-19) Takeoff Path:

Category A
The Category A concept limits the helicopter takeoff weight such that if an en-
gine failure occurs at or before the critical decision point (CDP), a safe landing
can be made, or if the engine fails at or after the CDP, the takeoff can be con-
tinued. The purpose of these tests is to define the CDP, evaluate the necessary
pilot techniques, and determine the required takeoff area for either alternative.
The condition of equal distances for either stopping or continuing the take-
off is called a balanced field length. The combination of altitude and speed
at the CDP which produces a balanced field length is not required for certi-
fication. This section deals with the Category A takeoff and rejected takeoff
profiles. The profiles necessarily involve consideration of an average pilot
skill level as well as a sequence in which it is assumed various configuration
adjustments are made to the helicopter.

The Category A takeoff path begins with an all-engine acceleration segment

to the CDP and continues with one-engine-inoperative acceleration to take-

FOR TRAINING PURPOSES ONLY PER-11A+

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off safety speed (V TOSS ). CDP is a go/no-go condition which is analogous to

V 1 speed in transport airplanes. Prior to CDP the pilot is stop-oriented, and
when an engine fails in this portion of the takeoff, he aborts because suffi-
cient energy to assure conditioned flight has not been attained. At the CDP
the pilot becomes go-oriented, and when an engine fails at or beyond this point,
the takeoff is continued because sufficient surface area to abort the takeoff
does not exist. The CDP is a combination of speed and altitude, which per-
mits acceleration to V TOSS and attaining 35 feet above the surface with the
critical engine failed. The takeoff flight path and the CDP must be defined
so that a safe landing can be made from any point up to the CDP. This profile
may differ significantly from the height/velocity diagram and takeoff flight
path developed for Category B weights. The CDP is the last point in the take-
off profile at which a rejected takeoff capability is assured.

The rejected takeoff profile begins with an all-engine acceleration segment

to the CDP and ends when the rotorcraft is brought to a complete stop on the
designated takeoff surface. The critical engine is made inoperative at the
CDP, and the landing must be made with the remaining engine operating
within approved limits. The rejected takeoff distance is normally measured
at a given reference point on the helicopter from the start of the takeoff to the
same reference point after the helicopter has come to a complete stop. This
distance should be increased by the helicopter length (including main and tail
rotor tip paths).

The OEI transition segment is defined as the segment from CDP, where the
engine becomes inoperative, to V TOSS . It is assumed that the maximum ap-
proved OEI power is used until the allowable time duration for that power is
exhausted. Landing gear retraction, if appropriate, is assumed after V TOSS and
a positive gradient are achieved above 35 feet. It must be possible for the crew
to fly the rotorcraft to V TOSS and attain an altitude of 35 feet and then climb
to 100 feet above the takeoff surface by flying the helicopter solely by the
primary flight controls (including collective).

The landing gear may be retracted when above 35 feet if V TOSS and a posi-
tive rate of climb are attained. RFM procedures may recommend adjustment
of auxiliary controls to improve OEI performance. However, the minimum
guaranteed performance in 29.67(a) should not be based on use of auxiliary
controls, beepers, etc.

PER-12A+ FOR TRAINING PURPOSES ONLY

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Manipulation of the throttle controls or beep switches may be permitted as

long as such manipulation can be accomplished readily by the pilot flying the
helicopter without removing his hands from the cyclic and collective flight
controls. These manipulations of engine controls should not make major ad-
justments in the power, should require little pilot attention, and should not
occur before attaining V TOSS . In no case should this be less than three sec-
onds after the critical engine is made inoperative.

The failure of one engine cannot affect continued safe operation of the re-
maining engines or require any immediate action by the crew per 29.903(b).
If a 2.5-minute power rating is used, it must be possible to complete the
Category A takeoff profile, assuming an engine failure at CDP, accelerate to
V TOSS , attain 35 feet above the surface, and complete landing gear retraction
prior to exhausting the 2.5-minute time limit.

The takeoff safety speed V TOSS, is a speed at which 100 fpm rate of climb is
assured under conditions defined in 29.67(a). The takeoff distance is the dis-
tance from initial hover to the point at which V TOSS and 35 feet in a climb-
ing posture are attained.

Continued acceleration and climb capability from 100 feet above the takeoff
surface is assured by the 100-fpm V TOSS climb requirement of 29.67(a) and
the 150-fpm requirement of 29.67(a)(2), normally demonstrated at V Y . It must
be shown that the helicopter can be accelerated from V TOSS to V Y in a con-
tinuous maneuver without losing altitude, including any configurative change
(landing gear retraction, etc.).

During normal operations, the critical decision point is a go/no-go condition

for the pilot. Prior to this point the pilot is stop-oriented and aborts the
takeoff in the event of engine failure. At the CDP he becomes go-oriented and
continues the takeoff if an engine fails. If an engine failure does not occur,
the pilot continues his climb and accelerates past the CDP to recommend
climb speed.

Category A Requirements—Landing Weight

The Category A certification concept limits landing weight to a value that al-
lows the helicopter, following an engine failure at the landing decision point
(LDP), to land within the available runway or to execute a balked landing,
descending no lower than 35 feet above the landing surface.

The Category A landing profile begins with an assumed engine failure at or

prior to the LDP. The LDP is typically defined in terms of airspeed, rate of
descent, and altitude above the landing surface. The approach path angle can
be determined by LDP airspeed and rate of descent values.

Definition of the LDP must include an approach angle because both the land-
ing distance and the missed approach path are significantly influenced by land-
ing approach angle. At any point in the single-engine approach path down to
and including the LDP, the pilot may elect to land or to execute a balked land-
ing. He is assured both an adequate surface area for OEI landing and adequate
climb capability for an OEI balked landing. In other words, if an engine fails

FOR TRAINING PURPOSES ONLY PER-13A+

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at any point down to and including the LDP, the pilot may safely elect to land
or to go around by executing a balked landing. The LDP must be defined to
permit acceleration to V TOSS at an altitude no lower than 35 feet above the land-
ing surface. The LDP represents a commitment point for landing.

Prior to the LDP in the one-engine-inoperative approach, the pilot has a

choice: he may either land or fly away. After passing the LDP he no longer
has sufficient energy to assure transition to a balked landing condition with-
out contacting the landing surface. If an engine fails after LDP in a normal
(all engines) landing, the pilot is committed to land. The LDP and landing
approach path must be defined so that critical areas of the height/velocity di-
agram are avoided. A typical LDP for conventional Category A profiles is 100
feet above the landing surface. LDP should be specified in terms of both ac-
tual altitude and above the landing surface and indicated barometric altitude.
Speed at the LDP should be specified in terms of indicated airspeed.

Approach and landing path requirements are stated in general terms above.
The approach path must allow smooth transition for one-engine-inoperative
landing and for balked landing maneuvers and must allow adequate clearance
from potentially hazardous high velocity combinations. Landing distance is
measured from a point 50 feet (25 feet for V TOL ) above the landing surface
to a stop. For RFM purposes, the distance is from the point at which the low-
est part of the helicopter first reaches 50 feet (25 for V TOL ) to the foremost
point of the helicopter (including rotor tip path) after coming to a stop.

Section 29.75(b)(5) contains the Category A certification requirement for last-

engine failure and all-engines-inoperative landing. The rule states that it
must be possible to make a safe landing on a prepared surface after complete
power failure during normal cruise. It is not intended that all engines be
failed simultaneously. The conditions for last-engine failure are maximum
continuous power, or 30-minute power if that rating is approved, wings-level
flight, and sudden engine failure with pilot delay of one second or normal pilot
recognition time, whichever is greater. Complete power failure has occurred
in twin-engine Category A helicopters. This requirement ensures that in the
event of cockpit mismanagement, fuel exhaustion, improper maintenance, fuel
contamination, or unforeseen mechanical failures, a safe autorotation entry
can be made, and a safe power-off landing can be effected. Two separate as-
pects of this rule are normally evaluated at different times during the test pro-
gram. The last engine failure is normally evaluated during cruise or V NE
engine failure testing where instrumentation and critical loading have been
established for those test conditions.

The S-76A+ helicopter has been certificated under Federal Aviation

Regulations, Part 29 (FAR 29) as a transport category rotorcraft.

The S-76A+ has demonstrated compliance with the requirements of Part 29

for both Category A and Category B operations.

PER-14A+ FOR TRAINING PURPOSES ONLY

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Figure PER-5A+. S-76A+ Category A Takeoff Profile
FOR TRAINING PURPOSES ONLY PER-15A+
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S-76A+ CATEGORY A TAKEOFF PROFILES

Use the following sequence for a Category A takeoff.

1. With the helicopter at 100% NR and flat pitch, note the altimeter reading.

2. Hover at 5-foot wheel height.

3. Set N R at 100% with matched torques.

4. Increase collective to obtain takeoff torque (do not go over takeoff rat-
ing limits) while simultaneously accelerating forward to maintain a
5- to 10-foot wheel height.

5. At 35 KIAS, rotate the helicopter noseup and maintain 35 KIAS.

6. At the critical decision point (CDP), an indicated altitude of 40 feet

above ground altimeter reading (55 feet radar altimeter), adjust the
helicopter attitude to accelerate to best rate-of-climb speed.

Single-Engine Failure on Takeoff

Engine failure during a Category A takeoff can be detected by the occurrence
of an unusual torque split and possible rotor droop. Exact procedures to be fol-
lowed depend upon the point in the takeoff sequence where the failure occurs.
Failure before or at the CDP dictates that the takeoff be rejected. If the fail-
ure occurs after the CDP, the helicopter can be flown away from the heliport.
During the Category A climbouts, 96% N R is used to maximize climb rate for
speeds from VTOSS (52 KIAS) to best rate-of-climb speed. For
single-engine flight above best rate-of-climb speed, use 100% N R or higher.

Prior to initial rotation speed of 35 KIAS, use the following procedure for a
single-engine failure:

1. Adjust nose attitude to 5 to 10° noseup.

2. Cushion to touchdown with collective.

3. After touchdown, lower collective completely, centering cyclic as

collective is lowered.

4. Apply brakes as required to stop within heliport confines.

After initial rotation during climb-up to and including the CDP (35 KIAS)
and 40 feet above ground altimeter reading (55 feet radar altimeter), use the
following procedure:

1. Lower collective positively to contain N R and prevent extending land-

back unnecessarily.

2. Set nose to 0 to 5° pitchup attitude with cyclic.

PER-16A+ FOR TRAINING PURPOSES ONLY

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3. As helicopter approaches heliport, reduce rate of descent with a cyclic

flare to about 20° noseup.

4. Level nose attitude to 5 to 10° noseup at about 30 feet above touch-

down. Apply collective to cushion touchdown.

5. After touchdown, neutralize cyclic and simultaneously reduce collective

to a minimum.

6. Apply brake as required to stop within confines of heliport.

After CDP:

1. Lower collective positively to maintain N R within limits. 96 to 100%

N R should be maintained.

2. Gently lower nose to approximately –5° nosedown pitch attitude, and

accelerate to V TOSS (52 KIAS).

3. Adjust collective to maintain engine N 1 and torque at 2.5-minute

power limits (101.7% N 1 /115%Q). Maintain limits at all times.

4. Use N 2 beeper to set 96% N R . Keep airspeed at or below best rate-

of-climb speed while operating at 96 to 99% N R .

5. Retract landing gear when positive rate of climb is established

at V TOSS .

6. When obstruction clearance is assured, accelerate to best rate-of-

climb speed. Continue to climb at 96% N R until cruise altitude can
be maintained: then adjust N R to 100 to 107% (as desired) with N 2
beeper and continue flight.

7. Land as soon as practicable.

Single-Engine Failure During Approach

The Category A LDP is 100 feet above the touchdown elevation at 50 KIAS
and not more than 750 fpm rate of descent. With an engine failure before or
at the LDP, the pilot may either continue the approach to a touchdown or per-
form a balked landing go-around. With an engine failure after the LDP, an
approach to touchdown is dictated.

Prior to or at LDP for a balked-landing go-around, use the following steps:

1. Increase collective pitch to adjust engine to 2.5-minute power (101.7%

N 1 and/or 115% torque). Maintain N R within limits.

2. Accelerate to takeoff safety speed (V TOSS , 52 KIAS).

3. Raise landing gear when positive rate of climb is established.

FOR TRAINING PURPOSES ONLY PER-17A+

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4. Adjust N R to 96% with N 2 beeper. Keep airspeed between V TOSS and

best rate-of-climb speed while operating at 96% N R .

5. When obstruction clearance is assured, accelerate to best rate-of-

climb speed, and continue to climb at 96% N R .

At LDP:

1. Increase collective as required (do not go beyond 2.5-minute engine

power) to contain descent rate at or below 750 fpm.

2. At about 50 feet above touchdown, initiate a cyclic flare to about 20°

noseup.

3. Level nose to 5 to 10° noseup at about 30 feet above touchdown.

4. Apply collective to cushion landing.

5. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum. Apply brakes as required.

Flying the Category A landing profile as outlined in the RFM (Figure 4-14),
the stopping distance for a particular landing can be predicted by means of
the Category A landing distance chart.

The landing distance chart shows the distance from the point on the ground
under the LDP to the point on the ground under the zero-ground-speed hover
(or at the point at which the helicopter can be braked to a stop on a running
touchdown).

For Category A landing distance calculations, use the following procedure:

1. On the slanted grid on the landing distance chart, find the line repre-
senting a pressure altitude of zero feet (sea level).

2. On the same slanted grid, find the line representing an OAT of 15°C.

3. From the intersection of these lines, proceed horizontally to the left

edge of the chart and read the landing distance, in this case 950 feet.

S-76A+ CATEGORY B TAKEOFF PROFILES

Takeoff Limits
Category B certification under FAR 29 accommodates those helicopters that
cannot meet Category A standards. Category B helicopters are not generally
able to maintain altitude after an engine failure during every normal flight
condition. This permits single-engine helicopters as well as multiengine he-
licopters to be certificated in the transport category.

PER-18A+ FOR TRAINING PURPOSES ONLY

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The difference, however, is that Category B helicopters must follow approved

routes between landing points. These routes give the helicopter a number of
safe emergency landing sites at all points along the way and throughout the
landing approach and climbout after takeoff. For some heliports, there may
be no Category B approach and departure lanes, or those available may be us-
able only in certain wind conditions.

Single-Engine Failure on Takeoff

The Category B takeoff profile is based on both engines operating and does
not assure continued takeoff or landback within a known distance. If
a single-engine failure should occur and if gross weight and flight path
permit, takeoff and climbout may be continued. For a rejected takeoff use the
following steps:

1. Reduce collective pitch as necessary to maintain rotor rpm if altitude

permits.

2. Make a partial flare at about 50 feet to minimize ground speed.

3. Apply cyclic and collective to cushion ground contact.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply wheel brakes to minimize ground roll.

FOR TRAINING PURPOSES ONLY PER-19A+

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S-76A+ CATEGORY B LANDING PROFILES

Approach and Landing
Use the following procedure for approach and landing:

1. Establish approach to arrive at a point 100 feet above the touchdown

elevation at 50 KIAS at a rate of no more than 500 fpm.

2. Decelerate to pass 50 feet at 40 KIAS.

3. Continue approach and deceleration to running touchdown or hover.

Observe limitations shown on height/velocity diagram (Figure PER-
6A+).

Single-Engine Landing
Use the following procedure for a single-engine landing:

1. Establish normal approach so as to arrive at 100 feet above touchdown

point at 50 KIAS at a rate of no more than 500 fpm.

2. Decelerate to pass 50 feet at 40 KIAS.

3. Continue deceleration to running touchdown at or above translational

lift. Use collective pitch to cushion touchdown.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply brakes as necessary to stop within heliport confines.

PER-20A+ FOR TRAINING PURPOSES ONLY

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Figure PER-6A+. S-76A+ Height/Velocity Chart

FOR TRAINING PURPOSES ONLY PER-21A+

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RATE OF CLIMB
Best Rate of Climb (BROC)
In order to attain the best rate-of-climb performance, the helicopter must be
flown at BROC speed. BROC speed at sea level is 74 KIAS and decreases
1 KIAS per 1,000 feet of increase in pressure altitude. To find the BROC speed
for a particular altitude, either mathematically correct for pressure altitude
or find that altitude on the left side of one of the BROC speed charts (Figure
PER-7A+). From there, proceed horizontally to the slanted line, and then drop
vertically to the bottom line and read BROC speed.

The forward climb performance charts in the A+ RFM permit calculation of

the actual rates of climb for the following flight conditions:

• Single-engine operation at 2.5-minute power and 52 KIAS

• Single-engine operation at 30-minute power and BROC speed

• Single-engine operation at maximum continuous power and BROC

speed

• Twin-engine operation at takeoff power and 52 KIAS

• Twin-engine operation at normal cruise power and BROC speed

PER-22A+ FOR TRAINING PURPOSES ONLY

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Figure PER-7A+. S-76A+ BROC Speed Chart

FOR TRAINING PURPOSES ONLY PER-23A+

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Forward Climb Performance

The following example is shown in Figure PER-8A+. The charted procedure
is used to determine rate of climb for combinations of gross weight, OAT, and
pressure altitude.

1. Enter the chart at 8,000 PA, and move vertically to intersect the 20°C
OAT line.

2. Move horizontally to the right to intersect the 7,000 gross weight line.

3. Move downward to read a rate of climb of 560 fpm.

The remaining rate of climb charts in the A+ RFM are computed as in the
example below.

Figure PER-8A+. S-76A+ Foward Climb Performance—2.5 Minute OEI

PER-24A+ FOR TRAINING PURPOSES ONLY

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PERFORMANCE
CONTENTS
Page
INTRODUCTION ................................................................... PER-1A++
PERFORMANCE ................................................................... PER-1A++
General........................................................................... PER-1A++
Atmosphere.................................................................... PER-1A++
Temperature Chart ......................................................... PER-2A++
Density Altitude............................................................. PER-4A++
Airspeed Limitations ..................................................... PER-6A++
Category A and Category B........................................... PER-9A++
A++ Category A Takeoff Profiles................................ PER-13A++
A++ Category B Takeoff Profiles ................................ PER-13A++
CLIMB .................................................................................. PER-13A++
Category A Approach and Landing............................. PER-16A++
Category B Approach and Landing ............................. PER-16A++
EAPS EFFECTS ON PERFORMANCE .............................. PER-16A++
ENGINE ANTI-ICE EFFECTS ON PERFORMANCE....... PER-16A++
CATEGORY A TAKEOFF ................................................... PER-17A++
Description .................................................................. PER-17A++
Single-Engine Power Failure....................................... PER-22A++
Single-Engine Power Failure with EAPS
Operating or Anti-ice Operating.................................. PER-22A++
Single-Engine Failure—Hover (5 to 10 Feet) ............. PER-22A++
Single-Engine Failure on Takeoff—Category A ......... PER-23A++
Single-Engine Failure during Approach—Category A PER-24A++
Single-Engine Landing—Category A and B ............... PER-25A++
Single-Engine Failure during Approach—
Alternate Category A Profile ....................................... PER-25A++
Single-Engine Landing—Alternate
Category A Profile....................................................... PER-27A++
Rate of Climb .............................................................. PER-28A++.
Hover Performance...................................................... PER-28A++

FOR TRAINING PURPOSES ONLY PER-iA++

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ILLUSTRATIONS
Figure Title Page
PER-1A++ Temperature Conversion Chart .......................... PER-3A++
PER-2A++ Density Altitude Chart........................................ PER-5A++
PER-3A++ VNE Placards ...................................................... PER-7A++
PER-4A++ Category A—Takeoff Distance, Rejected and
Continued Takeoff ............................................ PER-14A++
PER-5A++ Category A—Maximum Takeoff and Landing
Gross Weight .................................................... PER-15A++
PER-6A++ Category A—Takeoff Profile .......................... PER-19A++
PER-7A++ Category B—Maximum Takeoff and Landing
Gross Weight .................................................... PER-20A++
PER-8A++ Category B—Maximum Takeoff and Landing
Gross Weight—09600 Series Transmission
Installed ............................................................ PER-21A++
PER-9A++ Category A—Landing Profile .......................... PER-26A++
PER-11A++S-76A++ BROC Speed Chart .......................... PER-28A++
PER-12A++Forward Climb Performance—Single-Engine,
2 1/2 Minute Power—Takeoff Safety
Speed V2 .......................................................... PER-30A++
PER-10A++Forward Climb Performance—Single-Engine,
Maximum Continuous Power .......................... PER-31A++
PER-13A++Hover Out of Ground Effects .......................... PER-33A++

TABLE
Table Title Page
PER-1A++ Engine or Drive System Operating Limits ........ PER-8A++

FOR TRAINING PURPOSES ONLY PER-iiiA++

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PERFORMANCE
INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76A++ aircraft
performance has been calculated. The manufacturer provides the necessary
p e r f o r m a n c e d a t a i n t h e R o t o rc ra f t F l i g h t M a n u a l . T h i s c h a p t e r i s
intended to provide the S-76A++ pilot with information on how to use the
published charts and tables. It must not be used for actual computation of
performance data.

The performance section explains how to utilize the charts and tables provided
in Rotorcraft Flight Manual Supplement 29B.

PERFORMANCE
GENERAL
Performance data for the S-76A++ is provided in the Rotorcraft Flight Manual
Supplement 29B. Part 1, Section I provides the operating limitations. Part 1,
Section II covers normal procedures. Part I, Section III covers emergency
procedures. Part 1, Section IV covers performance information. Part 2, Section
I covers description of fuel pressure indicators, fuel flow/totalizer system and
the AC power supply system. Each of the charts is based on a stated set of op-
erational conditions and limitations which must be recognized and understood
by the pilot. Compliance with the requirements of Supplement 29B, Part 1,
Section I assures operations in accordance with Federal Aviation Regulations
(FARs).

Performance charts used in this section were derived from the RFM (Supplement
29B) for the S-76A++.

NOTE
Use of the charts contained herein are for training pur-
poses only. Use only current, approved performance data
charts in the RFM to determine actual performance.

ATMOSPHERE
Review the charts using international standard atmosphere (ISA) 15°C (59°F)
and 29.92 in. Hg conditions at sea level.

FOR TRAINING PURPOSES ONLY PER-1A++

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TEMPERATURE CHART
A centigrade to Fahrenheit temperature conversion chart (Figure PER-1A++)
is provided because many of the RFM performance charts use centigrade
temperatures. To convert centigrade to Fahrenheit:

1. Find the centigrade temperature on the bottom line of the chart (15°C)

2. Follow the vertical line from that point to the diagonal line above.

3. Follow the horizontal line from that point to the Fahrenheit scale on
the left, and read the Fahrenheit temperature (59°F).

To convert Fahrenheit to centigrade, reverse the procedure.

Ambient temperature limits are:

• –34.4°C (–30°F) to ISA + 36.7°C (98°F) not to exceed 48.9°C (120°F)

PER-2A++ FOR TRAINING PURPOSES ONLY

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Figure PER-1A++. Temperature Conversion Chart

FOR TRAINING PURPOSES ONLY PER-3A++

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DENSITY ALTITUDE
The performance charts use pressure altitude as one of the variables, but
altitude limits given in the RFM are in density altitude. Pressure altitude is
defined as the altitude at which a certain atmospheric pressure exists if using
the standard ICAO atmospheric setting of 29.92 in. Hg.

Density altitude is pressure altitude corrected for temperature and

humidity. Humidity effects are very small and are not considered in the
following computation.

To compute density altitude from the RFM chart (Figure PER-2A++), use the
following steps:

1. Find 15° on the centigrade scale at the bottom of the chart.

2. Follow the vertical line upward to the curved line for sea level (SL).

NOTE
Corrections for nonstandard pressure must be com-
puted and applied to determine pressure altitude
using Figure PER-2A++.

3. Go horizontally from the intersection of the 15° line with the SL

pressure altitude line to the scale on either side of the chart. This shows
density altitude of about sea level because the example is using
standard ICAO atmosphere.

PER-4A++ FOR TRAINING PURPOSES ONLY

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Figure PER-2 A++. Density Altitude Chart

FOR TRAINING PURPOSES ONLY PER-5A++

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AIRSPEED LIMITATIONS
The S-76A++ has an excellent, useful load-to-gross weight ratio and has
enough power when operating at some gross weights and altitudes to exceed
the airspeeds for which the structure was designed. For this reason, there are
three placards in the cockpit defining the never-exceed speed or V NE for
various flight conditions. Examples of the V NE placards are shown in Figure
PER-3A++.

S-76A++ V NE limit placards contain V NE limits for:

• Power on, gross weights 8,750 pounds and below—155 knots maximum

• Power on, gross weights 8,751 to 10,800 pounds—155 knots maximum

• Power off, all weights—141 knots maximum

PER-6A++ FOR TRAINING PURPOSES ONLY

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Figure PER-3A++. VNE Placards

FOR TRAINING PURPOSES ONLY PER-7A++

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Table PER-1A++. ENGINE OR DRIVE SYSTEM OPERATING LIMITS

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

OPERATING TRANSMISSION ENGINE TORQUE

TIME
o
T5 C %N1 %N2
CONDITION LIMIT (%) LIMIT (%)
TAKEOFF — 100 120.0 845 100 (1)
MAXIMUM
CONTINUOUS (4) — 100 120.0 845 100 (1)

2 1/2 MIN OEI 2 1/2 115 146.5 885 101.7(6) (1)

MIN
MAXIMUM
CONTINUOUS OEI — 111.2 126.9 868 101.2(6) (1)

STARTING 5 SEC — — 865(5) — —

TRANSIENT OEI 16 SEC 155(2) 170.7(2) 920 104.35(7) —

TRANSIENT 16 SEC — — — 105.35 —

TRANSIENT 15 SEC — — — — (3)

TRANSIENT 5 SEC 115(8) 170.7(2) — — —

NOTES:

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

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

PER-8A++ FOR TRAINING PURPOSES ONLY

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CATEGORY A AND CATEGORY B

The following paragraphs are excerpts from AC 29-2 Airworthiness Standards,
Transport Category Rotorcraft and are provided in order to further define and
explain Category A and Category B. These excerpts are listed under the Sec-
tion 1 “General.”

Part 29.1 (through Amendment 29-19) Applicability

This section prescribes the rotorcraft categories eligible for certification
under this part. There is no minimum weight limit for certification under Part
29; however, Part 27 is applicable to rotorcraft which have a maximum weight
greater than 6,000 pounds or less so that Part 29, in effect deals with rotor-
craft which have a maximum weight greater than 6,000 pounds. In Part 29B,
there are two categories of rotorcraft, Category A and Category B.

Category A
Category A provides the most rigid rules, requiring multiengine design with
independent engines, fuel systems, and electrical systems. Category A design
requires that no single failure can cause loss of more than one engine. Although
there is no limit on maximum weight, Category A rotorcraft are certificated
at a weight which assures a minimum climb capability in the event of an engine
failure and with adequate surface area to assure a safe landing in the event
an engine fails early in the takeoff run.

Category B
Category B rotorcraft may be single-engine or multiengine and may not have
a maximum weight greater than 20,000 pounds. Category B rotorcraft are not
required to have the capability for continued flight with an engine failed.

For single-engine rotorcraft and multiengine rotorcraft without engine

isolation, the height/velocity diagram is conducted with sudden failure of all
engines, and the takeoff distance is measured through the clear area of the
diagram to the 50-foot point with all engines operating. The landing distance
is determined with all engines inoperative.
Category B multiengine rotorcraft may be certificated with Category A design
features of Part 29. These rotorcraft meet the design requirements of Cate-
gory A but the performance requirements of Category B. Stay-up ability after
an engine failure is not assured. The takeoff is conducted with all engines
operating, while the height/velocity diagram and landing distances are
determined with the most critical engine inoperative.

A multiengine rotorcraft may be certificated under both categories provided

requirements for both are met. This combination typically results in the
conditions described in Category A and B above with the primary differences
being the gross weight allowed and the surface areas required for takeoff.

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Part 29.59 (through Amendment 29-19) Takeoff Path:

Category A
The Category A concept limits the helicopter takeoff weight such that if an engine
failure occurs at or before the critical decision point (CDP), a safe landing can
be made, or if the engine fails at or after the CDP, the takeoff can be continued.
The purpose of these tests is to define the CDP, evaluate the necessary pilot
techniques, and determine the required takeoff area for either alternative. The
condition of equal distances for either stopping or continuing the takeoff is
called a balanced field length. The combination of altitude and speed at the
CDP which produces a balanced field length is not required for certification.
This section deals with the Category A takeoff and rejected takeoff profiles.
The profiles necessarily involve consideration of an average pilot skill level
as well as a sequence in which it is assumed various configuration adjustments
are made to the helicopter.

The Category A takeoff path begins with an all-engine acceleration segment

to the CDP and continues with one-engine-inoperative acceleration to take-
off safety speed (V TOSS ). CDP is a go/no-go condition which is analogous to
V 1 speed in transport airplanes. Prior to CDP the pilot is stop-oriented, and
when an engine fails in this portion of the takeoff, he aborts because suffi-
cient energy to assure conditioned flight has not been attained. At the CDP
the pilot becomes go-oriented, and when an engine fails at or beyond this point,
the takeoff is continued because sufficient surface area to abort the takeoff
does not exist. The CDP is a combination of speed and altitude, which permits
acceleration to V TOSS and attaining 35 feet above the surface with the criti-
cal engine failed. The takeoff flight path and the CDP must be defined so that
a safe landing can be made from any point up to the CDP. This profile may
differ significantly from the height/velocity diagram and takeoff flight path
developed for Category B weights. The CDP is the last point in the takeoff
profile at which a rejected takeoff capability is assured.

The rejected takeoff profile begins with an all-engine acceleration segment

to the CDP and ends when the rotorcraft is brought to a complete stop on the
designated takeoff surface. The critical engine is made inoperative at the
CDP, and the landing must be made with the remaining engine operating
within approved limits. The rejected takeoff distance is normally measured
at a given reference point on the helicopter from the start of the takeoff to the
same reference point after the helicopter has come to a complete stop. This
distance should be increased by the helicopter length (including main and tail
rotor tip paths).

The OEI transition segment is defined as the segment from CDP, where the
engine becomes inoperative, to V TOSS . It is assumed that the maximum
approved OEI power is used until the allowable time duration for that power
is exhausted. Landing gear retraction, if appropriate, is assumed after V TOSS
and a positive gradient are achieved above 35 feet. It must be possible for the
crew to fly the rotorcraft to V TOSS and attain an altitude of 35 feet and then
climb to 100 feet above the takeoff surface by flying the helicopter solely by
the primary flight controls (including collective).

The landing gear may be retracted when above 35 feet if V TOSS and a posi-
tive rate of climb are attained. RFM procedures may recommend adjustment

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of auxiliary controls to improve OEI performance. However, the minimum

guaranteed performance in 29.67(a) should not be based on use of auxiliary
controls, beepers, etc.

Manipulation of the throttle controls or beep switches may be permitted as

long as such manipulation can be accomplished readily by the pilot flying the
helicopter without removing his hands from the cyclic and collective flight
controls. These manipulations of engine controls should not make major
adjustments in the power, should require little pilot attention, and should not
occur before attaining V TOSS . In no case should this be less than seconds after
the critical engine is made inoperative.

The failure of one engine cannot affect continued safe operation of the
remaining engines or require any immediate action by the crew per 29.903(b).
If a 2.5-minute power rating is used, it must be possible to complete the Cat-
egory A takeoff profile, assuming an engine failure at CDP, accelerate to VTOSS,
attain 35 feet above the surface, and complete landing gear retraction prior
to exhausting the 2.5-minute time limit.

The takeoff safety speed V TOSS, is a speed at which 100 fpm rate of climb is
assured under conditions defined in 29.67(a). The takeoff distance is the
distance from initial hover to the point at which V TOSS and 35 feet in a climb-
ing posture are attained.

Continued acceleration and climb capability from 100 feet above the takeoff
surface is assured by the 100-fpm V TOSS climb requirement of 29.67(a) and
the 150-fpm requirement of 29.67(a)(2), normally demonstrated at V Y . It must
be shown that the helicopter can be accelerated from V TOSS to V Y in a
continuous maneuver without losing altitude, including any configurative
change (landing gear retraction, etc.).

During normal operations, the critical decision point is a go/no-go condition

for the pilot. Prior to this point the pilot is stop-oriented and aborts the
takeoff in the event of engine failure. At the CDP he becomes go-oriented and
continues the takeoff if an engine fails. If an engine failure does not occur,
the pilot continues his climb and accelerates past the CDP to recommend
climb speed.

Category A Requirements—Landing Weight

The Category A certification concept limits landing weight to a value that allows
the helicopter, following an engine failure at the landing decision point
(LDP), to land within the available runway or to execute a balked landing,
descending no lower than 35 feet above the landing surface.

The Category A landing profile begins with an assumed engine failure at or

prior to the LDP. The LDP is typically defined in terms of airspeed, rate of
descent, and altitude above the landing surface. The approach path angle can
be determined by LDP airspeed and rate of descent values.

Definition of the LDP must include an approach angle because both the land-
ing distance and the missed approach path are significantly influenced by land-
ing approach angle. At any point in the single-engine approach path down to

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and including the LDP, the pilot may elect to land or to execute a balked land-
ing. He is assured both an adequate surface area for OEI landing and adequate
climb capability for an OEI balked landing. In other words, if an engine fails
at any point down to and including the LDP, the pilot may safely elect to land
or to go around by executing a balked landing. The LDP must be defined to
permit acceleration to V TOSS at an altitude no lower than 35 feet above the land-
ing surface. The LDP represents a commitment point for landing.

Prior to the LDP in the one-engine-inoperative approach, the pilot has a

choice: he may either land or fly away. After passing the LDP he no longer
has sufficient energy to assure transition to a balked landing condition without
contacting the landing surface. If an engine fails after LDP in a normal (all
engines) landing, the pilot is committed to land. The LDP and landing approach
path must be defined so that critical areas of the height/velocity diagram are
avoided. A typical LDP for conventional Category A profiles is 100 feet
above the landing surface. LDP should be specified in terms of both actual
altitude and above the landing surface and indicated barometric altitude.
Speed at the LDP should be specified in terms of indicated airspeed.

Approach and landing path requirements are stated in general terms above.
The approach path must allow smooth transition for one-engine-inoperative
landing and for balked landing maneuvers and must allow adequate clearance
from potentially hazardous high velocity combinations. Landing distance is
measured from a point 50 feet (25 feet for V TOL ) above the landing surface
to a stop. For RFM purposes, the distance is from the point at which the
lowest part of the helicopter first reaches 50 feet (25 for V TOL ) to the fore-
most point of the helicopter (including rotor tip path) after coming to a stop.

Section 29.75(b)(5) contains the Category A certification requirement for last-

engine failure and all-engines-inoperative landing. The rule states that it
must be possible to make a safe landing on a prepared surface after complete
power failure during normal cruise. It is not intended that all engines be
failed simultaneously. The conditions for last-engine failure are maximum
continuous power, or 30-minute power if that rating is approved, wings-level
flight, and sudden engine failure with pilot delay of one second or normal pilot
recognition time, whichever is greater. Complete power failure has occurred
in twin-engine Category A helicopters. This requirement ensures that in the
event of cockpit mismanagement, fuel exhaustion, improper maintenance, fuel
contamination, or unforeseen mechanical failures, a safe autorotation entry
can be made, and a safe power-off landing can be effected. Two separate aspects
of this rule are normally evaluated at different times during the test program.
The last engine failure is normally evaluated during cruise or V NE engine fail-
ure testing where instrumentation and critical loading have been established
for those test conditions.

The S-76A++ helicopter has been certificated under Federal Aviation Regu-
lations, Part 29 (FAR 29) as a transport category rotorcraft.

The S-76A++ has demonstrated compliance with the requirements of Part 29

for both Category A and Category B operations.

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A++ CATEGORY A TAKEOFF PROFILES

1. Refer to Figures PER-4A++ and PER-5A++ for CDP and V 2 (CDP +10
knots) determination.

2. Set the white airspeed bug at the CDP speed and the amber bug at the
V 2 speed.

3. Hover at 5-foot wheel height, with 107% N R . Anticipate the limiting

parameter (Q or N 1 ) and match accordingly. Note the stabilized hover
torque required.

4. Increase collective to achieve 6% torque greater than hover, and lower

the nose as necessary to result in a 5- to 10-foot wheel height, level
acceleration to the CDP (CDP airspeed at 5- to 10-foot wheel height).

5. Upon passing the CDP, adjust pitch attitude to initiate a climb at V 2 .

6. With V 2 established in a positive climb and clear of obstacles, grad-

ually accelerate to best rate of climb speed (V BROC ) and retract the
landing gear.

A++ CATEGORY B TAKEOFF PROFILES

1. Refer to Figure PER-7A++ and PER-8A++ for variations of allowable
takeoff and landing gross weights with altitude and temperature.

2. Hover at 5-foot wheel height, with 107% N R . Anticipate the limiting

parameter (Q or N1) and match accordingly. Note hover torque required.

3. Accelerate forward while maintaining 5- to 10-foot wheel height.

4. Increase collective to achieve up to 10% torque over hover, if avail-

able, and continue level acceleration. Do not exceed takeoff limits.

5. As 50 KIAS is achieved, raise nose to maintain 55 KIAS and climb

until all obstructions are cleared. During takeoff and climb, observe
height-velocity limits.
6. After obstructions are cleared, raise landing gear and accelerate to best
rate of climb speed.

CLIMB
1. Landing gear lever—UP before reaching 130 KIAS

2. N R —Set 100 to 107%—as desired.

CAUTION
When operating above 4,000 feet density altitude at
gross weights above 10,500 pounds, N R must be set
to 107% for airspeeds greater than best rate-of-climb
speed.

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3. Heater or ECU—as desired.

Figure 4A++. Category A—Takeoff Profile

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Figure PER-5A++. Category A—Takeoff Distance, Rejected

and Continued Takeoff

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CATEGORY A APPROACH AND LANDING

1. Refer to figure PER-9A++ for Category A—Landing Profile.

2. Establish an approach to arrive at the LDP, a point 200 feet above the
touchdown elevation, with 45 KIAS, 107% N R , and a rate of descent
of no more than 600 fpm.

3. Indicate a deceleration passing 50 feet at 45 KIAS.

4. Continue approach and deceleration to a running touchdown or hover.

CATEGORY B APPROACH AND LANDING

1. Establish an approach to arrive at a point 200 feet above the touch-
down elevation, with 45 KIAS, 107% N R , and a rate of descent of no
more than 600 fpm.

2. Indicate a deceleration passing 50 feet at 45 KIAS.

3. Continue approach and deceleration to a running touchdown or hover.

EAPS EFFECT ON PERFORMANCE

The performance data shown on the charts is for helicopters with or without
EAPS installed. If EAPS installed with switch in the ON position affects
performance, the decrease in performance is noted on the chart.

ENGINE ANTI-ICE EFFECT ON PERFORMANCE

The performance data shown on the charts is for engine anti-ice selected
OFF or ON. If anti-ice selected ON in conjunction with EAPS installed affects
performance, the decrease in performance is noted on the chart.

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CATEGORY A TAKEOFF
DESCRIPTION
The Category A takeoff procedure shown diagrammatically in Figure PER-
4A++ features variable critical decision point (CDP) and takeoff safety speed
(V 2 ). The CDP, expressed only in terms of airspeed, is selectable in 1 knot
increments between 30 and 45 knots while V2, defined as CDP +10 knots, varies
in 1 knot increments between 40 and 55 knots. This permits payload to be traded
off against available field length in such a manner that Category A one engine
inoperative (OEI) climb performance minima can be maintained over a wide
range of environmental conditions.

Figure PER-5A++ shows the rejected takeoff (RTO) and continued takeoff
(CTO) distances as a function of pressure altitude, temperature, headwind
component, CDP speed, and V 2 speed. RTO and CTO distances are directly
proportional to CDP and V 2 speeds respectively, therefore lower CDP and V 2
speeds equate to shorter field lengths. Figure PER-6A++ shows the maximum
takeoff and landing gross weight as a function of pressure altitude, temper-
ature, and CDP/V 2 speeds. Maximum takeoff and landing gross weight is also
directly proportional to CDP/V 2 speeds, therefore higher CDP/ V 2 speeds can
equate to higher maximum takeoff weights.

The Category A takeoff procedure provides the flexibility to address specific

payload and/or field length requirements appropriate to either of the follow-
ing operational scenarios.

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

length.

2. Determine the required field length, given the desired mission take-
off gross weight.

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

Example 1

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

1. Enter Figure PER-5A++ with the RTO space available, and using the
headwind component, pressure altitude, and temperature, read the
resultant CDP speed.

NOTE
If resultant CDP is greater than 45 knots, use 45
knots as CDP.

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2. Enter Figure PER-6A++ with pressure altitude, temperature, and CDP

speed from Step 1, and determine the maximum takeoff gross weight.

NOTE
(1) If the horizontal line defined by pressure altitude
and temperature intersects 10,800 lb at a CDP
speed lower than the CDP from step 1, use the
lower CDP speed, or

(2) If the desired takeoff gross weight is less than the

maximum permitted takeoff gross weight, use
the lower CDP speed corresponding to the desired
takeoff gross weight.

3. Using Figure PER-6A++, verify that the CTO distance for V 2 (CDP
+10 knots) is suitable for the takeoff area.

Given:

Available RTO field length: 850 ft

Pressure Altitude: 3,000 ft
Temperature: 10°C
Headwind component: 20 kts
EAPS: Off

Determine:

CDP speed: 31 kts

Maximum takeoff weight 9,400 lb
V2 speed: 41 kts
CTO distance 1,010 ft

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Figure PER-6A++. Category A—Maximum Takeoff and Landing Gross Weight
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Figure PER-7A++. Category B—Maximum Takeoff and

Landing Gross Weight

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Figure PER-8A++. Category B—Maximum Takeoff and

Landing Gross Weight—09600 Series
Transmission Installed

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SINGLE ENGINE POWER FAILURE

Symptoms—initial: Large torque split.

Confirming:

N R remains the same or droops

N 1 decreases below 66%
T 5 decreasing
NO. 1 or NO.2 ENG OUT warning light and alternating tone.

SINGLE-ENGINE POWER FAILURE WITH EAPS

OPERATING OR ANTI-ICE OPERATING
With anti-ice off and EAPS operating, EAPS for both engines will be auto-
matically shut off (doors open) if one engine fails. This will maximize power
available from the operating engine. The EAPS caution light will go on and
the EAPS advisory light will go out in this case.

With anti-ice on, both anti-ice and EAPS (if installed) will continue to operate
for the remaining engine. The ANTI-ICE caution light for the inoperative engine
will go on and the ANTI-ICE ON advisory light for the inoperative engine
will go off.

WARNING

Do not turn the ENG ANTI-ICE switches off with

EAPS installed if accumulations of ice or snow is
suspected. Opening the EAPS doors under these con-
ditions could result in engine damage or flameout.

SINGLE-ENGINE FAILURE—HOVER (5 TO 10 FEET)

1. Maintain collective pitch setting or lower collective slightly if required

to establish descent.

2. Increase collective to cushion landing as touchdown becomes immi-

nent.

3. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

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SINGLE-ENGINE FAILURE ON TAKEOFF—

CATEGORY A

Engine failure during Category A takeoff can be detected by the occurrence

of an unusual torque split and possible rotor droop, as well as illumination
of the engine out light and sounding of the engine out tone. The procedure to
be followed depends upon the point in the takeoff sequence where the fail-
ure occurs. If an engine fails before or at the critical decision point (CDP),
the takeoff is rejected, while the takeoff is continued if the failure occurs after
the CDP and no suitable landing area exists.

During Category A climbouts, 100% N R is used to maximize climb rates for

speeds from V 2 to best rate-of-climb speed.

Prior to reaching 30 KIAS:

1. Initiate a reject by rotating nose-up to 5°–10° pitch attitude.

2. Apply collective to cushion ground contact.

3. After touchdown, neutralize cyclic and reduce collective to mini-

mum.

4. Apply wheel brakes as necessary to stop within the available reject

distance.

After passing 30 KIAS up to and including the CDP at 5- to 10-foot wheel

height:

1. Initiate a reject by rotating nose-up to 10° pitch attitude, and when suf-
ficient ground clearance is gained, continue rotation as necessary, up
to maximum of 25° pitch attitude.

2. Positively reduce collective to maintain rotor rpm in the resultant

level deceleration.
3. With adequate reduction in apparent ground speed, reduce flare to
5°–10° nose-up pitch attitude.

4. Apply collective to cushion ground contact.

5. After touchdown, neutralize cyclic and reduce collective to minimum.

6. Apply wheel brakes as necessary to stop within the available reject

distance.

After CDP (CDP airspeed at 5- to 10-foot wheel height):

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1. Lower collective to set engine to 2 1/2-minute power (101.7% N 1, 885°

T 5 , 115% torque. The N R will droop to approximately 104 ±1%.)

2. Gently adjust pitch attitude to accelerate to and establish a climb at

V 2 airspeed.

3. Beep N 2 to 100% while simultaneously increasing collective to

maintain 2 1/2-minute power. Both engines may be beeped simulta-
neously.

4. With a positive climb rate established, retract the landing gear.

5. When obstacles are cleared, continue climb and gradually accelerate

to V BROC (best of rate-of-climb airspeed).

6. Land as soon as practicable.

If restart is desired, see restart procedures.

Engine Shutdown in Flight

1. Engine lever—OFF.

2. Fuel lever—OFF.

SINGLE-ENGINE FAILURE DURING APPROACH—

CATEGORY A
The Category A landing distance point (LDP) is 200 feet above the touchdown
elevation at 45 KIAS and a descent rate of not more than 600 fpm. If an
engine failure occurs before or at the LDP, the pilot may elect to perform a
balked landing or continue the approach to complete a single-engine land-
ing. The approach must be continued to touchdown if the failure occurs after
the LDP.

Prior to or at LDP—Balked Landing (Go Around)

1. Apply collective to set engine to 2 1/2-minute power (101.7% N 1 , 885°
T 5 or 115% torque, N R will droop to 104 ±1%).

2. Adjust pitch attitude to achieve a gradual acceleration to 60 KIAS.

3. Beep N 2 to 100% while simultaneously increasing collective to main-

tain 2 1/2-minute power. Both engines may be beeped simultane-
ously.

4. With a positive climb rate established, retract the landing gear.

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5. When obstacles are cleared, continue climb and gradually accelerate

to V BROC (best of rate-of-climb airspeed).

6. Land as soon as practicable.

After LDP—See SINGLE-ENGINE LANDING—CATEGORY A OR B below.

SINGLE-ENGINE LANDING—CATEGORY A OR B
See Figure PER-9A++ for Category A landing profile.

1. Establish normal approach so to arrive at a point 200 feet above the

touchdown elevation at 45 KIAS, 107% N R , and a descent rate of not
more than 600 fpm.

2. Initiate a deceleration passing 50 feet at 45 KIAS.

3. Continue deceleration to running touchdown at or above translational

lift. Use collective pitch to cushion touchdown.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply brakes as necessary to stop within heliport confines.

SINGLE-ENGINE FAILURE DURING APPROACH—

ALTERNATE CATEGORY A PROFILE
The alternate Category A landing decision point (LDP) is 75 feet above the
touchdown elevation at 60 KIAS and a descent rate of not more than 300 fpm.
If an engine failure occurs before or at the LDP, the pilot may elect to per-
form a balked landing or continue the approach to complete a single-engine
landing. The approach must be continued to touchdown if the failure occurs
after the LDP.

Prior to or at LDP—Balked Landing (Go Around)

1. Apply collective to set engine to 2 1/2-minute power. (101.7% N 1, 885°
T 5 or 115% torque, N R will droop to 104 ±1%).

2. Maintain 60 KIAS.

3. Beep N 2 to 100% while simultaneously increasing collective to main-

tain 2 1/2-minute power. Both engines may be beeped simultane-
ously.

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Figure PER-9A++. Category A—Landing Profile
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4. With a positive climb rate established, retract the landing gear.

5. When obstacles are cleared, continue climb and gradually accelerate

to V BROC (best of rate-of-climb airspeed).

6. Land as soon as practicable.

After LDP—See SINGLE-ENGINE LANDING—ALTERNATIVE CATE-

GORY A PROFILE below.

SINGLE-ENGINE LANDING—ALTERNATIVE CATEGORY

A PROFILE
1. Establish an approach to arrive at the LDP, a point 75 feet above the
touchdown elevation, at 60 KIAS, 107% N R , and a descent rate of not
more than 300 fpm.

2. Upon passing the LDP, initiate a smooth deceleration while reducing

collective to continue the descent through 50 feet with up to 20-25°
flare attitude.

3. Apply collective to reduce descent rate and decrease flare attitude to

pass 20 feet at approximately 30 KIAS.

4. Continue deceleration to running touchdown at or above translational

lift. Use collective pitch to cushion touchdown.

5. After touchdown, neutralize cyclic while simultaneously reducing

collective to minimum.

6. Apply brakes as necessary to stop within heliport confines.

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RATE OF CLIMB
Best Rate of Climb (BROC)
In order to attain the best rate-of-climb performance (Figure PER-10A++),
the helicopter must be flown at BROC speed. BROC speed at sea level is 74
KIAS and decreases 1 KIAS per 1,000 feet of increase in pressure altitude.
To find the BROC speed for a particular altitude, either mathematically cor-
rect for pressure altitude or find that altitude on the left side of one of the BROC
speed charts (Figure PER-11A++). From there, proceed horizontally to the
slanted line, and then drop vertically to the bottom line and read BROC speed.

The forward climb performance charts in the A++ RFM permit calculation
of the actual rates of climb for the following flight conditions:

• Single-engine operation at 2.5-minute power and V TOSS at 100% N R

• Single-engine operation at maximum continuous power and BROC

speed at 100% N R

Figure PER-11A++. S-76A++ BROC Speed Chart

PER-28A++ FOR TRAINING PURPOSES ONLY

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Forward Climb Performance

The following example is shown in Figure PER-12A++. The charted proce-
dure is used to determine rate of climb for combinations of gross weight, OAT,
and pressure altitude.

1. Enter the chart at 4,000 PA, and move vertically to intersect the 10°C
OAT line.

2. Move horizontally to the right to intersect the 9,500 gross weight line.

3. Move downward to V 2 then left to read rate of climb of 220 fpm.

The remaining rate of climb charts in the A++ RFM are computed as in the
example above.

FOR TRAINING PURPOSES ONLY PER-29A++

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Figure PER-12A++. Forward Climb Performance—Single-Engine,

2 1/2-Minute Power—Takeoff Safety Speed V2

PER-30A++ FOR TRAINING PURPOSES ONLY

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Figure PER-10A++. Forward Climb Performance—Single Engine, Maximum Continuous Power
FOR TRAINING PURPOSES ONLY PER-31A++
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HOVER PERFORMANCE
The ability to predict hover performance is important because if the S-76 is
too heavy to hover out of ground effect (OGE), then it is too heavy to per-
form certain specialized missions. The RFM gives the weights for OGE hover
at various perssure altitudes and temperatures. Refer to Figure PER-13A++
and use the following procedure to determine hover performance.

S-76 A++ Hover Performance Calculation

1. Find zero pressure altitude on the left scale.

2. Proceed to the right until intersecting the OAT line (30°C in the
example) or the maximum gross weight limit line, whichever inter-
sects first.

3. Drop straight down from the intersection of the zero pressure and read
gross weight on the bottom scale, in this case 10,600 pounds.

PER-32A++ FOR TRAINING PURPOSES ONLY

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Figure PER-13A++. Hover Out of Ground Effects

FOR TRAINING PURPOSES ONLY PER-33A++

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PERFORMANCE
CONTENTS
Page
INTRODUCTION........................................................................ PER-1B
PERFORMANCE ........................................................................ PER-1B
General ............................................................................... PER-1B
Atmosphere ........................................................................ PER-1B
Temperature Chart .............................................................. PER-2B
Density Altitude ................................................................. PER-4B
Wind Components .............................................................. PER-6B
Airspeed Limitations .......................................................... PER-8B
Category A and Category B ............................................. PER-10B
S-76B Category A Takeoff Profiles.................................. PER-14B
S-76B Category A Landing Profiles ................................ PER-23B
S-76B Category B Takeoff Profiles.................................. PER-27B
S-76B Category B Landing Profiles................................. PER-28B
Rate of Climb ................................................................... PER-34B
Hover Performance........................................................... PER-41B
Height/Velocity ................................................................ PER-41B

FOR TRAINING PURPOSES ONLY PER-iB

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ILLUSTRATIONS
Figure Title Page
PER-1B Temperature Chart .................................................. PER-3B
PER-2B Density Altitude Chart ............................................ PER-5B
PER-3B Wind Components Chart ........................................ PER-7B
PER-4B PER-9B
S-76B VNE Placards ................................................
PER-5B S-76B Category A Takeoff Profiles ...................... PER-16B
PER-6B S-76B Category A Maximum Takeoff and
Landing Gross Weight—EAPS Off ...................... PER-17B
PER-7B S-76B Category A Maximum Takeoff and
Landing Gross Weight—EAPS On ...................... PER-17B
PER-8B S-76B Category A Maximum Takeoff and
Landing Gross Weight—EAPS Off ...................... PER-20B
PER-9B S-76B Category A Maximum Takeoff and
Landing Gross Weight—EAPS On ...................... PER-20B
PER-10B S-76B Category A Rejected and Continued
Takeoff Distances—PT6b-36a .............................. PER-21B
PER-11B S-76B Category A Landing Profiles .................... PER-24B
PER-12B S-76B Category A Landing Distance
from 50-Foot Height to Stop ................................ PER-26B
PER-13B S-76B Category B Takeoff Distance—
EAPS Off, PT6B-36A .......................................... PER-29B
PER-14B S-76B Category B Takeoff Distance—
EAPS On, PT6B-36A .......................................... PER-30B
PER-15B S-76B Category B Takeoff Distance—
EAPS Off, PT6B-36B .......................................... PER-31B
PER-16B S-76B Category B Takeoff Distance—
EAPS On, PT6B-36B............................................ PER-32B
PER-17B S-76B Category B Landing Distance
from 50-Foot Height to Stop—PT6B-36A .......... PER-33B
PER-18B S-76B Category B Landing Distance
from 50-Foot Height to Stop—PT6B-36B............ PER-33B
PER-19B BROC Speed Chart .............................................. PER-35B
PER-20B S-76B Forward Climb Performance—
30-Minute OEI, PT6B-36A .................................. PER-37B

FOR TRAINING PURPOSES ONLY PER-iiiB

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PER-21B S-76B Forward Climb Performance—

Maximum Continuous OEI, PT6B-36A .............. PER-37B
PER-22B S-76B Forward Climb Performance—
30-Minute OEI, PT6B-36B .................................. PER-38B
PER-23B S-76B Forward Climb Performance—
Maximum Continuous OEI, PT6B-36B................ PER-38B
PER-24B S-76B Forward Climb Performance—
Two Engines Maximum Continuous .................... PER-39B
PER-25B S-76B Forward Climb Performance—
30-Minute OEI at VTOSS ...................................... PER-40B
PER-26B S-76B Hover out of Ground Effect—
EAPS Off, PT6B-36A .......................................... PER-42B
PER-27B S-76B Hover out of Ground Effect—
EAPS Off, PT6B-36B .......................................... PER-43B
PER-28B S-76B Hover out of Ground Effect—
EAPS On, PT6B-36A .......................................... PER-44B
PER-29B S-76B Hover out of Ground Effect—
EAPS On, PT6B-36B............................................ PER-45B
PER-30B S-76B Height/Velocity Chart ................................ PER-46B

TABLE
Table Title Page
PER-1B S-76B Torque Limits ............................................ PER-10B

PER-ivB FOR TRAINING PURPOSES ONLY

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PERFORMANCE
INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76B aircraft perfor-
mance has been calculated. The manufacturer provides the necessary weight
and balance and performance data in the Rotorcraft Flight Manual. This
chapter is intended to provide the S-76B pilot with information on how to use
the published charts and tables. It must not be used for actual computation
of weight and balance and performance data.

The performance section explains how to utilize the charts and tables provided
in Part 1, Section IV, of the RFM.

PERFORMANCE
GENERAL
Performance data for the S-76B is provided in the Rotorcraft Flight Manual.
Part 1 provides the operating limits in Section I and performance data in Section
IV. Part 2 lists supplemental performance data in Section V. These sections
deal with performance requirements relating to hover, takeoff, climb, cruise,
and landing. Each of the charts is based on a stated set of operational condi-
tions and limitations which must be recognized and understood by the pilot.
Compliance with the requirements of Part 1, Section I of the RFM assures op-
erations in accordance with Federal Aviation Regulations (FARs).

Performance charts used in this section were derived from the RFM for the
S-76B equipped with Pratt and Whitney PT6B-36A and -36B engines.

NOTE
Use of the charts contained herein are for training pur-
poses only. Use only current, approved performance data
charts in the RFM to determine actual performance.

ATMOSPHERE
Review the charts using international standard atmosphere (ISA) 15°C (59°F)
and 29.92 in. Hg conditions at sea level. For the S-76B performance exam-
ple, use a gross weight of 11,700 pounds with EAPS off.

FOR TRAINING PURPOSES ONLY PER-1B

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TEMPERATURE CHART
A centigrade to Fahrenheit temperature conversion chart (Figure PER-1B) is
provided because many of the RFM performance charts use centigrade tem-
peratures. To convert centigrade to Fahrenheit:

1. Find the centigrade temperature on the bottom line of the chart (15°C).

2. Follow the vertical line from that point to the diagonal line above.

3. Follow the horizontal line from that point to the Fahrenheit scale on
the left, and read the Fahrenheit temperature (59°F).

To convert Fahrenheit to centigrade, reverse the procedure.

Ambient temperature limits are:

• –34.4°C (–30°F) to ISA + 38.0°C (100.4°F) not to exceed 49.0°C

(120°F) with the bleed-air ECU off or not installed (to ISA + 35.0°C
[95.0°F] not to exceed 43.0°C [109°F] with the ECU on)

PER-2B FOR TRAINING PURPOSES ONLY

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Figure PER-1B. Temperature Chart

FOR TRAINING PURPOSES ONLY PER-3B

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DENSITY ALTITUDE
The performance charts use pressure altitude as one of the variables, but al-
titude limits given in the RFM are in density altitude. Pressure altitude is de-
fined as the altitude at which a certain atmospheric pressure exists if using
the standard ICAO atmospheric setting of 29.92 in. Hg.

Density altitude is pressure altitude corrected for temperature and

humidity. Humidity effects are very small and are not considered in the
following computation.

To compute density altitude from the RFM chart (Figure PER-2B), use the
following steps:

1. Find 15° on the centigrade scale at the bottom of the chart.

2. Follow the vertical line upward to the curved line for sea level (SL).

NOTE
Corrections for nonstandard pressure must be com-
puted and applied to determine pressure altitude.

3. Go horizontally from the intersection of the 15° line with the SL pres-
sure altitude line to the scale on either side of the chart. This shows
density altitude of about sea level because the example is using stan-
dard ICAO atmosphere.

PER-4B FOR TRAINING PURPOSES ONLY

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Figure PER-2B. Density Altitude Chart

FOR TRAINING PURPOSES ONLY PER-5B

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WIND COMPONENTS
An example wind components chart (Figure PER-3B) is provided to deter-
mine headwind components for use in the S-76B Category A Rejected and
Continued Takeoff Distances chart and Landing Distance from 50-foot height
to stop charts. The crosswind component derived from the chart is a measure
of the wind’s strength as if the crosswind is perpendicular to the helicopter
(direct crosswind). The headwind component is a measure of the wind’s
strength as if the wind direction is directly in front of or directly behind the
helicopter. The limitations section of the RFM provides the maximum cross-
wind and tailwind limits.

PER-6B FOR TRAINING PURPOSES ONLY

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ANGLE BETWEEN WIND DIRECTION AND FLIGHT PATH

Figure PER-3B. Wind Components Chart

FOR TRAINING PURPOSES ONLY PER-7B

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AIRSPEED LIMITATIONS
The S-76B has an excellent, useful load-to-gross weight ratio and has enough
power when operating at some gross weights and altitudes to exceed the air-
speeds for which the structure was designed. For this reason, there are three
placards in the cockpit defining the never-exceed speed or VNE for various flight
conditions. Examples of the V NE placards are shown in Figure PER-4B.

S-76B V NE limit placards contain V NE limits for:

• Power on, gross weights to 11,700 pounds and

below—155 knots maximum

• Power on, gross weights 11,001 to 11,700 pounds

above 10,000 feet density altitude

• Power off, all weights—136 knots maximum

At sea level and 15°C, according to the charts, no maximum V NE limit is

exceeded.

PER-8B FOR TRAINING PURPOSES ONLY

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Figure PER-4B. S-76B VNE Placards

FOR TRAINING PURPOSES ONLY PER-9B

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CATEGORY A AND CATEGORY B

The following paragraphs are excerpts from AC 29-2 Airworthiness Standards,
Transport Category Rotorcraft and are provided in order to further define and
explain Category A and Category B. These excerpts are listed under the
Section 1 “General.”

Part 29.1 (through Amendment 29-19) Applicability

This section prescribes the rotorcraft categories eligible for certification
under this part. There is no minimum weight limit for certification under Part
29; however, Part 27 is applicable to rotorcraft with maximum weights of 6,000
pounds or less so that Part 29, in effect, deals with rotorcraft which have a
maximum weight greater than 6,000 pounds. In Part 29, there are two cate-
gories of rotorcraft, Category A and Category B.

Category A
Category A provides the most rigid rules, requiring multiengine design with
independent engines, fuel systems, and electrical systems. Category A design
requires that no single failure can cause loss of more than one engine. Although
there is no limit on maximum weight, Category A rotorcraft are certificated
at a weight which assures a minimum climb capability in the event of an en-
gine failure and with adequate surface area to assure a safe landing in the event
an engine fails early in the takeoff run.

Category B
Category B rotorcraft may be single-engine or multiengine and may not have
a maximum weight greater than 20,000 pounds. Category B rotorcraft are not
required to have the capability for continued flight with an engine failed.

Table PER-1B. S-76B TORQUE LIMITS

POWER RATING ENGINE TORQUE TRANSMISSION TORQUE

LIMITS—% LIMITS—%
21/2-minute power OEI — 136
30-minute power OEI 141 128
Takeoff 133 100
Normal cruise 120 100
(maximum continuous)

PER-10B FOR TRAINING PURPOSES ONLY

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For single-engine rotorcraft and multiengine rotorcraft without engine iso-

lation, the height/velocity diagram is conducted with sudden failure of all en-
gines, and the takeoff distance is measured through the clear area of the
diagram to the 50-foot point with all engines operating. The landing distance
is determined with all engines inoperative.

Category B multiengine rotorcraft may be certificated with Category A de-

sign features of Part 29. These rotorcraft meet the design requirements of
Category A but the performance requirements of Category B. Stay-up abil-
ity after an engine failure is not assured. The takeoff is conducted with all
engines operating, while the height/velocity diagram and landing distances
are determined with the most critical engine inoperative.

Part 29.59 (through Amendment 29-19) Takeoff Path:

Category A
The Category A concept limits the helicopter takeoff weight such that if an
engine failure occurs at or before the critical decision point (CDP), a safe land-
ing can be made, or if the engine fails at or after the CDP, the takeoff can be
continued. The purpose of these tests is to define the CDP, evaluate the nec-
essary pilot techniques, and determine the required takeoff area for either al-
ternative. The condition of equal distances for either stopping or continuing
the takeoff is called a balanced field length. The combination of altitude and
speed at the CDP which produces a balanced field length is not required for
certification. This section deals with the Category A takeoff and rejected take-
off profiles. The profiles necessarily involve consideration of an average
pilot skill level as well as a sequence in which it is assumed various config-
uration adjustments are made to the helicopter.

The Category A takeoff path begins with an all-engine acceleration segment

to the CDP and continues with one-engine-inoperative acceleration to take-
off safety speed (V TOSS ). CDP is a go/no-go condition which is analogous to
V 1 speed in transport airplanes. Prior to CDP the pilot is stop-oriented, and
when an engine fails in this portion of the takeoff, he aborts because suffi-
cient energy to assure conditioned flight has not been attained. At the CDP
the pilot becomes go-oriented, and when an engine fails at or beyond this point,
the takeoff is continued because sufficient surface area to abort the takeoff
does not exist. The CDP is a combination of speed and altitude, which per-
mits acceleration to V TOSS and attaining 35 feet above the surface with the
critical engine failed. The takeoff flight path and the CDP must be defined
so that a safe landing can be made from any point up to the CDP. This profile
may differ significantly from the height/velocity diagram and takeoff flight
path developed for Category B weights. The CDP is the last point in the take-
off profile at which a rejected takeoff capability is assured.

FOR TRAINING PURPOSES ONLY PER-11B

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The rejected takeoff profile begins with an all-engine acceleration segment

to the CDP and ends when the rotorcraft is brought to a complete stop on the
designated takeoff surface. The critical engine is made inoperative at the
CDP, and the landing must be made with the remaining engine operating
within approved limits. The rejected takeoff distance is normally measured
at a given reference point on the helicopter from the start of the takeoff to the
same reference point after the helicopter has come to a complete stop. This
distance should be increased by the helicopter length (including main and tail
rotor tip paths).

The OEI transition segment is defined as the segment from CDP, where the
engine becomes inoperative, to V TOSS . It is assumed that the maximum ap-
proved OEI power is used until the allowable time duration for that power is
exhausted. Landing gear retraction, if appropriate, is assumed after V TOSS and
a positive gradient are achieved above 35 feet. It must be possible for the crew
to fly the rotorcraft to V TOSS and attain an altitude of 35 feet and then climb
to 100 feet above the takeoff surface by flying the helicopter solely by the
primary flight controls (including collective).

The landing gear may be retracted when above 35 feet if V TOSS and a posi-
tive rate of climb are attained. RFM procedures may recommend adjustment
of auxiliary controls to improve OEI performance. However, the minimum
guaranteed performance in 29.67(a) should not be based on use of auxiliary
controls, beepers, etc.

Manipulation of the throttle controls or beep switches may be permitted as

long as such manipulation can be accomplished readily by the pilot flying the
helicopter without removing his hands from the cyclic and collective flight
controls. These manipulations of engine controls should not make major ad-
justments in the power, should require little pilot attention, and should not
occur before attaining V TOSS . In no case should this be less than three sec-
onds after the critical engine is made inoperative.

The failure of one engine cannot affect continued safe operation of the re-
maining engines or require any immediate action by the crew per 29.903(b).
If a 2.5-minute power rating is used, it must be possible to complete the
Category A takeoff profile, assuming an engine failure at CDP, accelerate to
V TOSS , attain 35 feet above the surface, and complete landing gear retraction
prior to exhausting the 2.5-minute time limit.

The takeoff safety speed V TOSS, is a speed at which 100-fpm rate of climb is
assured under conditions defined in 29.67(a). The takeoff distance is the dis-
tance from initial hover to the point at which V TOSS and 35 feet in a climb-
ing posture are attained.

Continued acceleration and climb capability from 100 feet above the takeoff
surface is assured by the 100-fpm V TOSS climb requirement of 29.67(a) and
the 150-fpm requirement of 29.67(a)(2), normally demonstrated at V Y . It must
be shown that the helicopter can be accelerated from V TOSS to V Y in a con-
tinuous maneuver without losing altitude, including any configurative change
(landing gear retraction, etc.).

PER-12B FOR TRAINING PURPOSES ONLY

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During normal operations, the critical decision point is a go/no-go condition

for the pilot. Prior to this point the pilot is stop-oriented and aborts the
takeoff in the event of engine failure. At the CDP he becomes go-oriented and
continues the takeoff if an engine fails. If an engine failure does not occur,
the pilot continues his climb and accelerates past the CDP to recommend
climb speed.

Category A Requirements—Landing Weight

The Category A certification concept limits landing weight to a value that al-
lows the helicopter, following an engine failure at the landing decision point
(LDP), to land within the available runway or to execute a balked landing,
descending no lower than 35 feet above the landing surface.

The Category A landing profile begins with an assumed engine failure at or

prior to the LDP. The LDP is typically defined in terms of airspeed, rate of
descent, and altitude above the landing surface. The approach path angle can
be determined by LDP airspeed and rate of descent values.

Definition of the LDP must include an approach angle because both the land-
ing distance and the missed approach path are significantly influenced by land-
ing approach angle. At any point in the single-engine approach path down to
and including the LDP, the pilot may elect to land or to execute a balked land-
ing. He is assured both an adequate surface area for OEI landing and adequate
climb capability for an OEI balked landing. In other words, if an engine fails
at any point down to and including the LDP, the pilot may safely elect to land
or to go around by executing a balked landing. The LDP must be defined to per-
mit acceleration to V TOSS at an altitude no lower than 35 feet above the land-
ing surface. The LDP represents a commitment point for landing.

Prior to the LDP in the one-engine-inoperative approach, the pilot has a

choice: he may either land or fly away. After passing the LDP he no longer
has sufficient energy to assure transition to a balked landing condition with-
out contacting the landing surface. If an engine fails after LDP in a normal
(all engines) landing, the pilot is committed to land. The LDP and landing
approach path must be defined so that critical areas of the height/velocity di-
agram are avoided. A typical LDP for conventional Category A profiles is 100
feet above the landing surface. LDP should be specified in terms of both ac-
tual altitude and above the landing surface and indicated barometric altitude.
Speed at the LDP should be specified in terms of indicated airspeed.

Approach and landing path requirements are stated in general terms above.
The approach path must allow smooth transition for one-engine-inoperative
landing and for balked landing maneuvers and must allow adequate clearance
from potentially hazardous high velocity combinations. Landing distance is
measured from a point 50 feet (25 feet for V TOL ) above the landing surface
to a stop. For RFM purposes, the distance is from the point at which the low-
est part of the helicopter first reaches 50 feet (25 for V TOL ) to the foremost
point of the helicopter (including rotor tip path) after coming to a stop.

FOR TRAINING PURPOSES ONLY PER-13B

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Section 29.75(b)(5) contains the Category A certification requirement for last-

engine failure and all-engines-inoperative landing. The rule states that it
must be possible to make a safe landing on a prepared surface after complete
power failure during normal cruise. It is not intended that all engines be
failed simultaneously. The conditions for last-engine failure are maximum
continuous power, or 30-minute power if that rating is approved, wings-level
flight, and sudden engine failure with pilot delay of one second or normal pilot
recognition time, whichever is greater. Complete power failure has occurred
in twin-engine Category A helicopters. This requirement ensures that in the
event of cockpit mismanagement, fuel exhaustion, improper maintenance, fuel
contamination, or unforeseen mechanical failures, a safe autorotation entry
can be made, and a safe power-off landing can be effected. Two separate as-
pects of this rule are normally evaluated at different times during the test pro-
gram. The last engine failure is normally evaluated during cruise or V NE
engine failure testing where instrumentation and critical loading have been
established for those test conditions.

The S-76B helicopter has been certificated under Federal Aviation Regulations,
Part 29 (FAR 29) as a transport category rotorcraft.

The S-76B has demonstrated compliance with the requirements of Part 29 for
both Category A and Category B operations.

S-76B CATEGORY A TAKEOFF PROFILES

Takeoff Computations
The S-76B Category A takeoff profiles are shown in Figure PER-5B and fea-
ture variable critical decision point (CDP) and takeoff safety speed (V 2 ).
The CDP, expressed only in terms of airspeed, is selectable in 1-knot in-
crements between 30 and 50 knots while V 2 , defined as CDP + 10 knots,
varies in 1-knot increments between 40 and 60 knots. This permits payload
to be traded off against available field length in such a manner that Category
A one-engine-inoperative (OEI) climb performance minimum can be main-
tained over a wide range of environmental conditions.

Figure PER-10B shows a rejected takeoff (RTO) and continued takeoff (CTO)
distances a function of pressure altitude, temperature, headwind component,
CDP speed, and V 2 speed. RTO and CTO distances are directly proportional
to CDP and V 2 speeds, respectively; therefore, lower CDP and V 2 speeds equate
to shorter field lengths. Figures PER-6B and PER-7B show the maximum take-
off and landing gross weights as a function of pressure altitude, temperature
and CDP/V 2 speeds. Maximum takeoff and landing gross weight is directly
proportional to CDP/V 2 speeds; therefore, higher CDP/V 2 speeds can equate
to higher maximum takeoff gross weights.

The Category A takeoff procedure provides the flexibility to address specific

payload and/or field length requirements appropriate to the operational scenarios
in the following examples.

PER-14B FOR TRAINING PURPOSES ONLY

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Example 1 (PT6B-36A Engine)

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

1. Enter Figure PER-10B with the RTO space available, and using the
headwind component, pressure altitude, and temperature, read the resultant
CDP speed. Note: If the resultant is greater than 50 knots, use 50 knots
as CDP.

2. Enter Figure PER-6B or PER-7B for the appropriate EAPS configu-

ration with pressure altitude, temperature, and CDP speed from step
1, and determine the maximum takeoff gross weight. If the horizon-
tal line defined by pressure altitude and temperature intersects 11,700
pounds at a CDP speed lower than the CDP from step 1, use the lower
CDP speed, or if the desired takeoff gross weight is less than the
maximum permitted takeoff gross weight, use the lower CDP speed
corresponding to the desired takeoff gross weight.

3. Using Figure PER-10B, verify that the CTO distance for V 2 (CDP +
10 knots) is suitable for the takeoff area.

Given:
Available RTO field length ...................................................... 650 feet
Pressure altitude....................................................................... Sea level
Temperature .................................................................................... 15°C
Headwind component............................................................... 20 knots
EAPS .............................................................................................. Off/on
Determine:
CDP speed.................................................................................. 32 knots
V 2 speed ..................................................................................... 41 knots
CTO distance ............................................................................. 760 feet
Maximum takeoff gross weight:
EAPS off.......................................................................... 11,400 pounds
EAPS on .......................................................................... 10,950 pounds

FOR TRAINING PURPOSES ONLY PER-15B

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Figure PER-5B. S-76B Category A Takeoff Profiles

PER-16B FOR TRAINING PURPOSES ONLY

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Figure PER-6B. S-76B Category A Maximum Takeoff and

Landing Gross Weight—EAPS Off

Figure PER-7B. S-76B Category A Maximum Takeoff and

Landing Gross Weight—EAPS On

FOR TRAINING PURPOSES ONLY PER-17B

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Example 1—PT6B-36B Engine

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

1. Enter Figure PER-5B with the RTO space available, and using the
headwind component, pressure altitude, and temperature, read the resultant
CDP speed. Note: If resultant is greater than 50 knots, use 50 knots
as CDP.

2. Enter Figure PER-8B or PER-9B for the appropriate EAPS configu-

ration with pressure altitude, temperature, and CDP speed from step
1, and determine the maximum takeoff gross weight. Note (1) If the
horizontal line defined by pressure altitude and temperature intersects
11,700 pounds at a CDP speed lower than the CDP from step 1, use
the lower CDP speed, or (2) if the desired takeoff gross weight is less
than the maximum permitted takeoff gross weight, use the lower CDP
speed corresponding to the desired takeoff gross weight.

3. Using Figure PER-5B, verify that the CTO distance for V 2 (CDP +
10 knots) is suitable for the takeoff area.

Given:
Available RTO field length ...................................................... 650 feet
Pressure altitude ..................................................................... 3,000 feet
Temperature ................................................................................. +10°C
Headwind component............................................................... 20 knots
EAPS .................................................................................................... Off

Determine:
CDP speed.................................................................................. 31 knots
Maximum takeoff gross weight ................................... 10,500 pounds
V 2 speed ..................................................................................... 41 knots
CTO distance ............................................................................. 850 feet

Example 2—PT6B-36A Engine

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

1. Enter Figure PER-6B and PER-7B for the appropriate EAPS configura-
tion with the desired takeoff gross weight, and using the pressure
altitude and temperature, read the resultant CDP and V 2 (CDP + 10
knots) speeds.

2. Enter Figure PER-5B with pressure altitude, temperature, headwind

component, and CDP and V 2 from step 1, and determine the RTO and
CTO field length requirements.

PER-18B FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

Given:
Desired takeoff gross weight ....................................... 11,000 pounds
Pressure altitude ........................................................................ 500 feet
Temperature .................................................................................... 15°C
Headwind component............................................................... 20 knots
EAPS .............................................................................................. Off/on

Determine (EAPS OFF):

CDP speed.................................................................................. 30 knots
V 2 speed ..................................................................................... 40 knots
RTO distance ............................................................................. 600 feet
CTO distance ............................................................................. 720 feet

Determine (EAPS ON):

CDP speed.................................................................................. 32 knots
V 2 speed ..................................................................................... 42 knots
RTO distance ............................................................................. 650 feet
CTO distance ............................................................................. 760 feet

Refer to Figure PER-5B for S-76B Category A takeoff profiles.

The procedure for a Category A takeoff is:

1. Set the orange airspeed bug at the CDP speed and the green bug at the
V 2 speed.

2. Hover at 5-foot wheel height, and note the stabilized hover torque
required.

3. Increase collective to achieve 10% torque greater than hover, lower

the nose as necessary to result in a 5- to 10-foot wheel height, and level
acceleration to the CDP.

4. Upon passing the CDP, adjust pitch attitude to initiate a climb at V 2 .

5. With V 2 established in a positive climb and helicopter clear of obstacles,

gradually accelerate to best rate-of-climb speed (VBROC), and retract the
landing gear.

FOR TRAINING PURPOSES ONLY PER-19B

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Figure PER-8B. S-76B Category A Maximum Takeoff and

Landing Gross Weight—EAPS Off

Figure PER-9B. S-76B Category A MaximumTakeoff and Landing

Gross Weight—EAPS On

PER-20B FOR TRAINING PURPOSES ONLY

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Figure PER-10B. S-76B Category A Rejected and Continued Takeoff

Distances—PT6b-36A

FOR TRAINING PURPOSES ONLY PER-21B

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SIKORSKY S-76 PILOT TRAINING MANUAL

Example 2—PT6B-36B Engine

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

1. Enter Figure PER-8B and PER-9B for the appropriate EAPS configura-
tion with the desired takeoff gross weight, and using the pressure alti-
tude and temperature, read the resultant CDP and V 2 (CDP + 10 knots)
speeds.

2. Enter Figure PER-10B with pressure altitude, temperature, headwind

component, and CDP and V2 from step 1, and determine the RTO and
CTO field length requirements.

Given:
Desired takeoff gross weight ....................................... 11,000 pounds
Pressure altitude ..................................................................... 3,000 feet
Temperature ................................................................................. +10°C
Headwind component............................................................... 20 knots
EAPS .................................................................................................... Off

Determine EAPS OFF/ON:

CDP speed.................................................................................. 36 knots
V 2 speed ..................................................................................... 46 knots
RTO distance ............................................................................. 820 feet
CTO distance ............................................................................. 930 feet

Single-Engine Failure on Takeoff

Engine failure during Category A takeoff can be detected by the occurrence
of an unusual torque split and possible rotor droop, as well as illumination
of the engine-out light and sounding of the engine-out tone. The procedure
to follow depends on the point in the takeoff sequence where the failure oc-
curs. If an engine fails before or at the CDP, the takeoff is rejected, while the
takeoff is continued if the failure occurs after the CDP.

Prior to reaching 30 KIAS:

1. Initiate a reject by rotating noseup to 5 to10° pitch attitude.

2. Apply collective to cushion ground contact.

3. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

4. Apply wheel brakes as necessary to stop within the available reject

distance.

PER-22B FOR TRAINING PURPOSES ONLY

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After passing 30 KIAS up to and including the CDP (V 1 at 5- to10-foot wheel

height):

1. Initiate a reject by rotating noseup to 10° pitch attitude, and when

sufficient ground clearance is gained, continue rotation up to 25°
pitch attitude.

2. Positively reduce collective to maintain rotor rpm in the resultant level

deceleration.

3. With adequate reduction in apparent ground speed, reduce flare to 5

to 10° noseup pitch attitude.

4. Apply collective to cushion ground contact.

5. After touchdown, neutralize cyclic and reduce collective to minimum.

6. Apply wheel brakes as necessary to stop within the available reject

distance.

After CDP (V 1 at 5- to 10-foot wheel height):

1. Lower collective to maintain rotor rpm at or above 100%.

2. Gently adjust pitch attitude to establish a climb at V 2 airspeed.

3. Retract landing gear with positive rate of climb established.

S-76B CATEGORY A LANDING PROFILES

Category A Approach and Landing
Refer to Figure PER-11B and use the following procedure for a Category A
approach and landing:

1. Establish an approach to arrive at the LDP, a point 250 feet above the
touchdown elevation, with 40 KIAS and rate of descent of no more
than 600 fpm.

2. Initiate a deceleration when passing 50 feet at 40 KIAS.

3. Continue approach and deceleration to a running touchdown or hover.

Observe limitations shown on height/velocity diagram.

FOR TRAINING PURPOSES ONLY PER-23B

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Figure PER-11B. S-76B Category A Landing Profiles

PER-24B FOR TRAINING PURPOSES ONLY

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SIKORSKY S-76 PILOT TRAINING MANUAL

Alternate Category A Landing

S-76B alternate Category A landing procedure:

1. Establish an approach to arrive at the LDP, a point 75 feet above the

touchdown elevation, with 60 KIAS and rate of descent of no more
than 300 fpm.

2. Upon passing the LDP, initiate a smooth deceleration while reducing

collective to continue descent through 50 feet with up to 20 to 25° flare
attitude.

3. Apply collective to reduce descent rate and decrease flare attitude to

pass 20 feet at approximately 30 KIAS.

4. Continue approach and deceleration to a running touchdown or hover.

5. Apply brakes as necessary (34 knots maximum)

Single-Engine Failure During Approach

The Category A landing decision point (LDP) is 250 feet above the touch-
down elevation at 40 KIAS and not more than 600 fpm rate of descent. If an
engine failure occurs before or at the LDP, the pilot may elect to perform a
balked landing or continue the approach to complete a single-engine land-
ing. The approach must be continued to touchdown if the failure occurs after
the LDP.

Prior to LDP use the following procedure:

1. Apply collective to utilize available single-engine power, and main-

tain rotor rpm at or above 100% N R .
2. Adjust pitch attitude to achieve a gradual acceleration to 60 KIAS.

3. Retract landing gear with a positive rate of climb established.

4. When clear of obstacles, continue climb and gradually accelerate to

V BROC airspeed.

5. Reduce collective slowly to return rotor rpm to 107% N R , and observe

engine and transmission limits.

After LDP refer to Category A or B single-engine landing.

FOR TRAINING PURPOSES ONLY PER-25B

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SIKORSKY S-76 PILOT TRAINING MANUAL

Single-Engine Landing—Category A or B
For a single-engine landing use the following procedure:

1. Establish normal approach so as to arrive at a point 250 feet above the

touchdown elevation at 40 KIAS at a rate of no more than 600 fpm
rate of descent.

2. Initiate a deceleration when passing 50 feet at 40 KIAS.

3. Continue deceleration to running touchdown at or above translational

lift. Use collective pitch to cushion touchdown.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply brakes as necessary to stop within heliport confines.

The S-76B Category A landing distance from 50-foot height to stop allows
the pilot to determine the landing distance required with one engine inoper-
ative utilizing the Category A landing procedure. Refer to Figure PER-12B
and use the following procedure for computation of landing distance.

1. Enter the chart at sea level, and proceed vertically to the 15°C tem-
perature line.

2. Move horizontally to the index line.

Figure PER-12B. S-76B Category A Landing Distance from

50-Foot Height to Stop

PER-26B FOR TRAINING PURPOSES ONLY

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3. Proceed vertically to the 0 headwind line.

4. Move across to read 600 feet landing distance.

S-76B CATEGORY B TAKEOFF PROFILES

Takeoff Computation
For category B takeoff, use the following procedure:

1. Hover at 5-foot wheel height and note the hover torque required.

2. Accelerate forward while maintaining 5- to 10-foot wheel height.

3. Increase collective to achieve up to 10% torque over hover and con-

tinue level acceleration. Do not exceed takeoff limits.

4. As 50 KIAS is achieved, raise nose to maintain 55 KIAS and climb

until all obstructions are cleared. During takeoff and climb, observe
height/velocity limits.

Tabular charts (Figures PER-13B through PER-16B) provide data that allow
calculation of takeoff distance from a 5-foot hover to 50 feet for EAPS/anti-
ice on and off. The example is with EAPS anti-ice off and consists of the fol-
lowing steps PT6B-36A engine:

1. Read across the top row, and find the column for gross weight to be
used, in this case 11,400 pounds.

2. Read down the left side of the chart to find the OAT. Use 15°C so that
interpolation between 0 and 20°C is possible.

Calculation:

Takeoff distance at 20°C ............................................................... 1,010

Takeoff distance at 0°C .................................................................... 950
A difference of ............................................................................ 60 feet

3. Divide the 60-foot distance by the 20° temperature spread and obtain
result of 3 feet for each 1° of temperature. Multiply 3 feet by 15° (OAT)
and obtain a result of 45 feet. Add 45 feet to the sea level 0° OAT take-
off distance of 950 feet to determine the Category B takeoff distance
of 995 feet at sea level and 15°C.

Single-Engine Failure on Takeoff

If gross weight and flight path permit, takeoff and climbout may be contin-
ued. For a rejected takeoff, use the following procedure:

1. Reduce collective pitch as necessary to maintain rotor rpm if altitude

permits.

FOR TRAINING PURPOSES ONLY PER-27B

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2. Make a partial flare to reduce ground speed. Limit flare to 10° when
close to the ground.

3. Apply collective to cushion ground contact.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply wheel brakes to minimize ground roll.

S-76B CATEGORY B LANDING PROFILES

Approach and Landing
Use the following procedure for a Category B approach and landing:

1. Establish approach to arrive at a point 250 feet above the touchdown

elevation at 40 KIAS at a rate descent of no more than 500 fpm.

2. Initiate a decelerate when passing 50 feet at 40 KIAS.

3. Continue approach and deceleration to running touchdown or hover.

Observe limitations shown on height/velocity diagram.

For landing distance calculation (Figure PER-17) from a 50-foot height to stop,
use the following procedure (PT6B-36A engine):

1. Locate pressure altitude in the left column (sea level).

2. Go across to the OAT (15°C). Interpolate between 10° (600 feet) and
20° (610 feet). Halfway between the two indicates a stopping distance
of 605 feet.

PER-28B FOR TRAINING PURPOSES ONLY

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Figure PER-13B. S-76B Category B Takeoff Distance—EAPS Off, PT6B-36A
FOR TRAINING PURPOSES ONLY PER-29B
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SIKORSKY S-76 PILOT TRAINING MANUAL
Figure PER-14B. S-76B Category B Takeoff Distance—EAPS On, PT6B-36A
PER-30B FOR TRAINING PURPOSES ONLY
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SIKORSKY S-76 PILOT TRAINING MANUAL
Figure PER-15B. S-76B Category B Takeoff Distance—EAPS Off, PT6B-36B
FOR TRAINING PURPOSES ONLY PER-31B
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Figure PER-16B. S-76B Category B Takeoff Distance—EAPS On, PT6B-36B
PER-32B FOR TRAINING PURPOSES ONLY
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Figure PER-17B. S-76B Category B Landing Distance from

50-Foot Height to Stop—PT6B-36A

Figure PER-18B. S-76B Category B Landing Distance from

50-Foot Height to Stop—PT6B-36B

FOR TRAINING PURPOSES ONLY PER-33B

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Single-Engine Landing
For a Category A or B single-engine landing, use the following procedure:

1. Establish normal approach so as to arrive at a point 250 feet above the

touchdown elevation at 40 KIAS at a rate of no more than 600 fpm.

2. Initiate a deceleration when passing 50 feet at 40 KIAS.

3. Continue deceleration to running touchdown at or above translational

lift. Use collective pitch to cushion touchdown.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply brakes as necessary to stop within heliport confines.

RATE OF CLIMB
Best Rate of Climb (BROC)
In order to attain the best rate-of-climb performance, the helicopter must be
flown at BROC speed. BROC speed at sea level is 74 KIAS and decreases 1
KIAS per 1,000 feet of increase in pressure altitude. To find the BROC speed
for a particular altitude, either mathematically correct for pressure altitude
or find that altitude on the left side of one of the BROC speed charts (Figure
PER-19B). From there proceed horizontally to the slanted line, and then drop
vertically to the bottom line and read BROC speed.

The forward climb performance charts (Figures PER-20B through PER-26B)

permit calculation of the actual rates of climb for the following flight conditions:

• Single-engine operation at 30-minute power and V TOSS

• Single-engine operation at 30-minute power and BROC speed

• Single-engine operation at maximum continuous power and BROC speed

• Twin-engine operation at maximum continuous power and BROC speed

All of the above rates of climb are computed in the same manner except the
single-engine operation at 2.5-minute power and 52 KIAS.

PER-34B FOR TRAINING PURPOSES ONLY

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Figure PER-19B. BROC Speed Chart

FOR TRAINING PURPOSES ONLY PER-35B

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SIKORSKY S-76 PILOT TRAINING MANUAL

Forward Climb Performance

The following example is shown in Figure PER-20B. The charted procedure
is used to determine rate of climb for combinations of gross weight, OAT, and
pressure altitude (PT6B-36A engine).

1. Enter chart at sea level, and proceed vertically to the 15° OAT line or
main transmission torque limit line.

2. Move horizontally to the right to intersect the 10,500 gross weight line.

3. Move downward to read a rate of climb of 700 fpm.

The remaining rate of climb charts, excerpt the V TOSS chart, are computed
as in the example above.

The S-76B forward climb performance single-engine 30-minute power at

takeoff safety speed chart (Figure PER-26B) allows determination of the
available rate of climb at a predetermined V 2 (V TOSS ) airspeed.

Use the following steps to determine the S-76B rate of climb at V TOSS :

1. Enter the chart at 4,000 pressure altitude, and proceed vertically to

the 15° OAT line.

2. Move horizontally to the right to intersect the gross weight line as cal-
culated in the S-76B Category A maximum takeoff and landing gross
weight chart (in this example, 11,400 pounds).

3. Move downward to intersect the V 2 (V TOSS ) line as determined in the

S-76B Category A Rejected and Continued Takeoff Distances chart
and Category A Maximum Gross Weight Chart (Figure PER-6B and
PER-7B), in this case 50 KIAS.

4. Move horizontally to read a rate of climb of 130 fpm.

PER-36B FOR TRAINING PURPOSES ONLY

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Figure PER-20B. S-76B Forward Climb Performance—

30-Minute OEI, PT6B-36A

Figure PER-21B. S-76B Forward Climb Performance—

Maximum Continuous OEI, PT6B-36A

FOR TRAINING PURPOSES ONLY PER-37B

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Figure PER-22B. S-76B Forward Climb Performance—

30-Minute OEI, PT6B-36B

Figure PER-23B. S-76B Forward Climb Performance—

Maximum Continuous OEI, PT6B-36B

PER-38B FOR TRAINING PURPOSES ONLY

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Figure PER-24B. S-76B Forward Climb Performance—Two Engines

Maximum Continuous (Sheet 1 of 2)

Figure PER-24B. S-76B Forward Climb Performance—Two Engines

Maximum Continuous (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY PER-39B

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Figure PER-25B. S-76B Forward Climb Performance—

30-Minute OEI at VTOSS

PER-40B FOR TRAINING PURPOSES ONLY

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HOVER PERFORMANCE
The ability to predict hover performance is important because if the S-76B
is too heavy to hover out of ground effect (OGE), then it is too heavy to per-
form certain specialized missions. The RFM gives the weights for OGE hover
at various pressure altitudes and temperatures.

S-76B Hover Performance Calculation

Charts (Figures PER-26B through PER-29B) are provided for hover out of
ground effect performance. One is for EAPS/anti-ice off, and the other is for
EAPS/anti-ice on. In this example, the EAPS/anti-ice chart is used. To de-
termine the helicopter OGE gross weight, use the following procedure:

1. Find pressure altitude on the left side of the chart.

2. Go to the right to intercept the OAT line or the maximum gross weight
line, whichever is intersected first.

3. Go down to find the OGE gross weight, in this example 11,700 pounds.

With ISA conditions at sea level the helicopter can hover at 11,700 pounds
up to approximately 37°C with EAPS off.

These charts can also be used to determine if hover OGE performance is avail-
able at a given gross weight, OAT, and altitude. For this example, use 11,700
pounds gross weight, 15°C OAT, and 3,000 feet pressure altitude with EAPS
on. Using the OGE EAPS/anti-ice on chart and the following procedure:

1. Along the bottom of the chart find 11,700 pounds gross weight.

2. Move up to the 15°C line.

3. Go left to find the maximum OGE hover limit (4,100 feet).

The helicopter can hover OGE up to approximately 4,100 feet. That is higher
than the altitude in this example, so hover OGE performance is available.

HEIGHT/VELOCITY LIMITS
The height/velocity chart (Figure PER-30B) shows airspeed/altitude combi-
nations to be avoided. Operations outside the scheduled areas on this chart al-
lows for execution of a safe landing in the event of sudden single-engine failure.

FOR TRAINING PURPOSES ONLY PER-41B

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Figure PER-26B. S-76B Hover out of Ground Effect—

EAPS Off, PT6B-36A

PER-42B FOR TRAINING PURPOSES ONLY

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Figure PER-27B. S-76B Hover out of Ground Effect—

EAPS Off, PT6B-36B

FOR TRAINING PURPOSES ONLY PER-43B

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Figure PER-28B. S-76B Hover out of Ground Effect—

EAPS On, PT6B-36A

PER-44B FOR TRAINING PURPOSES ONLY

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Figure PER-29B. S-76B Hover out of Ground Effect—

EAPS On, PT6B-36B

FOR TRAINING PURPOSES ONLY PER-45B

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Figure PER-30B. S-76B Height/Velocity Chart

PER-46B FOR TRAINING PURPOSES ONLY

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PERFORMANCE
CONTENTS
Page
INTRODUCTION........................................................................ PER-1C
PERFORMANCE ........................................................................ PER-1C
General ............................................................................... PER-1C
Atmosphere ........................................................................ PER-1C
Temperature Chart .............................................................. PER-2C
Density Altitude ................................................................. PER-4C
Wind Components .............................................................. PER-6C
Airspeed Limitations .......................................................... PER-8C
Category A and Category B ............................................. PER-10C
S-76C Category A Takeoff............................................... PER-14C
S-76C Category A Landing.............................................. PER-16C
S-76C Alternate Category A Landing Technique ............ PER-16C
S-76C Category B Takeoff ............................................... PER-16C
S-76C Category B Landing .............................................. PER-17C
S-76C Category A Takeoff Profiles.................................. PER-17C
S-76C Category A Landing Profiles ................................ PER-19C
S-76C Category B Takeoff Profiles.................................. PER-26C
S-76C Category B Landing Profiles................................. PER-26C
Rate of Climb ................................................................... PER-28C
Hover Performance........................................................... PER-35C
Height/Velocity Limits ..................................................... PER-37C

FOR TRAINING PURPOSES ONLY PER-iC

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ILLUSTRATIONS
Figure Title Page
PER-1C Temperature Chart .................................................. PER-3C
PER-2C Density Altitude Chart ............................................ PER-5C
PER-3C Wind Components Chart ........................................ PER-7C
PER-4C S-76C VNE Placards ................................................ PER-9C
PER-5C S-76C Category A Rejected and Continued
Takeoff Distances.................................................. PER-15C
PER-6C S-76C Category A Takeoff Profiles ...................... PER-18C
PER-7C S-76C Category A Landing Profiles .................... PER-20C
PER-8C S-76C Category A Landing Distance
from 50-Foot Height to Stop ................................ PER-23C
PER-9C S-76C Category B Takeoff Distance .................... PER-24C
PER-10C S-76C Category B Landing Distance
from 50-Foot Height to Stop ................................ PER-27C
PER-11C BROC Speed Chart .............................................. PER-29C
PER-12C S-76C Climb Performance—21/2-Minute OEI .... PER-30C
PER-13C S-76C Forward Climb Performance—Maximum
Continuous OEI .................................................... PER-31C
PER-14C S-76C Forward Climb Performance—Maximum
Two Engines Continuous ...................................... PER-33C
PER-15C S-76C Forward Climb Performance—
Normal Cruise Power............................................ PER-34C
PER-16C S-76C Hover out of Ground Effect ...................... PER-36C
PER-17C S-76C Height/Velocity Diagram .......................... PER-38C

FOR TRAINING PURPOSES ONLY PER-iiiC

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PERFORMANCE
INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76C aircraft perfor-
mance has been calculated. The manufacturer provides the necessary per-
formance data in the Rotorcraft Flight Manual. This chapter is intended to
provide the S-76C pilot with information on how to use the published charts
and tables. It must not be used for actual performance data.

The performance section explains how to utilize the charts and tables provided
in Part 1, Section IV of the RFM.

PERFORMANCE
GENERAL
Performance data for the S-76C is provided in the Rotorcraft Flight Manual.
Part 1 provides the operating limits in Section I and performance data in Section
IV. Part 2 lists supplemental performance data in Section V. These sections
deal with performance requirements relating to hover, takeoff, climb, cruise,
and landing. Each of the charts is based on a stated set of operational condi-
tions and limitations which must be recognized and understood by the pilot.
Compliance with the requirements of Part 1, Section I of the RFM assures op-
erations in accordance with Federal Aviation Regulations (FARs).

Performance charts used in this section were derived from the RFMs for the
S-76C equipped with Turbomeca Arriel 1S1 gas turbine engines.

NOTE
Use of the charts contained herein are for training pur-
poses only. Use only current, approved performance data
charts in the RFM to determine actual performance.

ATMOSPHERE
Review the charts using international standard atmosphere (ISA) 15°C (59°F)
and 29.92 in. Hg conditions at sea level. For the S-76C performance exam-
ple, use a gross weight of 11,700 pounds with anti-ice off.

FOR TRAINING PURPOSES ONLY PER-1C

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TEMPERATURE CHART
A centigrade to Fahrenheit temperature conversion chart (Figure PER-1C) is
provided because many of the RFM performance charts use centigrade tem-
peratures. To convert centigrade to Fahrenheit:

1. Find the centigrade temperature on the bottom line of the chart (15°C).

2. Follow the vertical line from that point to the diagonal line above.

3. Follow the horizontal line from that point to the Fahrenheit scale on
the left, and read the Fahrenheit temperature (59°F).

To convert Fahrenheit to centigrade, reverse the procedure.

Ambient temperature limits are:

• –34.4°C (–30°F) to ISA + 36.7°C (98°F) not to exceed 48.9°C (120°F)

PER-2C FOR TRAINING PURPOSES ONLY

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Figure PER-1C. Temperature Chart

FOR TRAINING PURPOSES ONLY PER-3C

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DENSITY ALTITUDE
The performance charts use pressure altitude as one of the variables, but al-
titude limits given in the RFM are in density altitude. Pressure altitude is de-
fined as the altitude at which a certain atmospheric pressure exists if using
the standard ICAO atmospheric setting of 29.92 in. Hg.

Density altitude is pressure altitude corrected for temperature and humid-

ity. Humidity effects are very small and are not considered in the following
computation.

To compute density altitude from the RFM chart (Figure PER-2C), use the
following steps:

1. Find 15° on the centigrade scale at the bottom of the chart.

2. Follow the vertical line upward to the curved line for sea level (SL).

NOTE
Corrections for nonstandard pressure must be com-
puted and applied to determine pressure altitude.

3. Go horizontally from the intersection of the 15° line with the SL pres-
sure altitude line to the scale on either side of the chart. This shows
density altitude of about sea level because the example is using stan-
dard ICAO atmosphere.

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Figure PER-2C. Density Altitude Chart

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WIND COMPONENTS
An example wind components chart (Figure PER-3C) is provided to deter-
mine headwind components for use in the S-76C Category A Rejected and
Continued Takeoff Distances chart and Landing Distance from 50-foot height
to stop charts. The crosswind component derived from the chart is a measure
of the wind’s strength as if the crosswind is perpendicular to the helicopter
(direct crosswind). The headwind component is a measure of the wind’s
strength as if the wind direction is directly in front of or directly behind the
helicopter. The limitations section of the RFM provides the maximum cross-
wind and tailwind limits.

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Figure PER-3C. Wind Components Chart

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AIRSPEED LIMITATIONS
The S-76C has an excellent, useful load-to-gross weight ratio and has enough
power when operating at some gross weights and altitudes to exceed the air-
speeds for which the structure was designed. For this reason, there are three
placards in the cockpit defining the never-exceed speed or VNE for various flight
conditions. Examples of the V NE placards are shown in Figure PER-4C.

S-76C V NE limit placards contain V NE limits for:

• Power on, gross weights to 11,000 pounds and

below—155 knots maximum

• Power on, gross weights 11,001 to 11,700 pounds

above 10,000 feet density altitude

• Power off, all weights—136 knots maximum

At sea level and 15°C, according to the charts, no maximum V NE limit is

exceeded.

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Figure PER-4C. S-76C VNE Placards

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CATEGORY A AND CATEGORY B

The following paragraphs are excerpts from AC 29-2 Airworthiness Standards,
Transport Category Rotorcraft and are provided in order to further define and
explain Category A and Category B. These excerpts are listed under the
Section 1 “General.”

Part 29.1 (through Amendment 29-19) Applicability

This section prescribes the rotorcraft categories eligible for certification
under this part. There is no minimum weight limit for certification under Part
29; however, Part 27 is applicable to rotorcraft with maximum weights of 6,000
pounds or less so that Part 29, in effect, deals with rotorcraft which have a
maximum weight greater than 6,000 pounds. In Part 29, there are two cate-
gories of rotorcraft, Category A and Category B.

Category A
Category A provides the most rigid rules, requiring multiengine design with
independent engines, fuel systems, and electrical systems. Category A design
requires that no single failure can cause loss of more than one engine. Although
there is no limit on maximum weight, Category A rotorcraft are certificated
at a weight which assures a minimum climb capability in the event of an en-
gine failure and with adequate surface area to assure a safe landing in the event
an engine fails early in the takeoff run.

Category B
Category B rotorcraft may be single-engine or multiengine and may not have
a maximum weight greater than 20,000 pounds. Category B rotorcraft are not
required to have the capability for continued flight with an engine failed.

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For single-engine rotorcraft and multiengine rotorcraft without engine iso-

lation, the height/velocity diagram is conducted with sudden failure of all en-
gines, and the takeoff distance is measured through the clear area of the
diagram to the 50-foot point with all engines operating. The landing distance
is determined with all engines inoperative.

Category B multiengine rotorcraft may be certificated with Category A de-

sign features of Part 29. These rotorcraft meet the design requirements of
Category A but the performance requirements of Category B. Stay-up abil-
ity after an engine failure is not assured. The takeoff is conducted with all
engines operating, while the height/velocity diagram and landing distances
are determined with the most critical engine inoperative.

A multiengine rotorcraft may be certificated under both categories provided

requirements for both are met. This combination typically results in the con-
ditions described above with the primary differences being the gross weight
allowed and the surface areas required for takeoff.

Part 29.59 (through Amendment 29-19) Takeoff Path:

Category A
The Category A concept limits the helicopter takeoff weight such that if an
engine failure occurs at or before the critical decision point (CDP), a safe land-
ing can be made, or if the engine fails at or after the CDP, the takeoff can be
continued. The purpose of these tests is to define the CDP, evaluate the nec-
essary pilot techniques, and determine the required takeoff area for either al-
ternative. The condition of equal distances for either stopping or continuing
the takeoff is called a balanced field length. The combination of altitude and
speed at the CDP which produces a balanced field length is not required for
certification. This section deals with the Category A takeoff and rejected take-
off profiles. The profiles necessarily involve consideration of an average
pilot skill level as well as a sequence in which it is assumed various config-
uration adjustments are made to the helicopter.

The Category A takeoff path begins with an all-engine acceleration segment

to the CDP and continues with one-engine-inoperative acceleration to take-
off safety speed (V TOSS ). CDP is a go/no-go condition which is analogous to
V 1 speed in transport airplanes. Prior to CDP the pilot is stop-oriented, and
when an engine fails in this portion of the takeoff, he aborts because suffi-
cient energy to assure conditioned flight has not been attained. At the CDP
the pilot becomes go-oriented, and when an engine fails at or beyond this point,
the takeoff is continued because sufficient surface area to abort the takeoff
does not exist. The CDP is a combination of speed and altitude, which per-
mits acceleration to V TOSS and attaining 35 feet above the surface with the
critical engine failed. The takeoff flight path and the CDP must be defined
so that a safe landing can be made from any point up to the CDP. This profile
may differ significantly from the height/velocity diagram and takeoff flight
path developed for Category B weights. The CDP is the last point in the take-
off profile at which a rejected takeoff capability is assured.

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The rejected takeoff profile begins with an all-engine acceleration segment

to the CDP and ends when the rotorcraft is brought to a complete stop on the
designated takeoff surface. The critical engine is made inoperative at the
CDP, and the landing must be made with the remaining engine operating
within approved limits. The rejected takeoff distance is normally measured
at a given reference point on the helicopter from the start of the takeoff to the
same reference point after the helicopter has come to a complete stop. This
distance should be increased by the helicopter length (including main and tail
rotor tip paths).

The OEI transition segment is defined as the segment from CDP, where the
engine becomes inoperative, to V TOSS . It is assumed that the maximum ap-
proved OEI power is used until the allowable time duration for that power is
exhausted. Landing gear retraction, if appropriate, is assumed after V TOSS and
a positive gradient are achieved above 35 feet. It must be possible for the crew
to fly the rotorcraft to V TOSS and attain an altitude of 35 feet and then climb
to 100 feet above the takeoff surface by flying the helicopter solely by the
primary flight controls (including collective).

The landing gear may be retracted when above 35 feet if V TOSS and a posi-
tive rate of climb are attained. RFM procedures may recommend adjustment
of auxiliary controls to improve OEI performance. However, the minimum
guaranteed performance in 29.67(a) should not be based on use of auxiliary
controls, beepers, etc.

Manipulation of the throttle controls or beep switches may be permitted as

long as such manipulation can be accomplished readily by the pilot flying the
helicopter without removing his hands from the cyclic and collective flight
controls. These manipulations of engine controls should not make major ad-
justments in the power, should require little pilot attention, and should not
occur before attaining V TOSS . In no case should this be less than three sec-
onds after the critical engine is made inoperative.

The failure of one engine cannot affect continued safe operation of the re-
maining engines or require any immediate action by the crew per 29.903(b).
If a 2.5-minute power rating is used, it must be possible to complete the
Category A takeoff profile, assuming an engine failure at CDP, accelerate to
V TOSS , attain 35 feet above the surface, and complete landing gear retraction
prior to exhausting the 2.5-minute time limit.

The takeoff safety speed V TOSS, is a speed at which 100-fpm rate of climb is
assured under conditions defined in 29.67(a). The takeoff distance is the dis-
tance from initial hover to the point at which V TOSS and 35 feet in a climb-
ing posture are attained.

Continued acceleration and climb capability from 100 feet above the takeoff
surface is assured by the 100-fpm V TOSS climb requirement of 29.67(a) and
the 150-fpm requirement of 29.67(a)(2), normally demonstrated at V Y . It must
be shown that the helicopter can be accelerated from V TOSS to V Y in a con-
tinuous maneuver without losing altitude, including any configurative change
(landing gear retraction, etc.).

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During normal operations, the critical decision point is a go/no-go condition

for the pilot. Prior to this point the pilot is stop-oriented and aborts the
takeoff in the event of engine failure. At the CDP he becomes go-oriented and
continues the takeoff if an engine fails. If an engine failure does not occur,
the pilot continues his climb and accelerates past the CDP to recommend
climb speed.

Category A Requirements—Landing Weight

The Category A certification concept limits landing weight to a value that al-
lows the helicopter, following an engine failure at the landing decision point
(LDP), to land within the available runway or to execute a balked landing,
descending no lower than 35 feet above the landing surface.

The Category A landing profile begins with an assumed engine failure at or

prior to the LDP. The LDP is typically defined in terms of airspeed, rate of
descent, and altitude above the landing surface. The approach path angle can
be determined by LDP airspeed and rate of descent values.

Definition of the LDP must include an approach angle because both the land-
ing distance and the missed approach path are significantly influenced by land-
ing approach angle. At any point in the single-engine approach path down to
and including the LDP, the pilot may elect to land or to execute a balked land-
ing. He is assured both an adequate surface area for OEI landing and adequate
climb capability for an OEI balked landing. In other words, if an engine fails
at any point down to and including the LDP, the pilot may safely elect to land
or to go around by executing a balked landing. The LDP must be defined to
permit acceleration to V TOSS at an altitude no lower than 35 feet above the
landing surface. The LDP represents a commitment point for landing.

Prior to the LDP in the one-engine-inoperative approach, the pilot has a

choice: he may either land or fly away. After passing the LDP he no longer
has sufficient energy to assure transition to a balked landing condition with-
out contacting the landing surface. If an engine fails after LDP in a normal
(all engines) landing, the pilot is committed to land. The LDP and landing
approach path must be defined so that critical areas of the height/velocity di-
agram are avoided. A typical LDP for conventional Category A profiles is 100
feet above the landing surface. LDP should be specified in terms of both ac-
tual altitude and above the landing surface and indicated barometric altitude.
Speed at the LDP should be specified in terms of indicated airspeed.

Approach and landing path requirements are stated in general terms above.
The approach path must allow smooth transition for one-engine-inoperative
landing and for balked landing maneuvers and must allow adequate clearance
from potentially hazardous high velocity combinations. Landing distance is
measured from a point 50 feet (25 feet for V TOL ) above the landing surface
to a stop. For RFM purposes, the distance is from the point at which the low-
est part of the helicopter first reaches 50 feet (25 for V TOL ) to the foremost
point of the helicopter (including rotor tip path) after coming to a stop.

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Section 29.75(b)(5) contains the Category A certification requirement for last-

engine failure and all-engines-inoperative landing. The rule states that it
must be possible to make a safe landing on a prepared surface after complete
power failure during normal cruise. It is not intended that all engines be
failed simultaneously. The conditions for last-engine failure are maximum
continuous power, or 30-minute power if that rating is approved, wings-level
flight, and sudden engine failure with pilot delay of one second or normal pilot
recognition time, whichever is greater. Complete power failure has occurred
in twin-engine Category A helicopters. This requirement ensures that in the
event of cockpit mismanagement, fuel exhaustion, improper maintenance, fuel
contamination, or unforeseen mechanical failures, a safe autorotation entry
can be made, and a safe power-off landing can be effected. Two separate as-
pects of this rule are normally evaluated at different times during the test pro-
gram. The last engine failure is normally evaluated during cruise or V NE
engine failure testing where instrumentation and critical loading have been
established for those test conditions.

The S-76C helicopter has been certificated under Federal Aviation Regulations,
Part 29 (FAR 29) as a transport category rotorcraft.

The S-76C has demonstrated compliance with the requirements of Part 29 for
both Category A and Category B operations.

S-76C CATEGORY A TAKEOFF

Description
The S-76C Category A takeoff procedure features variable critical decision
point (CDP) and takeoff safety speed (V 2 ). The CDP, expressed only in terms
of airspeed, is selectable in 1 knot increments between 30 and 50 knots; while
V 2 , defined as CDP + 10 knots, varies in 1 knot increments between 40 and
60 knots. This permits payload to be traded off against available field length
so Category A one-engine-inoperative (OEI) climb performance minima can
be maintained over a wide range of environmental conditions.

The rejected takeoff (RTO) and continued takeoff (CTO) distances are a func-
tion of pressure altitude, temperature, headwind component, CDP speed, and
V2 speed (Figure PER-5C). RTO and CTO distances are directly proportional
to CDP and V 2 speeds, respectively; therefore, lower CDP and V2 speeds equate
to shorter field lengths. The maximum takeoff and landing gross weight is a func-
tion of pressure altitude, temperature, and CDP/V2 speeds. Maximum takeoff
and landing gross weight is also directly proportional to CDP/V2 speeds; there-
fore, higher CDP/V2 speeds can equate to higher maximum takeoff gross weights.

The Category A takeoff procedure provides the flexibility to address specific

payload and/or field length requirements appropriate to either of the follow-
ing operational scenarios.

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

2. Determine the required field length, given the desired mission take-
off gross weight.

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Figure PER-5C. S-76C Category A Rejected and Continued Takeoff Distances
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S-76C CATEGORY A LANDING

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

Associated Conditions
• Bleed air: OFF

• EAPS/Anti-ice: OFF or ON

S-76C ALTERNATE CATEGORY A LANDING TECHNIQUE

Establish an approach to arrive at the LDP, a point 75 feet above the touch-
down elevation, with 60 KIAS, and a rate of descent of no more than 300 fpm.
Upon passing the LDP, initiate a smooth deceleration while reducing collec-
tive to continue descent through 50 feet with up to 20–25° flare attitude. Apply
collective to reduce descent rate and decrease flare attitude to pass 20 feet at
approximately 30 KIAS. Continue approach and deceleration to a running touch-
down or hover. Refer to emergency procedures for single-engine landing.

Associated Conditions
• Bleed Air: OFF

• EAS/Anti-ice: OFF or ON

Landing Distance
The landing distance reflects one-engine inoperative landings to a hard-sur-
faced runway. The landing distance is 1,000 feet for all weight, altitude, and
temperature combinations.

S-76C CATEGORY B TAKEOFF

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

Associated Conditions
• Bleed air: OFF

• EAPS/Anti-ice: OFF or ON

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S-76C CATEGORY B LANDING

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

Associated Conditions
• Bleed air: OFF

• EAPS/Anti-ice: OFF or ON

S-76C CATEGORY A TAKEOFF PROFILES

Refer to Figure PER-6C for S-76C Category A takeoff profiles.

The procedure for a Category A takeoff is:

1. Set the white airspeed bug at the CDP speed and the amber bug at the
V2 speed.

2. Hover at 5-foot wheel height with 107% N R and note the stabilized
hover torque required.

3. Increase collective to achieve 5% torque greater than hover, lower the

nose as necessary to result in a 5- to 10-foot wheel height, and level
acceleration to the CDP.

4. Upon passing the CDP, adjust pitch attitude to initiate a climb at V 2.

5. With V2 established in a positive climb and helicopter clear of obstacles,
gradually accelerate to best rate-of-climb speed (V BROC ), and retract
the landing gear.

Single-Engine Failure on Takeoff

Engine failure during Category A takeoff can be detected by the occurrence
of an unusual torque split and possible rotor droop, as well as illumination
of the engine-out light and sounding of the engine-out tone. The procedure
to follow depends on the point in the takeoff sequence where the failure oc-
curs. If an engine fails before or at the CDP, the takeoff is rejected, while the
takeoff is continued if the failure occurs after the CDP.

Prior to reaching 30 KIAS:

1. Initiate a reject by rotating noseup to 5–10° pitch attitude.

2. Apply collective to cushion ground contact.

3. After touchdown, neutralize cyclic and reduce collective to minimum.

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Figure PER-6C. S-76C Category A Takeoff Profiles

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4. Apply wheel brakes as necessary to stop within the available reject

distance.

After passing 30 KIAS up to and including the CDP (V 1 at 5- 10-foot wheel

height):

1. Initiate a reject by rotating noseup to 10° pitch attitude, and when

sufficient ground clearance is gained, continue rotation up to 25°
pitch attitude.

2. Positively reduce collective to maintain rotor rpm in the resultant

level deceleration.

3. With adequate reduction in apparent ground speed, reduce flare to 5

to 10° noseup pitch attitude.

4. Apply collective to cushion ground contact.

5. After touchdown, neutralize cyclic and reduce collective to minimum.

6. Apply wheel brakes as necessary to stop within the available reject

distance.

After CDP (V 1 at 5- to 10-foot wheel height):

1. Lower collective to maintain rotor rpm at or above 100%.

2. Gently adjust pitch attitude to establish a climb at V 2 airspeed.

3. Retract landing gear with positive rate of climb established.

S-76C CATEGORY A LANDING PROFILES

Category A Approach and Landing
Refer to Figure PER-7C and use the following procedure for a Category A
approach and landing:

1. Establish an approach to arrive at the LDP, a point 200 feet above the
touchdown elevation, with 45 KIAS and rate of descent of no more
than 600 fpm.

2. Initiate a deceleration when passing 50 feet at 45 KIAS.

3. Continue approach and deceleration to a running touchdown or hover.

Alternate Category A Landing

S-76C alternate Category A landing procedure:

1. Establish an approach to arrive at the LDP, a point 75 feet above the

touchdown elevation, with 60 KIAS and a rate of descent of no more
than 300 fpm.

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Figure PER-7C. S-76C Category A Landing Profiles (Sheet 1 of 2)
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2. Upon passing the LDP, initiate a smooth deceleration while reducing

collective to continue descent through 50 feet with up to 20–25°
flare attitude.

3. Apply collective to reduce descent rate and decrease flare attitude to

pass 20 feet at approximately 30 KIAS.

4. Continue approach and deceleration to a running touchdown or hover.

5. Apply brakes as necessary (34 knots maximum).

Single-Engine Failure During Approach

The Category A landing decision point (LDP) is 200 feet above the touch-
down elevation at 45 KIAS and not more than 600 fpm rate of descent. If an
engine failure occurs before or at the LDP, the pilot may elect to perform a
balked landing or continue the approach to complete a single-engine land-
ing. The approach must be continued to touchdown if the failure occurs after
the LDP.

Prior to LDP, use the following procedure:

1. Apply collective to set engine to 2 1 / 2 minute power.

2. Adjust pitch attitude to achieve a gradual acceleration to 60 KIAS.

3. Retract landing gear with a positive rate of climb established.

4. When clear of obstacles, continue climb and gradually accelerate to

V BROC airspeed.

5. Reduce collective slowly to return rotor rpm to 107% N R , and observe

engine and transmission limits.

After LDP refer to Category A or B single-engine landing.

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Figure PER-7C. S-76C Category A Landing Profiles (Sheet 2 of 2)
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Figure PER-8C. S-76C Category A Landing Distance

from 50-Foot Height to Stop

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Figure PER-9C. S-76C Category B Takeoff Distance (Sheet 1 of 2)
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Figure PER-9C. S-76C Category B Takeoff Distance (Sheet 2 of 2)
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Single-Engine Landing—Category A or B
For a single-engine landing use the following procedure:

1. Establish normal approach so as to arrive at a point 200 feet above the

touchdown elevation at 45 KIAS at a rate of no more than 600 fpm rate
of descent.

2. Initiate a deceleration when passing 50 feet at 45 KIAS.

3. Continue deceleration to running touchdown at or above translational

lift. Use collective pitch to cushion touchdown.

S-76C CATEGORY B TAKEOFF PROFILES

Single-Engine Failure on Takeoff
If gross weight and flight path permit, takeoff and climbout may be contin-
ued. For a rejected takeoff, refer to Figure PER-10C and use the following
procedure.

1. Reduce collective pitch as necessary to maintain rotor rpm if altitude

permits.

2. Make a partial flare to reduce ground speed. Limit flare to 10° when
close to the ground.

3. Apply collective to cushion ground contact.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply wheel brakes to minimize ground roll.

S-76C CATEGORY B LANDING PROFILES

Approach and Landing
Use the following procedure for a Category B approach and landing:

1. Establish an approach to arrive at a point 100 feet above the touchdown

elevation at 40 KIAS and rate of descent of no more than 600 fpm.

2. Initiate a deceleration when passing 50 feet at 40 KIAS.

3. Continue approach and deceleration to a running touchdown or hover.

Observe limitations shown on height/velocity diagram.

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Figure PER-10C. S-76C Category B Landing Distance

from 50-Foot Height to Stop

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For landing distance calculation from a 50-foot height to stop, use the fol-
lowing procedure:

1. Locate pressure altitude in the left column (sea level).

2. Go across to the OAT (15°C). Interpolate between 10° (710 feet) and
20° (730 feet). Halfway between the two indicates a stopping distance
of 605 feet.

Single-Engine Landing
For Category A or B single-engine landing use the following procedure:

1. Establish normal approach so as to arrive a point 200 feet above the

touchdown elevation at 45 KIAS at a rate of no more than 600 fpm.

2. Initiate a deceleration when passing 50 feet at 45 KIAS.

3. Continue deceleration to running touchdown at or above translational

lift. Use collective pitch to cushion touchdown.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply brakes as necessary to stop within heliport confines.

RATE OF CLIMB
Best Rate of Climb (BROC)
In order to attain the best rate-of-climb performance, the helicopter must be
flown at BROC speed. BROC speed at sea level is 74 KIAS and decreases 1
KIAS per 1,000 feet of increase in pressure altitude. To find the BROC speed
for a particular altitude, either mathematically correct for pressure altitude
or find that altitude on the left side of one of the BROC speed charts (Figure
PER-11C). From there proceed horizontally to the slanted line, and then drop
vertically to the bottom line and read BROC speed.

The forward climb performance charts (Figures PER-12C through PER-16C)

permit calculation of the actual rates of climb for the following flight
conditions:

• Single-engine operation at 2 1 /2 -minute power

• Single-engine operation at 30-minute power and BROC speed

• Single-engine operation at maximum continuous power and BROC speed

• Twin-engine operation at maximum continuous power and BROC speed

• Twin-engine operation at normal cruise power and BROC speed

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Figure PER-11C. BROC Speed Chart

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Figure PER-12C. S-76C Climb Performance—21/2-Minute OEI

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Figure PER-13C. S-76C Forward Climb Performance—Maximum Continuous OEI (Sheet 1 of 2)
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Figure PER-13C. S-76C Forward Climb Performance—Maximum Continuous OEI (Sheet 2 of 2)
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Figure PER-14C. S-76C Forward Climb Performance—Maximum Two Engines Continuous
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Figure PER-15C. S-76 Forward Climb Performance—Normal Cruise Power
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SIKORSKY S-76 PILOT TRAINING MANUAL

HOVER PERFORMANCE
The ability to predict hover performance is important because if the S-76C
is too heavy to hover out of ground effect (OGE), then it is too heavy to per-
form certain specialized missions. The RFM gives the weights for OGE hover
at various pressure altitudes and temperatures. Refer to Figure PER-16C and
use the following procedure to determine hover performance.

S-76C Hover Performance Calculation

1. Find zero pressure altitude on the left scale.

2. Proceed to the right until intersecting the OAT line (15°C in the
example) or the maximum gross weight limit line, whichever is
intersected first.

3. Drop straight down from the intersection of the zero pressure and max-
imum gross weight line, and read gross weight on the bottom scale,
in this case 11,250 pounds.

FOR TRAINING PURPOSES ONLY PER-35C

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Figure PER-16C. S-76C Hover out of Ground Effect

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HEIGHT/VELOCITY LIMITS
The height/velocity chart (Figure PER-17C) is provided and shows airspeed/
altitude combinations to be avoided. Operations outside the scheduled areas
on this chart allows for execution of a safe landing in the event of sudden single-
engine failure.

FOR TRAINING PURPOSES ONLY PER-37C

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Figure PER-17C . S-76C Height/Velocity Diagram

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PERFORMANCE
CONTENTS
Page
INTRODUCTION ..................................................................... PER-1C+
PERFORMANCE...................................................................... PER-1C+
General ............................................................................. PER-1C+
Atmosphere ...................................................................... PER-1C+
Temperature Chart............................................................ PER-2C+
Density Altitude ............................................................... PER-4C+
Wind Components............................................................ PER-6C+
Airspeed Limitations........................................................ PER-8C+
Category A and Category B ........................................... PER-10C+
S-76C+ Category A Takeoff .......................................... PER-14C+
S-76C+ Category A Landing ......................................... PER-15C+
S-76C+ Alternate Category A Landing Technique........ PER-15C+
S-76C+ Category B Takeoff........................................... PER-16C+
S-76C+ Category B Landing ......................................... PER-16C+
S-76C+ Category A Takeoff Profiles ............................. PER-16C+
S-76C+ Category A Landing Profiles............................ PER-20C+
S-76C+ Category B Takeoff Profiles ............................. PER-26C+
S-76C+ Category B Landing Profiles ............................ PER-28C+
Rate of Climb................................................................. PER-28C+
Hover Performance ........................................................ PER-34C+
Height/Velocity Limits................................................... PER-36C+

FOR TRAINING PURPOSES ONLY PER-iC+

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ILLUSTRATIONS
Figure Title Page
PER-1C+ Temperature Chart ................................................ PER-3C+
PER-2C+ Density Altitude Chart .......................................... PER-5C+
PER-3C+ Wind Components Chart ...................................... PER-7C+
PER-4C+ S-76C+ VNE Placards .......................................... PER-9C+
PER-5C+ S-76C+ Category A Takeoff Profiles.................. PER-17C+
PER-6C+ S-76C+ Category A Rejected and Continued
Takeoff Distances................................................ PER-18C+
PER-7C+ S-76C+ Category A Landing Profiles ................ PER-21C+
PER-8C+ S-76C+ Category A Landing Distance
from 50-Foot Height to Stop .............................. PER-23C+
PER-9C+ S-76C+ Category B Takeoff Distance ................ PER-24C+
PER-10C+ S-76C+ Category B Takeoff
Headwind Influence............................................ PER-25C+
PER-11C+ S-76C+ Category B Landing Distance
from 50-Foot Height to Stop .............................. PER-27C+
PER-12C+ BROC Speed Chart ............................................ PER-29C+
PER-13C+ S-76C+ Climb Performance—
2 1/2-Minute OEI ................................................ PER-30C+
PER-14C+ S-76C+ Forward Climb Performance—
Maximum Continuous OEI ................................ PER-31C+
PER-15C+ S-76C+ Forward Climb Performance—
Maximum Two Engines Continuous OEI .......... PER-32C+
PER-16C+ S-76C+ Forward Climb Performance—
Normal Cruise Power ........................................ PER-33C+
PER-17C+ S-76C+ Hover out of Ground Effect .................. PER-35C+
PER-18C+ S-76C+ Height/Velocity Diagram ...................... PER-37C+

TABLE
Table Title Page
PER-1C+ S-76C+ Torque Limits ........................................ PER-10C+

FOR TRAINING PURPOSES ONLY PER-iiiC+

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PERFORMANCE
INTRODUCTION
It is the responsibility of the pilot to ensure that the S-76C+ aircraft perfor-
mance has been calculated. The manufacturer provides the necessary weight
and balance and performance data in the Rotorcraft Flight Manual. This
chapter is intended to provide the S-76C+ pilot with information on how to
use the published charts and tables. It must not be used for actual computa-
tion of performance data.

The performance section explains how to utilize the charts and tables provided
in Part 1, Section IV, of the RFM.

PERFORMANCE
GENERAL
Performance data for the S-76C+ is provided in the Rotorcraft Flight Manual.
Part 1 provides the operating limits in Section I and performance data in Section
IV. Part 2 lists supplemental performance data in Section V. These sections
deal with performance requirements relating to hover, takeoff, climb, cruise,
and landing. Each of the charts is based on a stated set of operational condi-
tions and limitations which must be recognized and understood by the pilot.
Compliance with the requirements of Part 1, Section I of the RFM assures op-
erations in accordance with Federal Aviation Regulations (FARs).

Performance charts used in this section were derived from the RFMs for the
S-76C+ equipped with Turbomeca Arriel 2S1 engines.

NOTE
Use of the charts contained herein are for training pur-
poses only. Use only current, approved performance data
charts in the RFM to determine actual performance.

ATMOSPHERE
Review the charts using international standard atmosphere (ISA) 15°C (59°F)
and 29.92 in. Hg conditions at sea level. For the S-76C+ performance exam-
ple, use a gross weight of 11,700 pounds with anti-ice off.

FOR TRAINING PURPOSES ONLY PER-1C+

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TEMPERATURE CHART
A centigrade to Fahrenheit temperature conversion chart (Figure PER-1C+)
is provided because many of the RFM performance charts use centigrade
temperatures. To convert centigrade to Fahrenheit:

1. Find the centigrade temperature on the bottom line of the chart (15°C).

2. Follow the vertical line from that point to the diagonal line above.

3. Follow the horizontal line from that point to the Fahrenheit scale on
the left, and read the Fahrenheit temperature (59°F).

To convert Fahrenheit to centigrade, reverse the procedure.

Ambient temperature limits are:

• –34°C (–30°F) to ISA + 37°C (98°F) not to exceed 49°C (120°F).

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Figure PER-1C+. Temperature Chart

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DENSITY ALTITUDE
The performance charts use pressure altitude as one of the variables, but al-
titude limits given in the RFM are in density altitude. Pressure altitude is de-
fined as the altitude at which a certain atmospheric pressure exists if using
the standard ICAO atmospheric setting of 29.92 in. Hg.

Density altitude is pressure altitude corrected for temperature and

humidity. Humidity effects are very small and are not considered in the
following computation.

To compute density altitude from the RFM chart (Figure PER-2C+), use the
following steps:

1. Find 15° on the centigrade scale at the bottom of the chart.

2. Follow the vertical line upward to the curved line for sea level (SL).

NOTE
Corrections for nonstandard pressure must be com-
puted and applied to determine pressure altitude.

3. Go horizontally from the intersection of the 15° line with the SL pres-
sure altitude line to the scale on either side of the chart. This shows
density altitude at about sea level because the example is using stan-
dard ICAO atmosphere.

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Figure PER-2C+. Density Altitude Chart
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WIND COMPONENTS
An example wind components chart (Figure PER-3C+) is provided to deter-
mine headwind components for use in the S-76C+ Category A Rejected and
Continued Takeoff Distances chart and Landing Distance from 50-foot height
to stop charts. The crosswind component derived from the chart is a measure
of the wind’s strength as if the crosswind is perpendicular to the helicopter
(direct crosswind). The headwind component is a measure of the wind’s
strength as if the wind direction is directly in front of or directly behind the
helicopter. The limitations section of the RFM provides the maximum cross-
wind and tailwind limits.

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Figure PER-3C+. Wind Components Chart

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AIRSPEED LIMITATIONS
The S-76C+ has an excellent, useful load-to-gross weight ratio and has enough
power when operating at some gross weights and altitudes to exceed the air-
speeds for which the structure was designed. For this reason, there are three
placards in the cockpit defining the never-exceed speed or VNE for various flight
conditions. Examples of the V NE placards are shown in Figure PER-4C+.

S-76C+ V NE limit placards contain V NE limits for:

• Power on, gross weights to 11,700 pounds and

below—155 knots maximum

• Power on, gross weights 11,001 to 11,700 pounds

above 10,000 feet density altitude

• Power off, all weights—136 knots maximum

At sea level and 15°C, according to the charts, no maximum V NE limit

is exceeded.

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Figure PER-4C+. S-76C+ VNE Placards

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CATEGORY A AND CATEGORY B

The following paragraphs are excerpts from AC 29-2 Airworthiness Standards,
Transport Category Rotorcraft and are provided in order to further define and
explain Category A and Category B. These excerpts are listed under the
Section 1 “General.”

Part 29.1 (through Amendment 29-19) Applicability

This section describes the rotorcraft categories eligible for certification under
this part. There is no minimum weight limit for certification under Part 29;
however, Part 27 is applicable to rotorcraft with maximum weights of 6,000
pounds or less so that Part 29, in effect, deals with rotorcraft which have a
maximum weight greater than 6,000 pounds. In Part 29, there are two cate-
gories of rotorcraft, Category A and Category B.

Category A
Category A provides the most rigid rules, requiring multiengine design with
independent engines, fuel systems, and electrical systems. Category A design
requires that no single failure can cause loss of more than one engine. Although
there is no limit on maximum weight, Category A rotorcraft are certificated
at a weight which assures a minimum climb capability in the event of an en-
gine failure and with adequate surface area to assure a safe landing in the event
an engine fails early in the takeoff run.

Category B
Category B rotorcraft may be single-engine or multiengine and may not have
a maximum weight greater than 20,000 pounds. Category B rotorcraft are not
required to have the capability for continued flight with an engine failed.

Table PER-1C+. S-76C+ TORQUE LIMITS

POWER RATING ENGINE TORQUE TRANSMISSION TORQUE

LIMITS—% LIMITS—%
30 second OEI 135 136
2-minute power OEI 127 136
Maximum continuous OEI 116 128
Takeoff 104 100
*Normal cruise 100 100
(maximum continuous)
*Manufacturer’s recommendation

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For single-engine rotorcraft and multiengine rotorcraft without engine iso-

lation, the height/velocity diagram is conducted with sudden failure of all en-
gines, and the takeoff distance is measured through the clear area of the
diagram to the 50-foot point with all engines operating. The landing distance
is determined with all engines inoperative.

Category B multiengine rotorcraft may be certificated with Category A de-

sign features of Part 29. These rotorcraft meet the design requirements of
Category A but the performance requirements of Category B. Stay-up abil-
ity after an engine failure is not assured. The takeoff is conducted with all
engines operating, while the height/velocity diagram and landing distances
are determined with the most critical engine inoperative.

Part 29.59 (through Amendment 29-19) Takeoff Path:

Category A
The Category A concept limits the helicopter takeoff weight such that if an
engine failure occurs at or before the critical decision point (CDP), a safe land-
ing can be made, or if the engine fails at or after the CDP, the takeoff can be
continued. The purpose of these tests is to define the CDP, evaluate the nec-
essary pilot techniques, and determine the required takeoff area for either al-
ternative. The condition of equal distances for either stopping or continuing
the takeoff is called a balanced field length. The combination of altitude and
speed at the CDP which produces a balanced field length is not required for
certification. This section deals with the Category A takeoff and rejected take-
off profiles. The profiles consider an average pilot skill level as well as a se-
quence in which it is assumed various configuration adjustments are made to
the helicopter.

The Category A takeoff path begins with an all-engine acceleration segment

to the CDP and continues with one-engine-inoperative acceleration to take-
off safety speed (V TOSS ). CDP is a go/no-go condition which is analogous to
V 1 speed in transport airplanes. Prior to CDP the pilot is stop-oriented, and
when an engine fails in this portion of the takeoff, he aborts because suffi-
cient energy to assure conditioned flight has not been attained. At the CDP
the pilot becomes go-oriented, and when an engine fails at or beyond this point,
the takeoff is continued because sufficient surface area to abort the takeoff
does not exist. The CDP is a combination of speed and altitude, which per-
mits acceleration to V TOSS and attaining 35 feet above the surface with the
critical engine failed. The takeoff flight path and the CDP must be defined
so that a safe landing can be made from any point up to the CDP. This profile
may differ significantly from the height/velocity diagram and takeoff flight
path developed for Category B weights. The CDP is the last point in the take-
off profile at which a rejected takeoff capability is assured.

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The rejected takeoff profile begins with an all-engine acceleration segment

to the CDP and ends when the rotorcraft is brought to a complete stop on the
designated takeoff surface. The critical engine is made inoperative at the
CDP, and the landing must be made with the remaining engine operating
within approved limits. The rejected takeoff distance is normally measured
at a given reference point on the helicopter from the start of the takeoff to the
same reference point after the helicopter has come to a complete stop. This
distance should be increased by the helicopter length (including main and tail
rotor tip paths).

The OEI transition segment is defined as the segment from CDP, where the
engine becomes inoperative, to V TOSS . It is assumed that the maximum ap-
proved OEI power is used until the allowable time duration for that power is
exhausted. Landing gear retraction, if appropriate, is assumed after V TOSS and
a positive gradient are achieved above 35 feet. It must be possible for the crew
to fly the rotorcraft to V TOSS and attain an altitude of 35 feet and then climb
to 100 feet above the takeoff surface by flying the helicopter solely by the
primary flight controls (including collective).

The landing gear may be retracted when above 35 feet if V TOSS and a posi-
tive rate of climb are attained. RFM procedures may recommend adjustment
of auxiliary controls to improve OEI performance. However, the minimum
guaranteed performance in 29.67(a) should not be based on use of auxiliary
controls, beepers, etc.

Manipulation of the throttle controls or beep switches may be permitted as

long as such manipulation can be accomplished readily by the pilot flying the
helicopter without removing his hands from the cyclic and collective flight
controls. These manipulations of engine controls should not make major ad-
justments in the power, should require little pilot attention, and should not
occur before attaining V TOSS . In no case should this be less than three sec-
onds after the critical engine is made inoperative.

The failure of one engine cannot affect continued safe operation of the re-
maining engines or require any immediate action by the crew per 29.903(b).
If a 2.5-minute power rating is used, it must be possible to complete the
Category A takeoff profile, assuming an engine failure at CDP, accelerate to
V TOSS , attain 35 feet above the surface, and complete landing gear retraction
prior to exhausting the 2.5-minute time limit.

The takeoff safety speed V TOSS, is a speed at which 100-fpm rate of climb is
assured under conditions defined in 29.67(a). The takeoff distance is the dis-
tance from initial hover to the point at which V TOSS and 35 feet in a climb-
ing posture are attained.

Continued acceleration and climb capability from 100 feet above the takeoff
surface is assured by the 100-fpm V TOSS climb requirement of 29.67(a) and
the 150-fpm requirement of 29.67(a)(2), normally demonstrated at V Y . It must
be shown that the helicopter can be accelerated from V TOSS to V Y in a con-
tinuous maneuver without losing altitude, including any configurative change
(landing gear retraction, etc.).

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During normal operations, the critical decision point is a go/no-go condition

for the pilot. Prior to this point the pilot is stop-oriented and aborts the
takeoff in the event of engine failure. At the CDP he becomes go-oriented and
continues the takeoff if an engine fails. If an engine failure does not occur,
the pilot continues his climb and accelerates past the CDP to recommend
climb speed.

Category A Requirements—Landing Weight

The Category A certification concept limits landing weight to a value that al-
lows the helicopter, following an engine failure at the landing decision point
(LDP), to land within the available runway or to execute a balked landing,
descending no lower than 35 feet above the landing surface.

The Category A landing profile begins with an assumed engine failure at or

prior to the LDP. The LDP is typically defined in terms of airspeed, rate of
descent, and altitude above the landing surface. The approach path angle can
be determined by LDP airspeed and rate of descent values.

Definition of the LDP must include an approach angle because both the land-
ing distance and the missed approach path are significantly influenced by land-
ing approach angle. At any point in the single-engine approach path down to
and including the LDP, the pilot may elect to land or to execute a balked land-
ing. He is assured both an adequate surface area for OEI landing and adequate
climb capability for an OEI balked landing. In other words, if an engine fails
at any point down to and including the LDP, the pilot may safely elect to land
or to go around by executing a balked landing. The LDP must be defined to
permit acceleration to V TOSS at an altitude no lower than 35 feet above the
landing surface. The LDP represents a commitment point for landing.

Prior to the LDP in the one-engine-inoperative approach, the pilot has a

choice: he may either land or fly away. After passing the LDP he no longer
has sufficient energy to assure transition to a balked landing condition with-
out contacting the landing surface. If an engine fails after LDP in a normal
(all engines) landing, the pilot is committed to land. The LDP and landing
approach path must be defined so that critical areas of the height/velocity di-
agram are avoided. A typical LDP for conventional Category A profiles is 100
feet above the landing surface. LDP should be specified in terms of both ac-
tual altitude and above the landing surface and indicated barometric altitude.
Speed at the LDP should be specified in terms of indicated airspeed.

Approach and landing path requirements are stated in general terms above.
The approach path must allow smooth transition for one-engine-inoperative
landing and for balked landing maneuvers and must allow adequate clearance
from potentially hazardous high velocity combinations. Landing distance is
measured from a point 50 feet (25 feet for V TOL ) above the landing surface
to a stop. For RFM purposes, the distance is from the point at which the low-
est part of the helicopter first reaches 50 feet (25 for V TOL ) to the foremost
point of the helicopter (including rotor tip path) after coming to a stop.

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Section 29.75(b)(5) contains the Category A certification requirement for last-

engine failure and all-engines-inoperative landing. The rule states that it
must be possible to make a safe landing on a prepared surface after complete
power failure during normal cruise. It is not intended that all engines be
failed simultaneously. The conditions for last-engine failure are maximum
continuous power, or 30-minute power if that rating is approved, wings-level
flight, and sudden engine failure with pilot delay of one second or normal pilot
recognition time, whichever is greater. Complete power failure has occurred
in twin-engine Category A helicopters. This requirement ensures that in the
event of cockpit mismanagement, fuel exhaustion, improper maintenance, fuel
contamination, or unforeseen mechanical failures, a safe autorotation entry
can be made, and a safe power-off landing can be effected. Two separate as-
pects of this rule are normally evaluated at different times during the test pro-
gram. The last engine failure is normally evaluated during cruise or V NE
engine failure testing where instrumentation and critical loading have been
established for those test conditions.

The S-76C+ helicopter has been certificated under Federal Aviation Regulations,
Part 29 (FAR 29) as a transport category rotorcraft.

The S-76C+ has demonstrated compliance with the requirements of Part 29

for both Category A and Category B operations.

S-76C+ CATEGORY A TAKEOFF

Description
The S-76C+ Category A takeoff procedure features variable critical decision
point (CDP) and takeoff safety speed (V 2 ) (Figure PER-5C+). The CDP, ex-
pressed only in terms of airspeed, is selectable in 1 knot increments between
30 and 49 knots; while V 2 , defined as CDP + 10 knots, varies 1 knot incre-
ments between 40 and 59 knots. This permits payload to be traded off against
available field length so Category A one engine inoperative (OEI) climb per-
formance minima can be maintained over a wide range of environmental con-
ditions.

The rejected takeoff (RTO) and continued takeoff (CTO) distances are a func-
tion of pressure altitude, temperature, headwind component, CDP speed, and
V 2 speed. RTO and CTO distances are directly proportional to CDP and V 2
speeds respectively, therefore lower CDP and V 2 speeds equate to shorter field
lengths. The maximum takeoff and landing gross weight is a function of pres-
sure altitude, temperature, and CDP/V 2 speeds. Maximum takeoff and land-
ing gross weight is also directly proportional to CDP/V 2 speeds; therefore,
higher CDP/V 2 speeds can equate to higher maximum takeoff gross weights.

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The Category A takeoff procedure provides the flexibility to address specific

payload and/or field length requirements appropriate to either of the follow-
ing operational scenarios.

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

field length.

2. Determine the required field length, given the desired mission take-
off gross weight.

S-76C+ CATEGORY A LANDING

Establish an approach to arrive at the LDP, a point 200 feet above the touch-
down elevation, with 45 KIAS, and a rate of descent of no more than 600 fpm
(Figure PER-3C+). Initiate a deceleration passing 50 feet at 45 KIAS. Continue
approach and deceleration to a running touchdown or hover. Refer to emer-
gency procedures for single-engine landing.

Associated Conditions
• Bleed air: OFF

• EAPS/Anti-ice: OFF or ON

S-76C+ ALTERNATE CATEGORY A

LANDING TECHNIQUE
Establish an approach to arrive at the LDP, a point 75 feet above the touchdown
elevation, with 60 KIAS, and a rate of descent of no more than 300 fpm. Upon
passing the LDP, initiate a smooth deceleration while reducing collective to con-
tinue descent through 50 feet with up to 20–25° flare attitude. Apply collec-
tive to reduce descent rate and decrease flare attitude to pass 20 feet at
approximately 30 KIAS. Continue approach and deceleration to a running
touchdown or hover. Refer to emergency procedures for single-engine landing.

Associated Conditions
• Bleed air: OFF

• EAPS/Anti-ice: OFF or ON

Landing Distance
The landing distance reflects one-engine inoperative landings to a hard-
surfaced runway. The landing distance is 1,000 feet for all weight, altitude,
and temperature combinations.

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S-76C+ CATEGORY B TAKEOFF

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

Associated Conditions
• Bleed air: OFF

• EAPS/Anti-ice: OFF or ON

S-76C+ CATEGORY B LANDING

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

Associated Conditions
• Bleed air: OFF

• EAPS/Anti-ice: OFF or ON

S-76C+ CATEGORY A TAKEOFF PROFILES

Refer to Figure PER-5C+ for S-76C+ Category A takeoff profiles.

The procedure for a Category A takeoff is:

1. Set the white airspeed bug at the CDP speed and the amber bug at the
V2 speed.
2. Hover at 5-foot wheel height with 107% N R and note the stabilized
hover torque required.

3. Increase collective to achieve 10% torque greater than hover, lower

the nose as necessary to result in a 5- to 10-foot wheel height, and level
acceleration to the CDP.

4. Upon passing the CDP, adjust pitch attitude to initiate a climb at V 2.

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Figure PER-5C+. S-76C+ Category A Takeoff Profiles

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Figure PER-6C+. S-76C+ Category A Rejected and

Continued Takeoff Distances

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5. With V2 established in a positive climb and helicopter clear of obstacles,

gradually accelerate to best rate-of-climb speed (V BROC ), and retract
the landing gear.

Single-Engine Failure on Takeoff

Engine failure during Category A takeoff can be detected by the occurrence
of an unusual torque split and possible rotor droop, as well as illumination
of the engine-out light and sounding of the engine-out tone. The procedure
to follow depends on the point in the takeoff sequence where the failure oc-
curs. If an engine fails before or at the CDP, the takeoff is rejected, while the
takeoff is continued if the failure occurs after the CDP.

Prior to reaching 30 KIAS:

1. Initiate a reject by rotating noseup to 5 to 10° pitch attitude.

2. Apply collective to cushion ground contact.

3. After touchdown, neutralize cyclic and reduce collective to minimum.

4. Apply wheel brakes as necessary to stop within the available reject

distance.

After passing 30 KIAS up to and including the CDP (V 1 at 5- to 10-foot wheel

height):

1. Initiate a reject by rotating noseup to 10° pitch attitude, and when

sufficient ground clearance is gained, continue rotation up to 25°
pitch attitude.

2. Positively reduce collective to maintain rotor rpm in the resultant

level deceleration.

3. With adequate reduction in apparent ground speed, reduce flare to 5

to 10° noseup pitch attitude.

4. Apply collective to cushion ground contact.

5. After touchdown, neutralize cyclic and reduce collective to a minimum.

6. Apply wheel brakes as necessary to stop within the available reject

distance.

After CDP (V 1 at 5- to 10-foot wheel height):

1. Adjust collective as required to droop the rotor to 100% N R .

2. Gently adjust pitch attitude to establish a climb at V 2 airspeed.

3. Retract landing gear with positive rate of climb established.

FOR TRAINING PURPOSES ONLY PER-19C+

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SIKORSKY S-76 PILOT TRAINING MANUAL

S-76C+ CATEGORY A LANDING PROFILES

Category A Approach and Landing
Refer to Figure PER-7C+ and use the following procedure for a Category A
approach and landing:

1. Establish an approach to arrive at the LDP, a point 200 feet above the
touchdown elevation, with 45 KIAS and rate of descent of no more
than 600 fpm.

2. Initiate a deceleration when passing 50 feet at 45 KIAS.

3. Continue approach and deceleration to a running touchdown or hover.

Alternate Category A Landing

S-76C+ alternate Category A landing procedure:

1. Establish an approach to arrive at the LDP, a point 75 feet above the

touchdown elevation, with 60 KIAS and a rate of descent of no more
than 300 fpm.

2. Upon passing the LDP, initiate a smooth deceleration while reducing

collective to continue descent through 50 feet with up to 20 to 25°
flare attitude.

3. Apply collective to reduce descent rate and decrease flare attitude to

pass 20 feet at approximately 30 KIAS.

4. Continue approach and deceleration to a running touchdown or hover.

5. Apply brakes as necessary (34 knots maximum).

Single-Engine Failure During Approach

The Category A landing decision point (LDP) is 200 feet above the touch-
down elevation at 45 KIAS and not more than 600 fpm rate of descent. If an
engine failure occurs before or at the LDP, the pilot may elect to perform a
balked landing or continue the approach to complete a single-engine land-
ing. The approach must be continued to touchdown if the failure occurs after
the LDP:

Prior to LDP, use the following procedure:

1. Apply collective to droop N R to 100%, check N 1 or torque indication

at the 30-second limit.

2. Adjust pitch attitude to achieve a gradual acceleration to 60 KIAS.

3. Retract landing gear with a positive rate of climb established.

PER-20C+ FOR TRAINING PURPOSES ONLY

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Figure PER-7C+. S-76C+ Category A Landing Profiles (Sheet 1 of 2)
FOR TRAINING PURPOSES ONLY PER-21C+
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Figure PER-7C+. S-76C+ Category A Landing Profiles (Sheet 2 of 2)
(Alternate Landing Profile)
PER-22C+ FOR TRAINING PURPOSES ONLY
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Figure PER-8C+. S-76C+ Category A Landing Distance

from 50-Foot Height to Stop

FOR TRAINING PURPOSES ONLY PER-23C+

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Figure PER-9C+. S-76C+ Category B Takeoff Distance
PER-24C+ FOR TRAINING PURPOSES ONLY
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Figure PER-10C+. S-76C+ Category B Takeoff Headwind Influence

FOR TRAINING PURPOSES ONLY PER-25C+

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4. When clear of obstacles, continue climb and gradually accelerate to

V BROC airspeed.

5. Reduce collective slowly to return rotor rpm to 107% N R , and observe

engine and transmission limits.

After LDP refer to Category A or B single-engine landing.

Single-Engine Landing (Category A or B)

For a single-engine landing use the following procedure:

1. Establish normal approach so as to arrive at a point 200 feet above the

touchdown elevation at 45 KIAS at a rate of no more than 600 fpm rate
of descent.

2. Initiate a deceleration when passing 50 feet at 45 KIAS.

3. Continue deceleration to running touchdown at or above translational

lift. Use collective pitch to cushion touchdown.

S-76C+ CATEGORY B TAKEOFF PROFILES

Single-Engine Failure on Takeoff
If gross weight and flight path permit, takeoff and climbout may be
continued. For a rejected takeoff, refer to Figure PER-11C+ and use the
following procedure.

1. Reduce collective pitch as necessary to maintain rotor rpm if altitude

permits.

2. Make a partial flare at 50 feet to reduce groundspeed. Limit flare to

10° when close to the ground.

3. Apply collective to cushion ground contact.

4. After touchdown, neutralize cyclic and simultaneously reduce collective

to minimum.

5. Apply wheel brakes to minimize ground roll.

PER-26C+ FOR TRAINING PURPOSES ONLY

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Figure PER-11C+. S-76C+ Category B Landing Distance from

50-Foot Height to Stop

FOR TRAINING PURPOSES ONLY PER-27C+

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S-76C+ CATEGORY B LANDING PROFILES

Approach and Landing
Use the following procedure for a Category B approach and landing:

1. Establish an approach to arrive at a point 200 feet above the touchdown

elevation, at 45 KIAS and rate of descent of no more than 600 fpm.

2. Initiate a deceleration when passing 50 feet at 45 KIAS.

3. Continue approach and deceleration to a running touchdown or hover.

Observe limitations shown on height/velocity diagram.

For landing distance calculation from a 50-foot height to stop, use the fol-
lowing procedure (Figure PER-11C+):

1. Locate pressure altitude in the left column (sea level).

2. Go across to the OAT (20°C). Read stopping distance of 730 feet.

RATE OF CLIMB
Best Rate of Climb (BROC)
In order to attain the best rate-of-climb performance, the helicopter must be
flown at BROC speed. BROC speed at sea level is 74 KIAS and decreases 1
KIAS per 1,000 feet of increase in pressure altitude. To find the BROC speed
for a particular altitude, either mathematically correct for pressure altitude
or find that altitude on the left side of one of the BROC speed charts (Figure
PER-12C+). From there, proceed horizontally to the slanted line, and then
drop vertically to the bottom line and read BROC speed.

The forward climb performance charts (Figures PER-13C+ through PER-

16C+) permit calculation of the actual rates of climb for the following flight
conditions:

• Single-engine operation at 2-minute power

• Single-engine operation at maximum continuous power and BROC speed

• Twin-engine operation at maximum continuous power and BROC speed

• Twin-engine operation at normal cruise power and BROC speed

PER-28C+ FOR TRAINING PURPOSES ONLY

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Figure PER-12C+. BROC Speed Chart

FOR TRAINING PURPOSES ONLY PER-29C+

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Figure PER-13C+. S-76C+ Climb Performance—2 1/2-Minute OEI

PER-30C+ FOR TRAINING PURPOSES ONLY

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Figure PER-14C+. S-76C+ Forward Climb Performance—Maximum Continuous OEI
FOR TRAINING PURPOSES ONLY PER-31C+
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Figure PER-15C+. S-76C+ Forward Climb Performance—Maximum Two Engines Continuous OEI
PER-32C+ FOR TRAINING PURPOSES ONLY
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Figure PER-16C+. S-76C+ Forward Climb Performance—Normal Cruise Power
FOR TRAINING PURPOSES ONLY PER-33C+
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HOVER PERFORMANCE
The ability to predict hover performance is important because if the S-76C+
is too heavy to hover out of ground effect (OGE), then it is too heavy to per-
form certain specialized missions. The RFM gives the weights for OGE hover
at various pressure altitudes and temperatures. Refer to Figure PER-17C+ and
use the following procedure to determine hover performance.

S-76C+ Hover Performance Calculation

1. Find 3,300 feet pressure altitude on the left scale.

2. Proceed to the right until intersecting the OAT line (20°C in the
example) or the maximum gross weight limit line, whichever is in-
tersected first.

3. Drop straight down from the intersection of the 2% Power Margin Line
and move left to read the gross weight scale, in this case 10,800
pounds.

PER-34C+ FOR TRAINING PURPOSES ONLY

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Figure PER-17C+. S-76C+ Hover out of Ground Effect

FOR TRAINING PURPOSES ONLY PER-35C+

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HEIGHT/VELOCITY LIMITS
The height/velocity chart (Figure PER-18C+) is provided and shows air-
speed/altitude combinations to be avoided. Operations outside the scheduled
areas on this chart allows for execution of a safe landing in the event of sud-
den single-engine failure.

PER-36C+ FOR TRAINING PURPOSES ONLY

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Figure PER-18C+ . S-76C+ Height/Velocity Diagram

FOR TRAINING PURPOSES ONLY PER-37C+

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CREW RESOURCE MANAGEMENT

CONTENTS
Page
CREW CONCEPT BRIEFING GUIDE ........................................ CRM-1
Introduction .......................................................................... CRM-1
Common Terms .................................................................... CRM-1
Pretakeoff Briefing (IFR/VFR).............................................. CRM-4
Crew Coordination Approach Sequence .............................. CRM-4
ALTITUDE CALLOUTS................................................................ CRM-6
Enroute .................................................................................. CRM-6
Approach—Precision ............................................................ CRM-6
Approach—Nonprecision ...................................................... CRM-7
Significant Deviation Callouts .............................................. CRM-8

FOR TRAINING PURPOSES ONLY CRM-i

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ILLUSTRATIONS

Figure Title Page

CRM-1 Situational Awareness in the Cockpit ........................ CRM-2
CRM-2 Command and Leadership ........................................ CRM-2
CRM-3 Communication Process ............................................ CRM-3
CRM-4 Decision Making Process .......................................... CRM-3

FOR TRAINING PURPOSES ONLY CRM-iii

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CREW RESOURCE MANAGEMENT

(CRM)

CREW CONCEPT BRIEFING GUIDE

INTRODUCTION
Experience has shown that adherence to SOPs helps to enhance individual and
crew cockpit situational awareness and will allow a higher performance level
to be attained. Our objective is for standards to be agreed upon prior to flight
and then adhered to, such that maximum crew performance is achieved. These
procedures are not intended to supercede any individual company SOP, but
rather are examples of good operating practices.

COMMON TERMS
PIC Pilot in Command

Designated by the company for flights requiring more than one pilot.
Responsible for conduct and safety of the flight. Designates pilot
flying and pilot not flying duties.

F Pilot Flying

Controls the aircraft with respect to assigned airway, course, alti-

tude, airspeed, etc., during normal and emergency conditions. Ac-
complishes other tasks as directed by the PIC.

N Pilot Not Flying

Maintains ATC communications, copies clearances, accomplishes

checklists and other tasks as directed by the PIC.

B Both

FOR TRAINING PURPOSES ONLY CRM-1

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SITUATIONAL AWARENESS IN THE COCKPIT

CAPTAIN COPILOT Remember
INDIVIDUAL INDIVIDUAL
S/A S/A 2+2=2
- or -
2+2=5
(Synergy)
GROUP
S/A It'S UP TO YOU!

CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
OPERATIONAL

1. FAILURE TO MEET TARGETS

2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE "FLYING AIRPLANE"
6. NO ONE "LOOKING OUT WINDOW"
7. COMMUNICATIONS
HUMAN

8. AMBIGUITY
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.

Figure CRM-1. Situational Awareness in the Cockpit

COMMAND AND LEADERSHIP

LEADERSHIP STYLES
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
STYLE LEADERSHIP LEADERSHIP
STYLE
(EXTREME) STYLE STYLE
(EXTREME)

PARTICIPATION
LOW HIGH

Command — Designated by Organization

— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on "What's right," not "Who's right"

Figure CRM-2. Command and Leadership

CRM-2 FOR TRAINING PURPOSES ONLY

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COMMUNICATION PROCESS
INTERNAL EXTERNAL INTERNAL
BARRIERS BARRIERS BARRIERS THINK:
• Solicit and give
NEED SEND RECEIVE OPERATIONAL feedback
GOAL
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
the goal
• Verify operation
FEEDBACK outcome is
achieved

ADVOCACY: to increase others' S/A INQUIRY: to increase your own S/A

• State Position • Decide What, Whom, How to ask
• Suggest Solutions • Ask Clear, Concise Questions
• Be Persistent and Focused • Draw Conclusions from
• Listen Carefully Valid Information
• Keep an Open Mind

— REMEMBER—
Questions enhance communication flow.
Don't give in to the temptation to ask questions when Advocacy is required.
Use of Advocacy or inquiry should raise a "red flag."

Figure CRM-3. Communication Process

DECISION MAKING PROCESS

HINTS:
• Identify the problem:
EVALUATE
RESULT RECOGNIZE — Communicate it
NEED
— Achieve agreement
IDENTIFY — Obtain commitment
AND
IMPLEMENT
DEFINE • Consider appropriate SOP's
PROBLEM
RESPONSE
• Think beyond the obvious
COLLECT alternatives
FACTS
• Make decisions as a result
SELECT A
RESPONSE IDENTIFY
ALTERNATIVES
of the process
WEIGH IMPACT
OF ALTERNATIVES
• Resist the temptation to
make an immediate decision
and then support it with facts

Figure CRM-4. Decision Making Process

FOR TRAINING PURPOSES ONLY CRM-3

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PRETAKEOFF BRIEFING (IFR/VFR)

NOTE
The following briefing is to be completed during item 1 of the Pre-
takeoff checklist. The pilot flying will accomplish the briefing.

1. Review the departure procedure (route and altitude, type of takeoff, sig-
nificant terrain features, etc.).

2. Review anything out of the ordinary.

3. Review required callouts, unless standard calls have been agreed upon,
in which case a request for “Standard Callouts” may be used.

4. Review the procedures to be used in case of an emergency on departure.

5. As a final item, ask if there are any questions.

6. State that the pretakeoff briefing is complete.

CREW COORDINATION APPROACH SEQUENCE

NOTE
The following crew coordination approach sequence should be
completed as early as possible, prior to initiating an IFR ap-
proach. These items are accomplished during the “Approach (In
Range)” checklist.

F—Requests the pilot not flying to obtain destination weather. (Transfer of

communication duties to the pilot flying may facilitate the accomplish-
ment of this task.)

N—Advises the pilot of current destination weather, approach in use, and spe-
cial information pertinent to the destination.

CRM-4 FOR TRAINING PURPOSES ONLY

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F—Requests the pilot not flying to perform the approach setup.

N—Accomplishes the approach setup and advises of frequency tuned, iden-

tified and course set.

F—Transfers control of the aircraft to the pilot not flying, advising, “You have
control, heading ________, altitude ________” and special instructions.
(Communications duties should be transferred back to the pilot not
flying at this point.)

N—Responds, “I have control, heading ________, altitude ________.”

F—Advises, “Approach Briefing.”

F—At the completion of the approach briefing, the pilot flying advises, “Ap-
proach Briefing complete.”

F—Advises, “I have control, heading _________, altitude __________.”

N—Confirms “You have control, heading ________, altitude _________.”

F—“Before Landing checklist.”

N—“Before Landing checklist complete.”

NOTE
The above sequence should be completed prior to the FAF.

NOTE
During the above sequence, the terms F and N have not been re-
versed during the time that transfer of control occurs.

FOR TRAINING PURPOSES ONLY CRM-5

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ALTITUDE CALLOUTS

ENROUTE
1,000 ft prior to level off

N F

“State altitude leaving and assigned

level off altitude”
“100 ft above/below” “ROGER”

APPROACH—PRECISION
N F

At 1,000 ft above minimums

“1,000 feet above minimums” “DH ________”

At 500 ft above minimums

“500 feet above minimums” “NO FLAGS”

At 100 ft above minimums

“100 feet above minimums” “APPROACHING MINIMUMS”

At decision height (DH)

“Minimums, approach lights at “CONTINUING”

(clock position)”
OR
“Minimums, runway at (clock position)” “CONTINUING”
OR
“Minimums, go around” “GOING AROUND”

CRM-6 FOR TRAINING PURPOSES ONLY

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Missed Approach
N F

“Climb power” “_____% SET”

“Positive Rate” “GEAR UP”

Navigation equipment set up

“Heading _____” “HEADING_____”

“Climb to _____” “CLIMB TO _____”

Communicate with ATC

APPROACH—NONPRECISION
N F

At 1,000 ft above minimums

“1,000 feet above minimums” “MDA ___________”

At 500 ft above minimums

“500 feet above minimums” “NO FLAGS”

At 100 ft above minimums

“100 feet above minimums” “APPROACHING MINIMUMS”

At minimum descent altitude (MDA)

“Minimums” “LEVEL”

At missed approach point (MAP)

“Approach lights at (clock position)” “CONTINUING”

OR

“Runway at (clock position)” “CONTINUING”

OR

“Go around” “GOING AROUND”

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Missed Approach
N F

“Missed approach point. Go around” “GOING AROUND”

“Climb power” “_____% SET”

“Positive Rate” “GEAR UP”

Navigation equipment set up

“Heading _____” “HEADING _____”

“Climb to _____” “CLIMBING TO _____”

Communicate with ATC

SIGNIFICANT DEVIATION CALLOUTS

N F

IAS ±10 KIAS

“Speed _____KIAS fast/slow” “CORRECTING TO ______”

Heading ±10° enroute

5° on approach

“Heading _____ degrees left/right”“CORRECTING TO _____”

Altitude ±100 ft enroute

+50/-0 ft on final approach

“Altitude _____ high/low” “CORRECTING TO _____”

CDI left or right one dot

“Left/right of course _____ dot” “CORRECTING”

RMI course left or right ±5°

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“Left/right of course _____ degrees” “CORRECTING”

Vertical descent speed greater than 1,000 fpm on final approach

“Sink rate _____” “CORRECTING”

Bank in excess of 30°

“Bank _____ degrees” “CORRECTING”

FOR TRAINING PURPOSES ONLY CRM-9

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RECURRENT SYLLABUS
CONTENTS
Page
INTRODUCTION .............................................................................. RS-1
GENERAL INFORMATION ............................................................. RS-1
PROGRAMMED TRAINING HOURS ............................................. RS-1
GROUND SCHOOL MODULES ...................................................... RS-2
GENERAL OPERATIONAL
SUBJECTS MODULES
Module 1—Weight and Balance ............................................... RS-2
Module 2—Performance ........................................................... RS-2
Module 3—Flight Planning....................................................... RS-3
Module 4—Rotocraft Flight Manual (RFM) ............................ RS-3
Module 5—Windshear (If Required) ........................................ RS-3
Module 6—Crew Resource Management (CRM) .................... RS-3
AIRCRAFT SYSTEMS MODULES ................................................. RS-3
Module 1—Aircraft General ..................................................... RS-3
Module 2—Powerplant ............................................................. RS-4
Module 3—Air Management .................................................... RS-4
Module 4—Fire Protection ....................................................... RS-4
Module 5—Fuel System ........................................................... RS-4
Module 6—Electrical System ................................................... RS-5
Module 7—Lighting.................................................................. RS-5
Module 8—Master Warning System......................................... RS-5
Module 9—Powertrain.............................................................. RS-5
Module 10—Main Rotor........................................................... RS-6
Module 11—Tail Rotor ............................................................. RS-6
Module 12—Flight Controls/AFCS/DAFCS ............................ RS-6
Module 13—Hydraulics............................................................ RS-6
Module 14—Ice and Rain Protection........................................ RS-7
Module 15—Environmental...................................................... RS-7

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Module 16—Avionics ............................................................... RS-7

Module 17—Kits and Accessories............................................ RS-7
Module 18—Preflight ............................................................... RS-8
Module 19—Review ................................................................. RS-8
FLIGHT TRAINING MODULE OUTLINES ................................... RS-8
Simulator Module 1................................................................... RS-8
Simulator Module 2................................................................. RS-11
Simulator Module 3 ................................................................ RS-14
Competency Check, Proficiency Check,
or Flight Review Check
(Checks IAW 61.56, 61.57, 61.58, 135.293,
or 135.297, As Appropriate) ................................................... RS-16
COMPLETION STANDARDS ........................................................ RS-16

RS-ii FOR TRAINING PURPOSES ONLY

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RECURRENT SYLLABUS
INTRODUCTION
This syllabus has been prepared to serve as a general outline to assist you while
you attend this course. Normally, it serves as a guide for the instructor, but
deviations will occur. Occasionally changes must be made due to unforeseen
circumstances to accommodate training in the most effective manner. If some
items are not covered where or when indicated, they will be covered at a dif-
ferent time.

GENERAL INFORMATION
The pilot recurrent training consists of the following:

Classroom hours ........................................................................................... 17.5*

Simulator hours
(includes system integration).......................................................................... 5.5
Briefing hours.................................................................................................... 4.5
Total .................................................................................................................. 27.5
*Up to 13 hours of optional subjects are offered.

Four days should be allowed for accomplishment of the complete program.

PROGRAMMED TRAINING HOURS

Following are the subjects and planned classroom hours for the pilot recur-
rent ground school:

General Operational Subjects ......................................................................... 2.0

Systems Training .............................................................................................. 8.0
Preflight.............................................................................................................. 1.0
Examination and Critique ................................................................................ 2.0
Total ....................................................................................................................13.0

FOR TRAINING PURPOSES ONLY RS-1

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GROUND SCHOOL MODULES

The ground school modules will consist of instructor-guided classroom dis-
cussions using ACPS/computer-generated slides to present a review of the
S-76. The primary objective is to review all:

• Aircraft limitations

• Normal procedures

• Emergency and malfunction procedures

• Aircraft systems

• Crew resource management

• Aeronautical decision making skills

All instruction is based on pilot operation of the aircraft systems and con-
trols during normal and abnormal operation.

GENERAL OPERATIONAL
SUBJECTS MODULES
MODULE 1—WEIGHT AND BALANCE
Module 1 is a thorough review regarding the center of gravity (CG). Items
covered will include:

• Weight and balance limits

• Data

• Cockpit and cabin loading

MODULE 2—PERFORMANCE
Module 2 is a review of Section 4 of the Rotorcraft Flight Manual (RFM),
with emphasis on:

• Power assurance checks

• Hover power charts

• Takeoff and OEI landing distance charts

• Twin-engine and single engine rate-of-climb charts

RS-2 FOR TRAINING PURPOSES ONLY

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MODULE 3—FLIGHT PLANNING

Module 3 will cover essential data operations and limitations pertinent to flight.

MODULE 4—ROTOCRAFT FLIGHT MANUAL (RFM)

Module 4 will cover the organization of the RFM to include:

• Applicability of the RFM

• RFM sections

• Manufacturer’s data and RFM supplements

• Terminology and use of procedural words

MODULE 5—WINDSHEAR (IF REQUIRED)

Module 5 will review windshear with a low-level temperature inversion in a
frontal zone associated with thunderstorms and microbursts.

MODULE 6—CREW RESOURCE MANAGEMENT (CRM)

Module 6 will be an insight into the critical areas of cockpit resource man-
agement. The emphasis of this lesson will be on the factors influencing:

• Loss of situational awareness and the error chain

• Effective communications

• Workload and time management

• Elements of a quality briefing

• Reliance on automation

• Decision making and judgement errors

• Effects of and coping with stress

AIRCRAFT SYSTEMS MODULES

MODULE 1—AIRCRAFT GENERAL
Module 1 will review:

• S-76 origin, development, and performance

• Major aircraft sections, dimensions and structure

FOR TRAINING PURPOSES ONLY RS-3

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• Crew and passenger compartments

• Parking, mooring, and towing

MODULE 2—POWERPLANT
Module 2 will review:

• S-76 engine systems and their operation

• Malfunctions

MODULE 3—AIR MANAGEMENT

Module 3 will review:

• Purposes and characteristics of the system

• Components

• Normal operation

• Malfunctions

MODULE 4—FIRE PROTECTION

Module 4 will review:

• Engine fire detection system

• Engine fire-extinguishing system

• Baggage compartment smoke/fire detection system

• Malfunctions

MODULE 5—FUEL SYSTEM

Module 5 will review:

• Storage system capacity

• Components and operation

• Supply system components and operation

• Quantity indicating system

• Malfunctions

RS-4 FOR TRAINING PURPOSES ONLY

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MODULE 6—ELECTRICAL SYSTEM

Module 6 will review:

• System types and purposes

• Distribution

• Control

• Indications

• Sources

• DC and AC power flows

• Malfunctions

MODULE 7—LIGHTING
Module 7 will review:

• Interior and exterior lighting

MODULE 8—MASTER WARNING SYSTEM

Module 8 will review:

• Master caution/warning system

• Caution panel segment lights

• Other caution and warning lights

• Malfunctions

MODULE 9—POWERTRAIN
Module 9 will review:

• Powertrain components

• Main drive shaft

• Main transmission lubrication system

• Main transmission malfunctions

• Main transmission subsystems

• Tail rotor drive system

• Tail rotor malfunctions

FOR TRAINING PURPOSES ONLY RS-5

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MODULE 10—MAIN ROTOR

Module 10 will review:

• Type of main rotor system

• Main rotor components

• Improvements

• Characteristics and construction of the main rotor blades

• Limitations

MODULE 11—TAIL ROTOR

Module 11 will review:

• Type of tail rotor

• Characteristics and operation of each of the tail rotor subassemblies

• Tail rotor hub assembly

• Tail rotor blades

• Tail rotor malfunction

MODULE 12—FLIGHT CONTROLS/AFCS/DAFCS

Module 12 will review:

• Collective flight control system

• Cyclic flight control system

• Yaw tail rotor control system

• Force trim system

• AFCS/DAFCS malfunctions

MODULE 13—HYDRAULICS
Module 13 will review:

• Components

• Operations

• Malfunctions

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MODULE 14—ICE AND RAIN PROTECTION

Module 14 will review:

• Operating procedures and limitations of the pitot/static heater system

• Operating procedures and limitations of the windshield wiper system

• Operating procedures and limitations of defrosting and defogging

systems

• Malfunctions

MODULE 15—ENVIRONMENTAL
Module 15 will review:

• Environmental systems

• Cockpit and cabin heating system

• Cockpit ventilation system

• Malfunctions

MODULE 16—AVIONICS
Module 16 will review:

• Function

• Operation

MODULE 17—KITS AND ACCESSORIES

Module 17 will review:

• Components and operation

• Emergency flotation system

• Heated windshields

• Auxiliary fuel tanks

• Flight director

• External cargo hook

• Weather radar

• Rescue hoist

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MODULE 18—PREFLIGHT
Module 18 consists of a pilot walkaround and interior check of the S-76, uti-
lizing the preflight check in the Rotocraft Flight Manual.

MODULE 19—REVIEW
During Module 19, the pilot will successfully complete a multiple choice ex-
amination for which a minimum score of 70% is required for Part 142 re-
quirements. Each examination will be corrected to 100%.

FLIGHT TRAINING MODULE OUTLINES

This course provides 4.5 hours PIC training in the S-76 flight simulator.
When training as crew, each pilot receives an additional 4.5 hours in the
copilot position. Simulator flights are 1.5 or 2.0 hours, during which a wide
variety of normal and malfunction/emergency procedures are practiced. The
degree of complexity and the challenge of each mission progresses to the test-
ing or checking applicable to the curriculum.

Because a pilot’s proficiency and job requirements vary, each pilot will be trained
in the environment most closely approximating his/her flying requirements (e.g.,
VFR, VFR/IFR, offshore, EMS, military, air taxi, corporate, etc.).

SIMULATOR MODULE NO. 1

Flight Training Events
1. Preparation

a. Pretaxi Procedure

b. Performance Limitations

c. Dynamic Rollover (Oral)

d. Ground Resonance (Oral)

e. Slope Operations (Oral)

2. Surface Operations

a. Lift to Hover (IGE/OGE)

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b. Hover Turns (IGE/OGE)

c. Sideward/Rearward Hovering

3. Takeoff

a. Normal

b. Obstacle Clearance

c. Running (High Altitude)

c. Category “A”

d. Category “A” with Powerplant Failure before CDP

e. Category “A” with Powerplant Failure after CDP

f. Rejected Takeoff

4. Climb

a. Normal

b Best Rate

c. Best Angle

5. Enroute

a. Powerplant Shutdown and Restart

b. Low-Speed Characteristics

c. High-Speed Characteristics

6. Descent

a. Normal

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7. Approaches

a. VFR—Normal

b. VFR—Obstacle Clearance

c. VFR—High Altitude

d. VFR—Elevated Landing Site

e. VFR with Degraded Control Augmentation

f. Balked Landing

8. Landings

a. Normal

b. Category “A”

c. Category “A” with Powerplant Failure after LDP

d. Crosswind

e. With Degraded Control Augmentation

9. After Landing

a. Taxi

b. Parking

10. Unprepared Site Operations

a. Confine Landing Areas

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11. Systems Procedures (Normal/Abnormal/Alternate)

a. Powerplants

b. Fuel and Oil

c. Electrical

d. Anti-icing Systems

e. Flight Instrument System Malfunction

f. Communications Equipment

12. Systems Procedures (Emergency)

a. Powerplant Malfunctions

b. Electrical

c. Fuel

13. Crew Resource Management

a. Situational Awareness and the Error Chain

b. Communication

SIMULATOR MODULE NO. 2

Flight Training Events
1. Preparation

a. Pretaxi Procedure

b. Performance Limitations

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2. Surface Operations

a. Taxiing

b. Lift to Hover (IGE/OGE)

3. Takeoff

a. Instrument

4. Climb

a. Normal

5. Enroute

a. Medium Banked Turns

6. Descent

a. Normal

7. Approaches

a. Precision—Normal

b. Precision—One Engine Inoperative

c. Nonprecision—Normal

d. Missed Approach—from a Precision Approach

e. Missed Approach—from a Nonprecision Approach

f. Missed Approach—from a Powerplant Failure

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8. Landings

a. From a Precision Approach

b. From a Precision Approach with at least 50% power deficiency

c. With Degraded Control Augmentation

9. After Landing

a. Taxi

b. Parking

10. Other Flight Procedures

a. Holding

11. Systems Procedures (Normal/Abnormal/Alternate)

a. Powerplant

b. Fuel and Oil

c. Electrical

d. Flight Controls

e. Autoflight Systems

f. Flight Management and Guidance Systems (As Required)

g. Automatic or Other Approach and Landing Aids

h. Airborne Radar Systems

i. Communications Equipment

j. Navigation Systems

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12. Systems Procedures (Emergency)

a. Powerplant

b. Electrical

c. Hydraulic

d. Flight Control Systems

13. Crew Resource Management

a. Synergy and the Crew Concept

b. Stress

SIMULATOR MODULE NO. 3

Flight Training Events
1. Preparation

a. Pretaxi Procedure

b. Performance Limitations

2. Takeoff

a. Normal

3. Climb

a. Normal

4. Descent

a. Normal

b. Maximum Rate

(3) Autorotative Glide

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5. Approaches

a. VFR—Normal

6. Landings

a. Normal

b. Autorotative

7. After Landing

a. Taxi

b. Parking

8. Systems Procedures (Normal/Abnormal/Alternate)

a. Powertrain

b. Hydraulic

c. Loss of Tail Rotor Control

d. Landing Gear

9. Crew Resource Management

a. Work Assessment and Time Management

b. Briefing

c. Decision Making and Judgement

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COMPETENCY CHECK, PROFICIENCY CHECK, OR

FLIGHT REVIEW (CHECKS IAW 61.56, 61.57, 61.58,
135.293, OR 135.297, AS APPROPRIATE)
A flight training module in which the pilot shall demonstrate in the language
of FAR 61.43: “Show that he is the master of the aircraft, with the success-
ful outcome of the maneuver never seriously in doubt.” Or, in language of FAR
135.293: “. . . the pilot must be the obvious master of the aircraft, with the
successful outcome of the maneuver never in doubt.”

COMPLETION STANDARDS
The pilot must demonstrate satisfactory performance through behavioral
checks and examinations in the classroom and in the simulator to ensure skill
requirements have been demonstrated to maintain pilot-in-command status.

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