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Manual Koala

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48 views694 pages

Manual Koala

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Horácio

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A119/AW119 MKII

(PWC PT6)
TYPE RATING GROUND COURSE

TM A119/AW119 MKII

AGUSTAWESTLAND PROPRIETARY/FOR TRAINING PURPOSE ONLY A119-PWPT6-TR-SER-A00

TM A119/AW119 MKII

NOTICE

THIS PUBLICATION AND/OR DRAWING IS ISSUED

TO TRAINEES OF AgustaWestland TRAINING ACADEMY
FOR INFORMATION ONLY. IT DOES NOT
REPLACE THE OFFICIAL TECHNICAL ORDERS
OR OTHER CURRENT PUBLICATIONS ISSUED
BY COMPETENT AUTHORITHY. THIS INFORMATION IS
CURRENT ONLY AT THE DATE OF ISSUE.
AgustaWestland TRAINING ACADEMY CANNOT ASSUME
THE RESPONSABILITY FOR PROVIDING TRAINEES
WITH ADDITIONAL INFORMATION AND/OR REVISIONS.
UNAUTHORIZED USE, DISCLOSURE OR
REPRODUCTION, EITHER IN WHOLE OR IN PART, IS
FORBIDDEN WITHOUT PRIOR WRITTEN APPROVAL.

AgustaWestland TRAINING ACADEMY

ISSUED: December 2008

AGUSTAWESTLAND PROPRIETARY/FOR TRAINING PURPOSE ONLY A119-PWPT6-TR-SER-A00

TABLE OF CONTENTS

SUBJECT CHAPTER SECTION

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

AIR WORTHINESS LIMITATIONS.......................................................................................................................................04

SCHEDULED/UNSCHEDULED MAINTENANCE ...............................................................................................................05

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

LEVELLING...................................................................................................................................................................................................... 20-00
WEIGHING....................................................................................................................................................................................................... 30-00

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

HANDLING....................................................................................................................................................................................................... 10-00

PARKING, MOORING ..........................................................................................................................................................10

PARKING ......................................................................................................................................................................................................... 10-00

SERVICING...........................................................................................................................................................................12
GENERAL ........................................................................................................................................................................................................ 00-00

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ENVIRONMENT CONTROL.................................................................................................................................................21
ENVIRONMENTAL CONTROL ....................................................................................................................................................................... 21-00
HEATING SYSTEM ......................................................................................................................................................................................... 41-00

AUTOFLIGHT SYSTEM .......................................................................................................................................................22

AUTOMATIC STABILIZATION SYSTEM ......................................................................................................................................................... 11-00

COMMUNICATION...............................................................................................................................................................23
GENERAL ......................................................................................................................................................................................................... 00-00
KX 165 (COM/NAV) SYSTEM .......................................................................................................................................................................... 11-00
GPS/GNC 250 GPS/COMM SYSTEM.............................................................................................................................................................. 12-00
AUDIO INTEGRATING SYSTEM ..................................................................................................................................................................... 51-00

ELECTRICAL POWER.........................................................................................................................................................24
GENERAL ......................................................................................................................................................................................................... 00-00
A.C. POWER SYSTEM..................................................................................................................................................................................... 21-00
D.C. POWER SUPPLY SYSTEM ..................................................................................................................................................................... 31-00
EXTERNAL POWER SYSTEM......................................................................................................................................................................... 41-00

EQUIPMENT/FURNISHING .................................................................................................................................................25
EQUIPMENT/FURNISHING ............................................................................................................................................................................ 11-00
EMERGENCY LOCATOR TRANSMITTER TYPE ELT ARTEX C406-2HM ................................................................................................... 61-00

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FIRE PROTECTION .............................................................................................................................................................26
GENERAL ........................................................................................................................................................................................................ 00-00
ENGINE FIRE DETECTION SYSTEM ............................................................................................................................................................ 11-00
PORTABLE FIRE EXTINGUISHER................................................................................................................................................................. 22-00

FUEL .....................................................................................................................................................................................28
GENERAL ........................................................................................................................................................................................................ 00-00
STORAGE SYSTEM........................................................................................................................................................................................ 11-00
DISTRIBUTION SYSTEM................................................................................................................................................................................ 21-00
FUEL INDICATING SYSTEM .......................................................................................................................................................................... 41-00

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

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

INDICATING/RECORDING SYSTEMS................................................................................................................................31
GENERAL ......................................................................................................................................................................................................... 00-00
INDIPENDENT INSTRUMENTS....................................................................................................................................................................... 21-00
INTEGRATED DISPLAY SYSTEM................................................................................................................................................................... 41-00
CENTRAL WARNING SYSTEM ....................................................................................................................................................................... 51-00

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LANDING GEAR ..................................................................................................................................................................32
GENERAL ........................................................................................................................................................................................................ 00-00

LIGHTS SYSTEM .................................................................................................................................................................33

COCKPIT LIGHTING SYSTEM ........................................................................................................................................................................ 11-00
PASSENGER COMPARTMENT LIGHTING SYSTEM .................................................................................................................................... 21-00
BAGGAGE COMPARTMENT LIGHTING SYSTEM......................................................................................................................................... 31-00
EXTERIOR LIGHT SYSTEM ............................................................................................................................................................................ 41-00
NAVIGATION........................................................................................................................................................................34
FLIGHT ENVIRONMENT DATA SYSTEM ....................................................................................................................................................... 11-00
ATTITUDE AND DIRECTION SYSTEM ........................................................................................................................................................... 21-00
MARKER BEACON SYSTEM........................................................................................................................................................................... 30-00
INDEPENDENT POSITION DETERMING SYSTEMS ..................................................................................................................................... 41-00
KX165 (COMM/NAV) SYSTEM ........................................................................................................................................................................ 51-00
ADF SYSTEM ................................................................................................................................................................................................... 52-00
TRANSPODER KT70 ....................................................................................................................................................................................... 53-00
GPS GNC 250 SYSTEM................................................................................................................................................................................... 54-00
DME SYSTEM .................................................................................................................................................................................................. 55-00

DOORS .................................................................................................................................................................................52
GENERAL ........................................................................................................................................................................................................ 00-00

FUSELAGE...........................................................................................................................................................................53
GENERAL ........................................................................................................................................................................................................ 00-00

STABILIZERS.......................................................................................................................................................................55
GENERAL ........................................................................................................................................................................................................ 00-00

WINDOWS ............................................................................................................................................................................56
GENERAL ........................................................................................................................................................................................................ 00-00

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MAIN ROTOR .......................................................................................................................................................................62
GENERAL ........................................................................................................................................................................................................ 00-00
MAIN ROTOR BLADES................................................................................................................................................................................... 11-00
MAIN ROTOR HEAD ....................................................................................................................................................................................... 21-00
ROTATING CONTROLS ................................................................................................................................................................................. 31-00
MAIN ROTOR INDICATING SYSTEM (WITH IDS)......................................................................................................................................... 41-00

MAIN ROTOR DRIVES.........................................................................................................................................................63

GENERAL ........................................................................................................................................................................................................ 00-00
MAIN DRIVE SHAFTS..................................................................................................................................................................................... 11-00
MAIN TRANSMISSION.................................................................................................................................................................................... 21-00
TRANSMISSION LUBRICATING SYSTEM .................................................................................................................................................... 22-00
ROTOR BRAKE SYSTEM ............................................................................................................................................................................... 23-00

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

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

ROTORS FLIGHT CONTROL ..............................................................................................................................................67

GENERAL ........................................................................................................................................................................................................ 00-00
COLLECTIVE PITCH CONTROL SYSTEM .................................................................................................................................................... 11-00
CYCLIC PITCH CONTROL SYSTEM.............................................................................................................................................................. 12-00
MIXING CONTROL SYSTEM.......................................................................................................................................................................... 13-00
TAIL ROTOR CONTROL SYSTEM ................................................................................................................................................................. 21-00
SERVO CONTROL SYSTEM .......................................................................................................................................................................... 31-00

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POWER PLANT....................................................................................................................................................................71
GENERAL ........................................................................................................................................................................................................ 00-00
COWLING ........................................................................................................................................................................................................ 11-00
ENGINE MOUNTS........................................................................................................................................................................................... 21-00
ENGINE FIREWALLS...................................................................................................................................................................................... 31-00

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

IGNITION ..............................................................................................................................................................................74
IGNITION DISTRIBUTION SYSTEM............................................................................................................................................................... 21-00

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

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

ENGINE OIL..........................................................................................................................................................................79
GENERAL ........................................................................................................................................................................................................ 00-00

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A119-PWPT6-TR-SER-A00
CHAPTER
00
AIR VEHICLE
SECTION 00- GENERAL

AGUSTAWESTLAND PROPRIETARY/FOR TRAINING PURPOSE ONLY A119-PWPT6-TR- SER -A00

AGUSTAWESTLAND PROPRIETARY/FOR TRAINING PURPOSE ONLY A119-PWPT6-TR- SER -A00
fuselage rear section. The emergency rescue version allows
GENERAL the loading of up to two stretchers with two medical attendants,
The A119 KOALA is the new widebody single turbine without any intrusion into the cockpit.
helicopter developed by Agusta in order to provide safety, high
productivity and performance at a competitive price. For the
first time in helicopter history a lightweight single engine
machine can incorporate the sophisticate path-breaking
technologies developed for use on larger twin engine aircraft.
The technical innovations include a main rotor head in titanium
with composite blade grips and elastomeric bearings. These
solutions maintain the advantages of a fully articulated rotor
while reducing significantly the weight of the rotor head as well
as maintenance requirements, the number of components, the
production cycle and, therefore, costs.
The turbine engine, a Pratt & Whitney PT6-37A rated at
(thermodynamic) 1002 SHP, together with the well proven
aerodynamic solutions inherited from other Agusta helicopters
already in service, give the A119 KOALA the excellent
performance and flight quality that make it the most productive
helicopter in its class.
The A119 KOALA can carry up to seven passengers or over
1300 Kg of payload, offering an exceptionally comfortable and
spacious cabin, 30% larger than that of any existing single
engine helicopter. The absence of internal structures allows
rapid and easy configuration changes to adapt it to different
mission requirements. The passenger transport configuration
has an ample baggage compartment, of about a half cubic
meter and accessible from inside the cabin, and a second
baggage area of about a cubic meter positioned in the

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A119 HELICOPTER

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MAIN HELICOPTER ZONES

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AIRFRAME PRINCIPAL DIMENSIONS

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AIRFRA

AIRFRAME REFERENCE LINES

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MAIN ROTOR
LEADING PARTICULARS Type fully articulated
Number of blades.................................................................... 4
TYPE: POD AND BOOM Nr 100% .............................................................................. 384
Overhall length (rotor turning) ................................... m. 13,013 Nr 102% (MKII) ................................................................... 392
Overhall length (rotor turning) (MKII)......................... m. 12,916 Diameter ................................................................... m. 10,830
Fuselage length......................................................... m. 11,173 Disc area .................................................................. m2. 92,118
Fuselage length (MKII) .............................................. m. 11,144 Engine to rotor gear ratio (4373 - 384) ...................... 11,388 - 1
Cabin width ................................................................. m. 1,666
TAIL ROTOR
Maximum width (elevator) ........................................... m. 2,700
Maximum height - Tail Fin .......................................... m. 3,773 Type semi-rigid
Maximum height - Tail Fin (MKII) ................................ m. 3,598 Number of blades.................................................................... 2
Skid track .................................................................... m. 2,000 Diameter ............................................................................ m. 2
Disc area .................................................................... m2. 3,140
SEATING Engine to rotor gear ratio (4373 - 2085) ...................... 2,097 - 1
Crew........................................................................................ 1
ENGINE
Passengers ............................................................................. 7
Manufacturer .............................................PRATT & WHITNEY
CARGO CAPACITY Model ........................................................................PT6B-37A
Main cargo space cubic capacity(Cabin) ....................m3. 3,39
POWER RATINGS
Length overall................................................................ m. 2,10
Width ............................................................................... m. 1,6 Max. Continuous ......................................................... SHP 830
Height (max).................................................................. m. 1,28 Max Continuous (MKII) ............................................... SHP 847
Baggage compartment cubic capacity......................... m3. 0,95 Take-off....................................................................... SHP 900
Max Load ......................................................................Kg. 150 Take-off (MKII) ............................................................ SHP 917
Max Floor loading................................................... Kg/m2. 500
TRANSMISSION RATINGS
Max. Continuous ......................................................... SHP 900

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Take OFF ....................................................................SHP 900 OPERATING PRESSURES
Take OFF (MKII) .........................................................SHP 917 Minimum .....................................................................1200 PSI
Transient (6 sec) .........................................................SHP 960 Cautionary......................................................1200 to 1400 PSI
Continuous .....................................................1400 to 1550 PSI
MAIN ROTOR
Maximum ....................................................................1550 PSI
Dampers oil specifications................ MIL-H-83282/MIL-H-5606
ACCUMULATORS
TRANSMISSION LUBRICATION SYSTEM
Gas type...................................................................... nytrogen
Oil specification ...............................DOD-L-85734/MIL-L23699 Charging pressure.......................................................1100 PSI
Capacity .......................................................................... 10.5 L
AIRFRAME FUEL SYSTEM
TRANSMISSION OPERATING PRESSURES &
Fuel type ............................................JetA/A1/A2/JP4-JP5-JP8
TEMPERATURES
Capacity ..................................................... JP8 (484 Kg) 605 L
Minimum......................................................................... 30 PSI Usable............................................................... (476 Kg) 595 L
Continuous ............................................................ 30 to 50 PSI
Cautionary............................................................. 50 to 70 PSI OPERATING FUEL PRESSURE
Maximum........................................................................ 70 PSI Cautionary..................................................................0 to 7 PSI
Operating temperature ........................................ 0°C to 115° C Continuous ...............................................................7 to 25 PSI
Maximum ....................................................................... 25 PSI
T/R LUBRICATION SYSTEM
Oil specification ..............................DOD-L-85734/MIL-L-23699 ENGINE OIL SYTEM
Capacity ............................................................................ 0,4 L Oil specification ..................................................... MIL-L-23699
Capacity ............................................................................ 8,7 L
FLIGHT CONTROLS HYDRAULIC SYSTEMS (TWO
INDEPENDENT SYSTEMS) OPERATING PRESSURES & TEMPERATURES
Fluid specification................................................... MIL-H-5606 Minimum ........................................................................ 40 PSI
Reservoir capacity #1 & #2 servo...................................... 1.6 L Cautionary (N1 < 72%) ...........................................40 to 80 PSI

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Continuous .......................................................... 80 to 110 PSI Service ceiling ............................................................. 15000 Ft
Maximum...................................................................... 110 PSI Operating temperature ...................................... - 25°C + 50° C
Operating temperature ........................................ 0° C to 110°C
Transient ........................................................................ 110° C

DC POWER SUPPLY
Starter input............................................................... Volts 28,5

GENERATOR
Output power....................................KW 4.5 (transient 5.7 KW)
Output voltage ........................................................... Volts 28,5
Continuous load .......................................... within speed range
..................................................160A/ transient (20 sec.) 200A
Speed range.............................................. RPM 7050 to 12000

BATTERY
Type ................................................................ Nickel Cadmium
Rating............................................................25.2 Volts - 27 Ah

WEIGHTS
Empty weight (Typical) ................................................Kg. 1430
Max gross weight ........................................................Kg. 2720
Max gross weight (MKII)..............................................Kg. 2850
Max gross
weight for cargo hook operation .................................Kg. 3150

PERFORMANCE
VNE................................................................................152 kts

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Section 8 ...............................................handling and servicing
TECHNICAL PUBLICATIONS Section 9 ...................... supplemental performance information
A set of manuals has been issued to provide the operators
with proper information necessary to itemize the useful MAINTENANCE MANUAL
technical literature for operating, maintaining and overhauling Provides all the information necessary to perform all the
the helicopter. procedures and operations needed to preserve the
Therefore each maintenance operation must be carried out airworthiness and flight characteristics of the helicopter.
according to documents officially issued by "AGUSTA". It contains the following:
The set of publications is composed of: • Maintenance procedures
• Rotorcraft flight manual • Removal and installation procedures
• Maintenance manual • Test and inspection
• Maintenance planning manual • Permitted repairs
• Overhaul manual • Troubleshooting
• Illustrated parts breakdown • Special tools and material lists
• Additional information
• Wiring diagram manual OVERHAUL MANUAL
Contains all the information necessary for the disassembly,
ROTORCRAFT FLIGHT MANUAL inspection, repair and reassembly of the major helicopter
Provides all the information necessary to operate the components.
helicopter in normal and emergency conditions. It contains the following procedures:
It contains the following sections: • Disassembly and reassembly
Section 1 ................................................................... limitations • Inspection and test
Section 2 ..................................................... normal procedures • Repair
Section 3 .................... emergency and malfunction procedures
Section 4 ............................................................... performance MAINTENANCE PLANNING MANUAL
Section 5 ..................................................... optional equipment
Provides the airwothiness limitations and the maintenance
Section 6 .................................................... weight and balance
programs with the inspection requirements
Section 7 ....................................................systems description

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TECHNICAL BULLETINS
Are issued by the manufacturer to provide technical
ILLUSTRATED PARTS BREAKDOWN
information which affects the airworthiness of the helicopter.
Illustrates, locates and lists all the helicopter items that may be Compliance with service bulletins is mandatory within the time
required as spare parts during maintenance operations limits specified in the "accomplishment sections" unless the
performed by the operators. bulletin is classified as optional.
It contains the following:
• Assemblies, sub-assemblies brake down and WIRING DIAGRAM MANUAL
reference number of parts
• Description of parts and quantity required Contains all helicopter systems wiring diagrams.
• Illustrations for parts, installation and location
• Parts cross reference index
NOTE: The contents of the manuals are subjected to up-
dating. Variations and revisions will be introduced by the
manufacturer as a result of feed- back from operators and
experience in the operation of the helicopter.
Suggestions for revisions or improvements to the manuals can
be initiated by completing a discrepancy report form.

INFORMATION LETTERS
Are issued to provide the operator with "useful information"
such as: maintenance manual clarifications, suggestions for
better operating; maintenance or inspection procedures;
changes to component T.B.O. or T.B.I. requirements.
With the exception of T.B.O. and T.B.I. requirements,
compliance with information letters is at the discretion of the
individual operator.

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ECU Engine Control Unit
ABBREVIATIONS AND ACRONYMS EDU Electronic Display Unit
AC Alternate Current ENG Engine
ADF Automatic Direction Finder ENT Enter
AFCS Automatic Flight Control System ERP Eye Reference Point
AGB Accessory Gear Box FAA Federal Aviation Administration
ALS Ambient Light Sensor FADEC Full Authority Digital Engine Control
APU Auxiliary Power Unit FAR Federal Aviation Regulation
ARINC Aeronautical Radio Incorporated FCU Fuel Computing Unit
BCAR British Civil Airworthiness Requirement FCU Fuel Control Unit
BCD Binary Coded Decimal (Data) FIFO First In First Out
BIT Built In Test FMU Fuel Metering Unit
BITE Built In Test Equipment FMV Fuel Metering Valve
BL Buttock Line FP Fuel Pump
BTU British Thermal Unit FOD Foreign Object Damage
CAA Civil Aviation Authority GCU Generator Control Unit
CCW Counter Clockwise GND Ground
CG Center of Gravity GOV Governor
CL Center Line GPM Gallons per minute
CLP Collective Pitch GPS Global Positioning System
CLR Clear GSE Ground Support Equipment
COSV Change Over Solenoid Valve HE Human Engineering
CPLT Copilot HUM Health and Usage Monitoring
CPU Central Processing Unit HUMS Health and Usage Monitoring System
CW Clockwise HYD Hydraulic
DAU Data Acquisition Unit Hz Hertz
DC Direct Current IAS Indicated Airspeed
DET Detector IDS Integrated Display System
ECS Environmental Conditioning System I/F Interface

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IGE In Ground Effect NVM Non Volatile Memory
IGN Ignition OAT Outside Air Temperature
I/O Input/Output OEI One Engine Inoperative
INV Inverter OVSPD Over Speed
ITT Inter Turbine Temperature PLA Power Lever Angle
Kg Kilogram PLT Pilot
Khz Kilo Hertz PMA Permanent Magnet Alternator
KN Kilo Newtons PMS Power Management System
Kpa Kilo pascals P/N Part/Number
KVA Kilo Volt Amps PPH Pounds Per Hours
Ft-lb foot-pounds PRI Primary
LOS Line of Sight PSI Pound per Square Inch
LRU Line Replaceable Unit PSS Power Selection Switch
LVDT Linear Variable Differential Transformer Q Engine Torque at Output Shaft
m meter QTY Quantity
MAINT Maintenance RAI Registro Aeronautico Italiano
MAN Manual RAM Random Access Memory
MCL Master Caution Light REF Reference
MCP Maximum Continuous Power RFM Rotorcraft Flight Manual
MGB Main Gear Box ROM Read Only Memory
MGT Measured Gas Temperature RPM Revolutions Per Minute
MIN Minute RTC Real Time Clock
MWL Master Warning Light RTD Resistance Temperature Device
N/C Not Connected RTN Return
NC Normally Closed RVDT Rotary Variable Differential Transformer
Ng (N1) Gas Generator Speed SAS Stability Augmentation System
Npt (N2-Nf) Power Turbine Speed SFC Specific Fuel Consumption
Nϒ Main Rotor Speed SHP Shaft Horse Power
NVG Night Vision Goggles S/M Stepper Motor

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S/N Serial Number
STA Station
STANAG Standardization NATO Agreement
SW Switch
S/W Software
TAS True Air Speed
TBD To Be Defined
TBO Time Between Overhaul
TNG Training
TOT Turbine Outlet Temperature
T/R Tail Rotor
TRQ Torque
TSN Time Since New
TSO Time Since Overhaul
UART Universal Asynchronous Receiver/Transmitter
UTIL Utility
V Volt
VAC Volts, Alternating Current
VDC Volts, Direct Current
VG Vertical Gyro
W Watt
WDT Watch Dog Timer
WL Water Line
WOW Weight On Wheels
WP Way Point
XMSN Transmission

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INSTRUMENT PANEL (WITHOUT IDS)
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INSTRUMENT PANEL (WITHOUT IDS)
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INSTRUMENT PANEL (WITH IDS)
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INSTRUMENT PANEL (WITH IDS)
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FRONT CONSOLE (WITHOUT IDS)
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FRONT CONSOLE (WITH IDS)
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CENTRAL CONSOLE (TYPICAL)
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OVERHEAD CONSOLE (TYPICAL)
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COLLECTIVE LEVER SWITCH BOX (TYPICAL)
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CYCLIC STICK GRIP (TYPICAL) AND CIRCUIT BREAKER PANEL, DC ELECTRICAL BOX (TYPICAL)
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A119-PWPT6-TR-SER-A00
CHAPTER
04
AIRWORTHINESS
LIMITATIONS
SECTION 00 - AIRWORTHINESS
LIMITATIONS

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AGUSTAWESTLAND PROPRIETARY/FOR TRAINING PURPOSE ONLY A119-PWPT6-TR-SER-A00
AIRWORTHINESS LIMITATIONS
• For the airframe airworthiness limitations, refer to
helicopter maintenance planning manual, chapter
04.
• For the engine airworthiness limiations, refer to the
engine PT6B-37A Maintenance Manual.

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A119-PWPT6-TR-SER-A00
CHAPTER
05
INSPECTION REQUIREMENTS
(MAINTENANCE PROGRAMS)

SECTION 00 - GENERAL

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AGUSTAWESTLAND PROPRIETARY/FOR TRAINING PURPOSE ONLY A119-PWPT6-TR-SER-A00
manufacturers and in accordance with approved maintenance
INSPECTION PROGRAMS schedule.
The operator may choose from three inspection programs,
designed to provide flexibility for maximum utilization of the PERMISSABLE INSPECTION INTERVAL
helicopter and to most suit the operator’s needs. The TOLERANCES
inspection programs are identified as follows:
SCHEDULED MAINTENANCE CHECKS
NOTE
For the inspection requirements concerning the optional Inspection Tolerance
equipment refer to the Maintenance Planning Manual.
− Airworthiness check : None
− 25 flight hours/30 days : 5 flight hours/5 days
• STANDARD INSPECTION PROGRAM.
− 300 flight hour/annual : 30 flight hours/
The scheduled inspections consist of a daily check, 300
3 months
hour/annual inspection standard and 2400 flight hours
inspection. − 2400 flight hour : 120 flight hours
• Extended inspection program. UNSCHEDULED MAINTENANCE CHECKS
The scheduled inspections consist of a basic 25 flight
hours/30 days inspection, 300 flight hours/annual Special inspections
inspection and 2400 flight hours inspection. Inspection Tolerance
• Progressive inspection program.
The scheduled inspections consist of a 25 flight − Prior to the first flight : None
hours/30 days inspection, progressive 300 fligth hours of the day
annuall inspection (divided into 6 phases) and a 2400 − Between 5 – 10 flight hours
flight hour inspection. of flight (new aircraft or
after reinstallation of
NOTE major components) : None
The inspection and maintenance of the engine, electronic − At pilot doors removal/
equipment, instruments, etc. must be performed in accordance installation : None
with the instructions and procedures required by relevant − Each 25 flight hours : 5 flight hours

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− Each 100 flight hours : 10 flight hours
− Each 200 flight hours : 200 flight hours
− Each 300 flight hours : 30 flight hours
− Each 600 flight hours : 30 flight hours
− Each 900 flight hours : 30 flight hours
− Each 1200 flight hours : 30 flight hours
− Each 600 flight hours or
24 months : 30 flight hours/2
months
− Each 10 years : 12 months
− Every 300 landings : 15 landings
− Every 1200 landings : 60 landings

LUBRICATION AND SERVICING

The tolerances (hours or calendar) are the same as for the
applicable inspections with these exceptions:
Interval Tolerance
− 100 flight hours : 10 flight hours
− 50 flight hours or 3
months : 5 flight hours/5 days
− 100 flight hours or 6
months : 10 flight hours/1 month
− 300 flight hours or 12
months : 30 flight hours/1 month

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INSPECTION SCHEDULING PROGRAMS
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CHAPTER
08
LEVELING AND WEIGHING
SECTION 20 - LEVELING

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LEVELING

The helicopter levelling procedure can be performed by using

two different systems as follows:

• Using a spirit level and levelling datum plate located on

the cabin roof. This levelling procedure is recommended
for praticality.
• Using levelling datum plate cabin floor. This procedure
is used only when liners in the passenger compartment
cabin have been removed.

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LEVELING OF HELICOPTER
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LEVELING OF THE HELICOPTER

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CHAPTER
08
LEVELING AND WEIGHING

SECTION 30 - WEIGHING

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AGUSTAWESTLAND PROPRIETARY/FOR TRAINING PURPOSE ONLY A119-PWPT6-TR-SER-A00
amount and disposition of load necessary to keep the C. of G.
WEIGHING within the specified limits for the duration of the flight.
To ensure that the Loading Charts and Data can be used with
This section explains the needs and methods of calculating confidence and safety it is necessary that the empty weigh
the Center of Gravity of the helicopter, the use of the Weight and the location of the C. of G. be established exactly, and
and Balance Charts and Data. kept within the manufacturer’s specified limits (the empty
The Center of Gravity (C. of G.) is defined as the point-where weight is reported on chart “C”).
all the weight of the helicopter acts, located generally directly All the information necessary for these calculations is
under the Main Rotor Hub. contained in the Flight Manual which comprises the following:
The position of the C. of G. can be varied by load disposition
which, because of pendulum effect, can cause the fuselage of Longitudinal CG limits chart
the helicopter to adopt a nose up/down or sideways attitude.
A graph which specifies the longitudinal C. of G. limits in
When this happens the rotor disc, after a slight lag, will follow
relation to the Gross Weight of the helicopter
the mast and to maintain the disc relative position in space the
pilot will have to apply corrective cyclic control. Lateral CG limits chart
These results in a limitation of the cyclic control range
available causing a dangerous lack of maneuverability and A graph which specifies the lateral C. of G. limits in relation to
also a possible reduction in speed . the Gross Weight of the helicopter
Therefore it is necessary for the C. of G. range of movement
to be restricted within defined limits. These are specified by Helicopter stations diagram
the helicopter manufacturer, and are defined longitudinally by An illustration showing the principal helicopter stations: pilot,
airframe Stations and laterally by Butt lines. passengers, jack points, baggage, etc.

WARNING: Tables of weights and moments

A series of tables specifying the Weights, Arms and Moments
Operation outside of prescribed weight and balance limitations of Pilots, Passengers, Fuel Engine Oil, Transmission Oil and
could result in an accident and serius or fatal ingiury. Baggage.

CHARTS AND DATA PAGES

For flight operations the manufacturer provides Loading
Charts and Data which enable the pilot to calculate the

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INSTRUCTIONS At all times the last Weight and Moment is considered the
current Weight and Balance status of the helicopter.
Weight and balance computation and use of all charts are
Also for chart “C”, the initial entry is done by the manufacturer
provided on section 06 of rotorcraft flight manual.
and later on by the maintenance organization.
Chart A
Equipment List Chart E
This Chart gives the Weight, Arm and Moment of all the
standard and optional equipment that is, or may be, installed Weight and balance computation form.
in the helicopter. This chart is computed by the helicopter operator.
The initial entry, in the Basic Configuration column, is made
by the manufacturer identifying the equipment in helicopter
under delivery conditions; a check (E) indicates the item’s
presence, a zero (0) its absence. This delivery inventory
shows all the equipment included in the initial Basic Weight
Entry in Chart C.
The remaining columns are for subsequent, check list
inventories that may be carried out by the user after repair,
overhaul, modification, equipment changes etc.

Chart B
Helicopter Weighing Record This Chart comprises two
Sheets.
Sheet 1 is used to record all the weighing data. Sheet 2 is
used to compute the Basic Weight and C. of G. position. The
initial entry in chart “B” is done by the manufacturer and later
on by the maintenance organization.

Chart C
Basic Weight (empty weight) and Balance Record
This Chart is a continuous history of the Basic Weight and
Moment resulting from modifications and equipment changes.

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WEIGHT AND LONGITUDINAL CG ENVELOPE (METRIC UNITS) (TYPICAL)
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WEIGHT AND LATERAL CG ENVELOPE (METRIC UNITS)

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STATIONS AND BUTT LINES
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For all pages of Chart A: RECORD OF CHECKING
CHART A – EQUIPMENT LIST (date and segnature)
- V means installed on the elicopter
- O means not installed on the elicopter Report 109G0840W030

MODEL: AW119 MKII REGISTRATION MARKS S/N

Chart C entry

Chart C entry
configuration

In helicopter

In helicopte
POWER PLANT SISTEM

Basic
ITEM WEIGHT ARM MOMENT
NUMBER Q.TY (KG) (mm) (KG mm)
PIN DENOMINATION

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CHART C – BASIC WEIGHT AND BALANCE RECORD
Page N°
MODEL S/N REGISTRATION MARCKS
Item n°
see LOADING CHANGE BASIC WEIGHT, MOMENT & CG
DATE Chart A DENOMINATION
IN OUT WGT STA LONG BL LATERAL LONG STA LATERAL BL
WGT
(3) CG MOMENT CG MOMENT MOMENT CG MOMENT CG SIGNAT.
(Kg)
(1) (2) (Kg) (mm) (Kg mm) (mm) (Kg mm) (Kg mm) (mm) (Kg mm) (mm)

Note 1: IN= installed component-Note 2: Note 2 OUT= removed component-Note 3: Weight of an installed component is
positive (+) Weight of a removed component is negative (-)

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CHART E – WEIGHT & BALANCE COMPUTATION FORM

MODEL S/N REGISTRATION MARKS DATE PLACE COMPUTED BY

WEIGHT STA LONG.MOMENT BL LAT.MOMENT

Ref. ITEM
(Kg) (mm) (Kg mm) (mm) (Kg mm)
HELICOPTER BASIC
1
(Ref. To Chart C)
2 PILOT
3 COPILOT
4 PASSENGER
5 PASSENGER
6 PASSENGER
7 PASSENGER
8 PASSENGER
9 PASSENGER
10 LOOSE EQUIPMENT
11 CABIN LOAD
12 BAGGAGE COMPARTIMENT LOAD
13
14
15
16
17
18
19
20
21 DRY WEIGHT
22 FUEL (at Take off)
23 GROSS WEIGHT (at Take off)
24 FUEL (at Landing)

25 GROSS WEIGHT (at Landing)

26 BALLAST (if required)

LIMITATION
REMARKS
Refer to section 1

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HELICOPTER WEIGHING AIRFRAME REFERENCE LINES.
The helicopter must be weighted:
GENERAL INFORMATION • -When major modifications or repairs are made, or
kits are installed;
Data relevant to weight and balance conditions of a specific • -When the basic weight data are suspected to be in
helicopter are contained in the Section N°6 of the RFM error;
consisting partly of the personalized documents assigned to • -At time of major overhaul;
each individual helicopter. The appendix contains specific • -In accordance with Aviation uthority rules.
information entered at the initial weighing of the helicopter and
constantly updated throughout the entire life of the helicopter.

DEFINITIONS
• Equipment weight. Weight of the airframe and power
plant, seat, special equipment, transmission lubricant,
hydraulic fluid, unusable fuel and undrainable engine
lubricating oil. Gross weight. Total weight of the
helicopter in flight. It consists of empty weight of crew,
fuel and lubricant weight and useful load weight.
• Unusable fuel. Fuel that remains trapped in the fuel
system lines and components that cannot be drained
without disconnecting part of the fuel system.
• Useful load. Load that can be carried by a helicopter
such as cargo, passengers, etc.
• Reference datum. Imaginary plane set as a reference
in relative longitudinal position.

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A119-PWPT6-TR-SER-A00
LONGITUDINAL MOMENTS

PILOTS AND PASSENGERS

PILOT (*) PASSENGERS PASSENGERS
COPILOT OR 3 PLACES 3 PLACES
PASSENGER CENTRAL SEAT AFT SEAT
AFT FACING
WEIGHT
(ARM 1585) (ARM 2455) (ARM 3200)
MOMENT MOMENT MOMENT
(Kg mm) (Kg mm) (Kg mm)
60 95100 147300 192000
65 103025 159575 208000
70 110950 171850 224000
75 118875 184125 240000
80 126800 196400 256000
85 134725 208675 272000
90 142650 220950 288000
95 150575 233225 304000
100 158500 245500 320000
120 198125 294600 384000
140 221900 343700 448000
160 253600 392800 512000
180 285300 441900 576000
200 31700 49100 640000
220 540100 704000
240 589200 768000
260 638300 832000
280 687400 896000
300 736500 960000
320 785600 1024000

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LONGITUDINAL MOMENTS

USABLE FUEL-MAIN FUEL TANKS

WEIGHT CAPACITY I ARM MOMENT
(Kg) (0.8 Kg/I) (mm) (Kg mm)
20.0 25.0 3324 66480
40.0 50.0 3327 133080
60.0 75.0 3329 199740
80.0 100.0 3331 266480
100.0 125.0 3399 339900
120.0 150.0 3461 415320
140.0 175.0 3505 490700
160.0 200.0 3539 566240
180.0 225.0 3543 637740
200.0 250.0 3551 710200
220.0 275.0 3571 785620
240.0 300.0 3614 867360
260.0 325.0 3662 952120
280.0 350.0 3703 1036840
300.0 375.0 3739 1121700
320.0 400.0 3770 1206400
340.0 425.0 3797 1290980
360.0 450.0 3821 1375560
380.0 475.0 3843 1460340
400.0 500.0 3863 1545200
420.0 525.0 3880 1629600
440.0 550.0 3897 1714680
460.0 575.0 3911 1799060
476.0 595.0 3912 1862112

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LONGITUDINAL MOMENTS
ENGINE OIL
Weight Liter Moment
(kg) (l) (Kg mm)

10.2 10.45 47665

UNDRAINABLE ENGINE OIL

Weight Liter Moment
(kg) (l) (Kg mm)

1.6 1.64 7477

MAIN TRANSMISSION OIL

Weight Liter Moment
(kg) (l) (Kg mm)

10 10.3 33550

UNUSABLE FUEL FOR (JP5/JET A/JET A-1)

Weight Arm Moment
l(0.8 Kg/l)
(kg) (mm) (Kg mm)

8 10 3320 26560

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LONGITUDINAL MOMENTS BAGGAGE LOADING
ZONE ZONE ZONE ZONE ZONE
1 2 3 4 5
Arm Arm Arm Arm Arm
4880 5240 5560 5960 6430
Baggage
load Baggage moment (Kg mm)
(Kg)
10 4880 5240 5560 5960 6430
20 97660 104800 111200 119200 128600
30 146400 157200 166800 178800 192900
40 195200 209600 222400 238400 257200
50 244000 262000 278000 298000 321500
60 292800 314400 333600 357600 385800
70 341600 366800 389200 417200 450100
80 390400 419200 444800 476800 514400
90 439200 471600 500400 536400 578700
100 488000 524000 556000 596000 643000
105 512400 550200 583800 625800 675150
108 527040 564920 600480 643680 694440
110 536800 576400 611600 655600
115 561200 602600 639400 685400
120 585600 628800 667200 715200
123 600240 644520 683880 733080
130 634400 681200 722800
132 644160 691680 733920
135 658800 707400
140 683200 733600
150 732000

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LATERAL MOMENTS LATERAL ARMS

USABLE FUEL MAIN FUEL TANKS Butt line

Item
(Arm) (mm)
WEIGHT Capacity BL Moment
(Kg) (0.8 Kg/l) (mm) (Kg mm) Pilot + 350

20.0 25.0 - 330 - 6600 Copilot/passenger - 325

40.0 50.0 - 330 - 13200 See figure 6 –
Passengers
60.0 75.0 - 330 - 19800 1 (RFM)
80.0 100.0 - 330 - 26400 Baggage 0
100.0 125.0 - 330 - 33000
120.0 150.0 - 330 - 39600 Engine oil 0
140.0 175.0 - 236 - 33040 Transmission oil 0
160.0 200.0 - 165 - 26400
180.0 225.0 - 110 - 19800
200.0 250.0 - 66 - 13200
220.0 275.0 - 30 - 6600
240.0 300.0 0 0
260.0 325.0 0 0
280.0 350.0 0 0
300.0 375.0 0 0
320.0 400.0 0 0
340.0 425.0 0 0
360.0 450.0 0 0
380.0 475.0 0 0
400.0 500.0 0 0
420.0 525.0 0 0
440.0 550.0 0 0
460.0 575.0 0 0
476.0 595.0 0 0

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A119-PWPT6-TR-SER-A00
CHAPTER
09
TOWING
SECTION 10 - TOWING

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TOWING
DESCRIPTION AND OPERATION
The helicopter can be moved on the ground manually, by
means of two wheels and a tow bar fitted to landing gear skid
tubes.
The wheels locking assembly is constructed so that the wheels
can be quickly removed and installed.
The wheels can be installed with fixed pin facing either forward
or aft.
Helicopter center of gravity position dictates wheels position. If
helicopter center of gravity is aft, install both wheels with fixed
pins facing forward.
Maintenance information
CAUTION: DO NOT LEAVE HELICOPTER UNATTENDED
WITH GROUND HANDLING WHEELS IN EXTENDED
POSITION.

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TOW BAR AND GROUND HANDLING WHEELS INSTALLATION
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CHAPTER
10
PARKING AND MOORING
SECTION 10 - PARKING AND MOORING

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DESCRIPTION AND OPERATION MAINTENANCE INFORMATION
To prevent damage to the helicopter when it is parked • The pitot tube cover must be installed at least 5 min,
outside, in normal or adverse weather conditions, it is after pitot heat has been switched off. The engine
necessary to protect and secure the helicopter according to exhaust covers must be installed at least 30 min. after
the following procedures. engine shut down.
• When forecast wind velocity is less than 20 kts: • If the helicopter is to be parked for an extended period
- Position helicopter on a leveled surface and headed and/or in adverse weather conditions, install all weather
into wind. protective covers
- Engage rotor brake • If helicopter has been subjected to high velocity wind,
- Check that all switches are "OFF" inspect helicopter for damage which may have been
- Close all access doors and access panels caused by flying objects, and mooring points for
- Install protective cover on pitot tube, engine air intake damage.
and engine exhaust ducts.
• When forecast wind velocity is 20 to 40 kts:
- Proceed as written in the preceding paragraph
- Install main and tail rotor blade straps
• If forecast wind velocity is 40 to 60 kts moor helicopter as
follows:
- Proceed as written in the proceding paragraph
- Fill fuel tanks up to the total capacity
- Install mooring plates
- Secure landing gear crosstubes and mooring plates, to
tie down rings with manila rope of appropriate lenght
• If forecast wind velocity exceeds 60 kts, park helicopter in a
safe area (hangar if possible).

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PARKING OF HELICOPTER IN NORMAL AND TURBOLENT CONDITIONS
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MOORING OF HELICOPTER
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ALL WEATHER PROTECTIVE COVERS
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CHAPTER
12
SERVICING
SECTION 00 - SERVICING

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Tail rotor gearbox
SERVICING
The gearbox has a self contained wet sump system; a filler
cap is located on top of the case and a fluid level window on
the left side.
This section provides the instructions necessary for the
servicing and lubrication of the helicopter systems and Drag dampers
components, and take a look at the consumable materials
Four hydraulic dampers are installed on main rotor hub to limit
used in performing the maintenance of the helicopter.
and control the lead/lag action of the blades. They are filled
Airframe fuel system with hydraulic oil, under pressure. The correct damper
charging is indicated by a level indicator.
The helicopter is provided with three main fuel tanks, installed
in the fuselage below and behind the rear passenger Main landing gear hydraulic dampers
compartment.
The filler cap is installed on the right side of the fuselage; fuel Two hydraulic dampers are installed on rear crossbeam and
flows from the upper main tank to the lower main tanks fixed to supports on the fuselage structure. The aim of
through the interconnection lines. dampers, is to attenuate the vibrations.
Engine oil supply system
Flight control hydraulic systems
The engine is provided with an oil supply system with its own
tank, incorporating a filler cap with dipstick. Two independent systems provide the power to operate the
The oil tank is integrated in the engine air inlet case and flight controls servo actuators.
incorporates a drain plug to permit oil drainage. Two reservoirs located on the right side of the transmission
deck, incorporate filler caps, fluid level windows and drain
Transmission oil system plugs.
The gears and bearings of the transmission are supplied with Flight controls hydraulic system accumulators
oil from an independent dry sump system. The reservoir is
formed by the upper case and has a filler cap and fluid level
window on its upper left side. Two hydraulic system accumulators are installed on main
transmission deck. The accumulators are precharged with

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nitrogen, to absorb oil pressure fluctuations and to reduce
hydraulic pumps noise.

Battery
A nickel cadmium battery is located in the nose compartment.

Grease lubrication
There are some components that require grease lubrication:
swashplate, main rotor floating ring, three flight control servo
actuators, the bearing of the tail rotor drive shaft, the splines of
the hydraulic pumps, and the tail rotor pitch change
mechanism.

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SERVICING
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Legend: L: LUBRICATE S: SERVICE R: REPLACE

100 50 HRS 100 HRS 300 HRS

ON 1200
HRS OR 3 OR 6 OR 12
ITEM CONDITION LANDINGS NOTE
MONTHS MONTHS MONTHS

N° 1 hydraulic system reservoir S

N° 2 hydraulic system reservoir S
Main rotor dampers (4 places) S 1
Main rotor floating ring L
Main transmission S R 2,3
Tail rotor 90° gearbox S R
Engine oil tank S 4
Main fuel tanks S
Auxiliary fuel tank S
Servo hydraulic system accumulators
(2 places)
S
Main rotor swashplate bearing L
Main rotor servo actuators (3 places) L
Tail rotor drive shaft bearing L
Tail rotor pitch change mechanism
duplex bearing. L
Splined adapters of fan drive shaft L
Rotor brake pump hydraulic fluid (if
installed) S
Landing gear dampers (2 places) S 5
NOTE1:Every 300 hours service and bleed without removing damper from the helicopter.
NOTE2:Perform transmission oil level check after engine shut down without operating rotor brake.
NOTE3:Refer to engine manufacturer's manual for engine oil change schedule.
NOTE4:Remove dampers from helicopter and replenish
NOTE5: In addition to oil replacement, replace transmission oil filter

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GREASING

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GREASING
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CHAPTER
21
ENVIRONMENTAL CONTROL
SECTION 21 - ENVIRONMENTAL
CONTROL

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The fan electrical circuit is powered by the 28 Vdc bus bar
DESCRIPTION AND OPERATION through the VENT CKPT circuit breaker on the overhead
The environmental control includes: console.
• The air distribution system
CONTROLS AND INDICATORS
• The heating system
Ventilation of the cabin is assured by use of ram air. Ram air The air distribution system is provided with a VENT CKPT
from the lower forward fuselage air intake, with optional use of switch, and a vent knob, which have the following function:
a ventilation fan, is ducted to two diffusers in the cockpit, four • VENT CKPT switch
diffusers in the passenger compartment and two diffusers for - OFF: the ventilating fan is de-energized.
windshield defogging. Heating of the cabin is assured by hot - LOW: the ventilating fan is operating at low speed.
air bled from the engine, mixed with cold air from upper - HIGH: the ventilating fan is operating at maximum
fuselage air intake and ducted to the diffusers in the cockpit speed.
and passenger compartment. • VENT knob. When pulled, opens the gate valve of the air
mixing box permitting the ram air from the forward
AIR DISTRIBUTION SYSTEM intake to enter the cockpit and the passenger
The air distribution system consists of a cabin ventilating- compartment.
windshield defogging system. • VENT ON advisory message.
The cabin ventilation-windshield defogging system consists In view on the EDU 2 when the VENT CKPT switch is
mainly of an air intake located on lower forward fuselage. From operating (with ids)
the air intake the ram air is ducted to eight diffusers. The
airflow from forward air intake is controlled by the gate valve,
installed in the air mixing box, mechanically connected to the
VENT knob on the right side of the front console. The airflow
from the forward air intake may be increased by means of an
electrical fan installed between the air intake and the air mixing
box.
The electrical fan is controlled by the VENT CKPT switch
located on the electrical control panel of the overhead console.

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AIR DISTRIBUTION SYSTEM SCHEMATIC
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AIR DISTRIBUTION SYSTEM CONTROLS AND INDICATORS
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CHAPTER
21
ENVIRONMENTAL CONTROL
SECTION 41 - HEATING SYSTEM

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switches located on the cabin ceiling, to the left of the
DESCRIPTION AND OPERATION overhead console.
Cabin heating is obtained by mixing hot compressor bleed air The switch labelled S/OFF controls the shut-off valve located
with fresh ambient air. on the pipe at the compressor outlet.
A shut-off valve is fitted on the bleed air line of the engine. The switch labelled MIX controls the solenoid fitted in the
The valve is provided with a non-return device and a solenoid mixing valve.
which controls the opening and the closign of the shut-off The electrical system is supplied with 28V DC through the
valve in response to the operation of the S/OFF switch on the HEATER switch, located on the overhead console.
cabin overhead console. After the shut-off valve, the engine
hot air reaches the mixing valve, passing through a duct CONTROLS AND INDICATORS
installed on cabin roof. Heating system controls and indicators are as follows:
The mixing valve blends hot air with fresh ambient air, sucked VENT CKPT switch.
from air intake and adjusts the cabin heating air flow
temperature in response to the setting of the temperature - OFF: the ventilating fan is de-energized
sensor. Temperature sensor settings are obtained by - LOW: the ventilating fan is operating at low speed
operating a TEMP CONT knob located on the cabin ceiling. - HIGH: the ventilating fan is operating at maximum
The temperature sensor, of the thermal pole expansion type, speed
dicharges hot air from the mixing valve inlet port, altering the HTR switch.
mixing valve internal pressure and adjusting the mixed air flow
through the valve. The temperature operation range is - OFF: the heater electrical circuit is not powered
between 18° C and 113° C ± 5° C. - ON: the heater electrical circuit is powered in 28 VDC
The blended air is then distributed from the chamber BUS
connected to a coupling of the ventilating system ducts, which MIX switch.
supply the windshield diffusers and two symmetrical series of
diffusers located in the pilot and passenger compartments. - OFF: the solenoid of the mixing valve is not energized
Whenever the temperature of the blended air becomes (valve closed). The mixing valve is not operative.
excessive (above 127°C) the overtemperature switch, - ON: the solenoid of the mixing valve is (valve open).
interrupts system operation. Cabin heating is controlled by two The mixing valve is operative. Energized.

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S/OFF switch.
- OFF: the shut-off valve on bled air duct is closed
- ON: the shut-off valve on bled air duct is open
TEMP CONT Knob.
- To adjust the temperature of the heated air.
HEATER ON advisory message.
- Comes in view onn the EDU 1 when the system is
operating.

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HEATING SYSTEM SCHEMATIC
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HEATING SYSTEM INSTALLATION
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HEATING SYSTEM CONTROLS AND INDICATORS
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CHAPTER
22
AUTOMATIC STABILIZATION
SYSTEM
SECTION 11 - AUTOMATIC
STABILIZATION SYSTEM

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,
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,
The longitudinal cyclic actuators authority is 5,28% (with
DESCRIPTION AND OPERATION respect to the control total stroke), the lateral cyclic actuators
The automatic stabilization system, Sperry type HELIPILOT, authority is 5,34%, while authority of the yaw actuator is
consists of a control panel, two computers, five linear 7,12%. The actuators are mounted in series in the control
actuators, five position synchro-transmitters and the relevant linkage and therefore operate without altering the cyclic stick
wiring harnesses. The system is powered by: and the pedal positions.
• The 28V dc No.1 bus bar through the SAS 1 SYS The synchro-transmitters detect the motion of the respective
and ATT ENGAGE circuit breakers. control to which they are mechanically linked; the nominal
• The 28V dc No.2 bus bar through the SAS 2 SYS rotation of the synchro-transmitters is ± 30°.
circuit breaker. The automatic stabilization systems have two modes of
• The 115V ac No.1 and No.2 bus bars through the operations: stability augmentation (SAS) and attitude hold
SAS 1 and SAS 2 circuit breakers (ATTD HOLD).
In the SAS mode, the automatic stabiliztion systems operate
• The 26V ac No.1 and No.2 bus bars through the
as dampening systems to stabilize the helicopter with respect
SAS 1 and SAS 2 circuit breaker
to external forces (such as air turbulence etc). In this mode,
The automatic stabilization system consists of two
operation of the automatic stabilization systems do not
independent systems, (SAS 1 and SAS2 controlled by a
interfere with attitude changes controlled by the pilot.
common control panel. Each system consists of a computer,
In the ATTD HOLD mode, the automatic stabilization systems
two linear actuators and two position synchro-transmitters for
are capable of maintaining the attitude of the helicopter,
the roll and pitch axes control. The linear actuators are
providing the pilot with limited hands-off flying capabilities .
inserted in the cyclic control linkage.
The pilot has the possibility of trimming the helicopter
In addition only system No.1 is provided with a linear actuator
operating the beeper trim switch on the cyclic stick grip.
and a position synchro-transmitter for the yaw axis control,
The two computers are installed inside of the nose
inserted in the tail rotor control linkage.
compartment while the control panel is located on the
The computer processes attitude and heading signals from
pedestal. Four linear actuators (2 pitch and 2 roll) are installed
the vertical and directional gyroscopes and position signals
on the cabin roof and the yaw linear actuator is located into
from the position synchro-transmitters and develops the
the rear left of the fuselage.
appropriate control signals for the linear actuators.
The five synchros and the three magnetic brakes are located
The No.2 computer operates as the No.1 computer unless the
under the pilot seats.
yaw (tail rotor) channel control.

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AUTOMATIC STABILIZATION SYSTEM SCHEMATIC(WITH IDS)
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AUTOMATIC STABILIZATION SYSTEM (WITH IDS)
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AUTOMATIC STABILIZATION SYSTEM CONTROL AND INDICATORS (WITHOUT IDS)
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5. SAS 2 OFF caution light: illuminated indicates that
CONTROLS AND INDICATIONS No.2 automatic stabilization system is inoperative.
1. Beeper trim selector switch: 6. VG1 caution light: illuminated, indicates that the
NOTE No.1 vertical gyroscope is inoperative. SAS 1
The selector switch is operatiove in the ATTD HOLD desengages automatically.
mode only. 7. VG2 caution light: illuminated, indicates that the
- Moved forward or aft: allows longitudinal trimming No.2 vertical gyroscope is inoperative . SAS 2
of the helicopter desengages automatically.
- Moved right or left: allows lateral trimming of the 8. PITCH indicator: displacement of the pointer with
helicopter the respect to the fix index, indicates the position of
the pitch linear actuator. When the pointer is
NOTE: When released, the switch automatically returns aligned with the fix index , the actuator is centred.
to the neutral (centre-off) position. 9. SAS 2 PUSH push-button switch: when depressed,
the PITCH and ROLL indicators display the
2. FORCE TRIM push button switch: when posiiton of the No.2 system linear actuators when
depressed, causes release of the cyclic and tail both SAS1 and SAS 2 are ON.
rotor magnetic brakes. The magnetic brakes re- 10. ROLL indicator: indicates the position of the roll
engage when the switch is released. When the linear actuator by displacement of the pointer with
FTR switch is depressed, the Helipilot System respect to the fix index. When the pointer is aligned
drives the actuators to their center position with the fix index the actuator is centered.
restoring their full authority (SAS and ATTD 11. YAW indicator: indicates the position of the yaw
HOLD modes). linear actuator by displacement of the pointer with
3. ATTD OFF caution light: illuminated , indicates respect to the fix index, the actuator is centered.
that ATTD HOLD mode is inoperative. 12. ATTD HOLD switch:
4. SAS 1 OFF caution light: illuminated, indicates - OFF: the ATTD HOLD MODE is disengaged
that the No.1 automatic stabilization system is - ON (toggle up): the ATTD HOLD mode is engaged
inoperative. 13. SAS 2 switch:
- OFF: the No.2 automatic stabilization system is de-
energized

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- ON (toggle up): the No.2 stabilization system is
energized
14. SAS 1 switch:
- OFF: the No.1 automatic stabilization system is
de-energized
- ON (toggle up): the No.1 stabilization system is
energized.
15. Force trim switch:
- OFF: magnetic brakes are disengaged
- ON (Toggle up): provides power to the force trim
magnetic brakes. The pilot usually turns the
switch off during constant manual maneuvering
(SAS MODE) to relieve the force gradient spring
load. The switch has to be ON for normal Helipilot
operation (ATT MODE).
16. FT OFF advisory light : illuminated, indicates that
the force trim switch is in the OFF position.

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HELIPILOT COMPUTERS INSTALLATION
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LINEAR ACTUATORS
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CHAPTER
23
COMMUNICATION SYSTEM
SECTION 00 - GENERAL

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power from the 28 vdc bus bar through the radio master
DESCRIPTION AND OPERATION system and the radio vent circuit breaker
The communication systems include all the equipments
utilized to allow air to air, air to ground and interphone
communications.
Electrical power application to the avionic systems is
controlled by a Radio Master system and a ventilation system
is also provided in order to cool down the avionic equipments.
The communication systems include:
• The radio master and avionic ventilation system
• The audio integrating system
• The VHF/AM COMM systems

RADIO MASTER SYSTEM

The Direct current electrical power required by the avionic
systems of the helicopter is supplied through relay contacts.
The relay connects the ADF, RAD ALTM, IDENT XPDR, NAV
COMM, GPS COMM, MB and Radio ventilation to the DC bus
through the appropriate circuit brakers.
The operation of the relay is controlled by means of the RAD-
MSTR switch on the front consolle.
The power line of the relay coil is protected by the RADIO
MSTR circuit breaker located on the circuit breaker panel on
the overhead console.

Avionic ventilation system the avionic ventilation system

consists of a fan, located forward of the copilot tail rotor
pedals, which provides for ventilation of the avionic equipment
installed on the instrument panel. the fan receives electrical

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ANTENNAS LAYOUT
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.

RADIO MASTER AND AVIONIC SYSTEMS CIRCUIT BREAKERS

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AC SYSTEM CONTROLS AND INDICATORS

1. RAD MSTR switch: Manages the power application to all

avionic equipment
OFF: All radio equipment is OFF
ON: All radio equipment is ON

2. RAD MSTR OVRD circuit breaker: Protect the radio master

electrical power system. In case of failure of the RAD-MSTR
switch (1), the pilot can pull out the circuit breaker in order to
override the Radio Master System. In this case each radio can
be individually switched on and off, as necessary, through its
own power control switch.

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RADIO MASTER SYSTEM (WITH IDS)
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RADIO MASTER SYSTEM (WITHOUT IDS)
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RADIO MASTER SYSTEM SCHEMATIC NO ELECTRICAL POWER
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RADIO MASTER SYSTEM SCHEMATIC ELECTRICAL POWER APPLIED RAD MASTER SW OFF
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RADIO MASTER SYSTEM SCHEMATIC ELECTRICAL POWER APPLIED, RAD MASTER SW ON
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RADIO MASTER SW FAILURE
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RADIO MASTER SW FAILURE, RAD MASTER CB PULLED OUT
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CHAPTER
23
COMMUNICATION SYSTEM
SECTION 11 - KX 165 (COM/NAV)
SYSTEM

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The sysytem is powered by the 28V dc bus bar through the
DESCRIPTION AND OPERATION GPS/COMM circuit breaker and the radio master switch.
Two COMM/NAV systems are installed on the helicopter, one The VHF communication transceiver provides for the following
consists of a King KX165 VHF communication/navigation function:
transceiver, the other COMM function is accomplished by the two way voice communication in the frequency range of
GPS/COMM Garmin 250 XL (with integral control panel), a 118.000 to 136.975 MHz in 25 KHz increments (760
VOR converter, a VOR coupler, a glide slope coupler, a glide channels).
slope antenna, a VOR/LOC antenna, two VHF-AM antenna, Each VHF COMM/NAV is interfaced with the ICS system for
and the relevant wiring harnesses. the two-ways voice communication operation and navigation
The KX 165 is a VHF NAV/COMM transceiver, panel mounted receivers audio reception.
unit, which provides the following functions: Each system is powered by 28V DC through the NAV/COMM
1 circuit breaker, connected to the BUS No. 1 for system No.1
• Two-way voice communication in the frequency range of and through the NAV/COMM 2 circuit breaker, connected to
118.000 to 136.975 MHz in 25 KHz increments (760
the DC EMER BUS No.2, for system No2.
channels).
Power application to both systems is controlled by the radio
• Reception of navigation signals in the frequency range of master circuit.
108.00 to 117.95 MHz in 50 KHz increments (200
channels).

• Reception of glideslope signals in the frequency range of

329.15 to 335.00 MHz in 150 KHz increments (40
channels).

• VOR/LOC signal converter.

The GNC 250 system consists of a Garmin VHF
communication and a GPS navigation (with integral control
panel), a GPS antenna, a VHF COMM antenna and a relevant
wiring harnesses.

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COMM/NAV KX 165 CONTROLS AND INDICATORS
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CONTROLS AND INDICATORS 8. Transfer button (NAV): permits transferring the selected
frequency from the standby window to the USE window.
1. USE window (COMM) shows the in use COMM frequency.
9. Pull ident knob: when turned, adjusts the audio level; when
2. Transmit indicator: a T between the USE and STANDBY the knob is pushed in, voice navigation information is heard in
windows indicates that the transceiver is in the transmit mode the headset and when the knob is pulled out the ident signal
of operation. plus voice information are heard.

3. STANDBY window: (COMM)...........shows the standby 10.Tuning knob (KHz-COMM): permits frequency selection in
selected COMM frequency. 50 KHz steps when pushed in, or in 25 KHz steps when pulled
out.
4. USE window (NAV) shows the in use NAV frequency.
11. Tuning knob (MHz-COMM): permits frequency selection in
5. STBY/RAD window :(NAV) in the STBY mode (tuning knob 1 MHz steps.
pushed in), shows the standby NAV frequency; in the RAD
mode (small tuning knob pulled out) shows the VOR bearing. 12. Volume knob (COMM): when turned clockwise from the
In the event of weak signals or when an ILS frequency is OFF position turns on the power to the system; after power
selected, the window shows a digital warning flag consisting activation, pulling the knob out overrides the automatic
of three dashes. squelch and pushing the knob back in reactivates the
automatic squelch; turning it adjusts the audio level.
6. Tuning knob (50KHz-NAV): permits selection of NAV
frequency in 50 KHz steps when pushed in, or causes the 13. Transfer button (COMM): permits transferring the selected
STABY/RAD window to show the VOR bearing from the frequency from the standby window to the USE window.
station when pulled out.

7. Tuning knob (MHz-NAV): permits selection of NAV

frequency in 1 MHz steps.

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CHAPTER
23
COMMUNICATION SYSTEM
SECTION 12 - GPS/GNC 250 GPS/COMM
SYSTEM

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DESCRIPTION
The GNC 250 system consists of a Garmin VHF
communication and a GPS navigation (with integral control
panel), a GPS antenna, a VHF COMM antenna and a relevant
wiring harnesses.
The sysytem is powered by the 28V dc bus bar through the
GPS/COMM circuit breaker and the radio master switch.
The VHF communication transceiver provides for the following
function: two way voice communication in the frequency range
of 118.000 to 136.975 MHz in 25 KHz increments (760
channels).

The GNC 250 is interfaced with the ICS system for the audio
signal and PTT.

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GPS/COMM CONTROLS AND INDICATORS

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GPS/COMM CONTROLS AND INDICATORS characters in a GPS window field). It is used to
1. POWER/VOLUME highlight fields for data entry, changing
knob ..................................used to control unit information or cycling through available options.
power and radio volume.
7. ENTER key ..........................used to approve an operation
2. SQUELCH button.................used to activate automatic or complete data entry. It is
squelch control. also used to confirm
information, such as during
3. NAVIGATION key ................used to view navigation and power on.
position information or t o
perform planning operations. 8. CLEAR key ..........................used to erase information or
cancel an entry.
4. INNER knob .........................used to change data or scroll
through information that 9. TRANSFER key flip-flops.....used to toggle active and
cannot fit on the screen all at stand-by frequencies.
once.
10. Shows the STBY frequency.
5. OUTER knob........................used to advance through
pages, advance the cursor, or 11. Shows the ACTV frequency.
move through data fields.

6. CURSOR key.......................used to activate or deactivate

the cursor in the separate
areas of the GNC 250.
• Pressing CRSR once will activate the cursor in
the comm “window” and enable the pilot to
change frequencies.
• Pressing CRSR again will activate the cursor in
the GPS window (indicated by flashing

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OPERATION 1. Press the enter key (7) with the cursor inactive
2. To make the standby frequency the active frequency,
Communication frequencies are selected by activating the press the transfer key (9)
cursor (6) in the standby frequency field (10) and using the To auto-tune a frequency from a list displayed in the GPS
inner (4) and outer (5) knobs to dial in the desired frequency.
window:
A frequency may also be quickly selected from the navigation
database. Once a desired frequency is displayed in the 1. Press the CRSR key (6) twice to active the cursor in
standby’ field, it may be transferred to the active frequency by the GPS windows
pressing the transfer key 2. Rotate the outer knob (5) to highlight the desired
NOTE: the active frequency may not be accessed directly. frequency
Whenever the cursor is active in the comm window, the 3. Press the ENT key (7) to make the selected the
standby frequency wiIl by highlighted. standby frequency
To access the standby frcquency, press the cursor key (6). A useful feature integrating the GNC 250’s navigation and
This allows you to change the megahertz (number to the left communication capabilities is the Navigation Communications
of the decimal) by rotating the outer knob (5) and the kilohertz (NAVCOM) page, accessed using the NAV key.(3), on which
(number to the right of the decimal) by rotating the inner knob the departure or arrival frequencies are displayed.
(4). If you would like to keep the standby field “hot” (ready for The GNC 250’s automatic squelch and volume controls are
an immediate frequency change), leave the cursor active in located at the bottom left of the unit, near the NavData card
the comm window. To remove the cursor, press the cursor slot.
key (6) twice after you have selected the desired frequency.
To make the standby frequency the active frequency, press To adjust the radio volume:
the transfer key (9). 1. Rotate the power/volume knob (1) CW to increase the
The frequencies will be flip-flopped and you’ll br able to volume.
transmit and receive on the standby frequency previously Whenever the GNC 250 is powered up, the automatic squelch
entered. This can be done at any time, regardless of cursor or will be in the “on” position, allowing only transmissions which
GPS status. are powerful enough for clear broadcast to be received.
The GNC 250’s auto-tune feature allows you to quickly select Manual squelch control is not available.
any database frequency in the GPS window as your standby
frequency.
To auto-tune a single frequency displayed in the GPS window: To override the automatic squelch control:

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1. Press the Sq key (2). Press SQ key (2) again to return
to automatic squelch.
Whenever the GNC 250 is transmitting, a “tx” icon will appear
between the active and standby fields. If the microphone is
stuck or accidentally left in the keyed position, after the key is
released, the radio will timeout after 35 seconds of continuous
broadcasting. You’ll also receive a “Stuck mic/Tx disabled”
message as long as the stuck condition exists.
The GNC 250’s provides a quick method of selecting the
121.5 MHz emergency channel frequency as the active
frequency in the event of an in-flight emergency. The
emergency channel select is available whenever the unit is
on, regardless of GPS or cursor status, or loss of the display.
To automatically tune for emergency transmission:
1. Press and hold the transfer key (9) for more than two
seconds.

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GPS GNC 250 COMM/NAV SYSTEM
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GPS/COMM GNC 250 INSTALLATION
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CHAPTER
23
COMMUNICATION SYSTEM
SECTION 51 - AUDIO INTEGRATING
SYSTEM

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while the interphone AUDIO can be adjusted by the ICS VOL
DESCRIPTION AND OPERATION control knob.
A six-position rotary (transmit) switch enables to select one of
The ICS system provides for monitoring of the received audio the five transmitter available lines for voice communication
signals, selection of the transmission signals and interphone transmission. A “HOT MIC” feature permits
communication between the pilots and the passengers. intercommunication withouot pressing any pushbutton and the
The system controls the audio output of the communication VOX threshold is adjustable through the VOX CONTROL
and navigation receivers for the headphones and the PTT and KNOB on the control panel.
microphone signals for the communication transmitters. A FAIL-NORM selector switch on the control panel permits to
The audio integrating system consists of: maintain the panel operation, selecting the internal mic and
• a pilot ICS control panel headset st-by amplifiers, in case of failure of the normal
amplifiers.
• a copilot ICS control panel
• three switch for ICS crew Crew ICS push button switch
• two receptacles for connection of the pilot and copilot
headset Interphone communications between pilots and the
• six receptacles for connection of the crew headset passengers (if fitted with headphones) are managed by three
• one audio power amplifier for loudspeakers lighted pushbutton switches located on the upper right site of
the front console.
• two loudspeakers
• one power supply for electronics headset

The system is powered by 28 V dc through the INTERCOM

and SPKR – AMPL circuit breaker.

ICS control panel

The control panel enables monitoring of up to ten receivers

audio lines with the ten receiver on-off switches. Audio level
can be adjusted by RCVR VOL control on the control panel,

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AUDIO INTEGRATING SYSTEM (SHEET 1 OF 2)

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AUDIO INTEGRATING SYSTEM (SHEET 2 OF 2)
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CONTROLS AND INDICATORS switch................................ when the switch is set to
OFF, the ON caption flashes any time a passenger
1. Receive switches ................ when set ON, permit
pushes the PTT button. When set to ON (on caption
reception from the associated system.
illuminated with steady light) the interphone line between
2. RCVR VOL knob.................. permits adjustment of the
pilots and passengers is activated.
audio level of the receivers
12 PTT trigger switch:
3. HOT MIC switch................... when set to ON, permits hot
microphone communications • Actuated at the first detent………permits interphone
4. VOX knob ............................ permits adjustment of the communications.
VOX thereshold in HOT MIC operation • Actuated at the second detent………………permits
5. FAIL-NORM switch .............. when set to FAIL enables the radio communication through the selected system.
MIC and HEADSET st.by audio amplifiers.
6. ICS VOL knob ...................... permits adjustment of the
audio level of the interphone signals
7. Transmit selector ................. permits selection of the
system to be used for transmission
8. PTT foot switch:
• when the transmit selector (7) is in the XMTR OFF
position permits interphone communications
• when the transmit selector (7) is in a position different
from XMTR OFF permits transmission through the
selected system
9. SPKR-ON pushbutton.........when pushed, the ON caption
illuminates and the loudspeakers operation is activated.
10. RCVRS-ON pushbutton ......when pushed, the ON caption
illuminates and the receiver enables the passengers to
operate with selected radio navigation system (VHF1
and VHF2)
11 ICS lighted push-button

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PILOT AND COPILOT AUDIO INTEGRATING SYSTEM CONTROL AND INDICATORS
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AUDIO INTEGRATING SYSTEM BLOCK DIAGRAM
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CHAPTER
24
ELECTRICAL POWER
SYSTEM
SECTION 00 - GENERAL

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DC POWER DISTRIBUTION
GENERAL
The DC power is distributed to the DC electrical loads through
The electrical and electronic systems installed on the a bus bar system composed of 3 buses identified as:
helicopter are powered by single wire circuits with a common • BATTERY bus
ground return through the helicopter structure. The helicopter • 28 VDC BUS
power requirements are: • EMERGENCY bus.
• 28V DC The battery bus is located inside of the DC relay box. The
• 115V AC 400Hz single phase 28VDC bus and the EMERGENCY bus are locatedinside the
• 26V AC 400 Hz single phase. circuite breaker panel on the overhead console.

One generator, a battery and, for ground handling, an external AC POWER DISTRIBUTION
power receptacle, are the DC power main sources.
Two static inverters, powered by DC voltage, are the AC The AC power is distribuited to the AC electrical loads through
souces. a bus bar system composed of 4 busses identified as:
Both DC and AC power are distribuited through a bus bar • 115V AC bus bar # 1
system and operated by control switches located on overhead • 26V AC bus bar # 1
console. Normally supplied by the inverter #1
The electrical system is interfaced with the IDS for voltage, • 115V AC bus bar #2
current, advisory, caution and warning indications (with IDS).
• 26V AC bus bar #2
The electrical system is interfaced with warning, caution and
Normally supplied by the inverter #2.
advisory panels and with the voltammeter indicator (without
IDS).

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ELECTRICAL POWER SYSTEM SCHEMATIC
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ELECTRICAL POWER SYSTEM CONTROLS

1. BAT ON/OFF switch: when ON energizes the battery

relay and connects the battery to the battery bus bars.
The warning message BATT OFF illuminates on the
EDU1 when the battery relay is deenergized. (ONLY
WITH IDS)
2. GEN ON/OFF/RESET switch: energizing line
contactors, thru the GCU, permit to connect the
generator outputs to the DC bus distribution system.
• OFF: .......... generator disconnected
• ON ............... generator on line if the GCU detects
normal operational conditions in the DC power system.
• RESET ..........momentary position to be used following
a failure, detected by GCU, and indicated by the
illumination of the caution message DC GEN, on the
EDU1 (WITH IDS), on caution panel (WITHOUT IDS).
3. Electrical Power Master : permits to switch-off, with
only one operation, the BAT switch and the GEN switch
disconnecting all power from the busses.
4. BUS ON/OFF switch: It is a magnetic retained sw and
when ON permit to transfer the DC power from the
battery bus to the other busses, if the battery bus has
been already powered either by the external power
source.
5. INV1 (2) on/OFF switches: when ON enables operation
of the corresponding inverter.

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ELECTRICAL POWER SYSTEM CONTROLS
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ELECTRICAL POWER SYSTEM CONTROLS AND 9. IGNITER ON advisory light ......... comes in view when
INDICATORS engine start and it disappears when N1 reach
approximately 43%.
The following indications are presented on the EDU 1 primary 10. The following indications are displayed on EDU 2
dislplay: secondary page:
• VDC indication........................ indicates the DC voltage
1. BATT HOT warning light ............. displayed on EDU 1 in supplyed by the generator.
case of battery overtemperature.
• VAC indication........................ indicates the AC voltage
2. BATT OFF warning ..................... displayed on EDU 1 supplyed by the inverters 1 and 2.
whenever the battery relay is de-energized caused by the
BATT switch set to OFF. • AMP indication ....................... indicates the current
supplied by the generator.
3. EXT PWR ON caution light ......... comes in view on EDU 1
when the door of the external power receptacle, on the
right side of the fuselage, is open.
4. DC GEN caution light.................. comes in view on EDU 1
whenever a failure de-energized the generator.
5. GEN CONTR caution light .......... comes in view on EDU1
whenever the generator relay box circuit breaker tripped
out.
6. INV#1 OFF caution light.............. indicates a failure of the
inverter #1.
7. INV#2 OFF caution light.............. indicates a failure of the
inverter #2.
8. ENG START advisory light.......... comes in view when the
engine starter is activated. It disappears when N1 reach
approximately 43%.

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ELECTRICAL POWER SYSTEM CONTYROLS AND INDICATORS (WITH IDS)
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ELECTRICAL POWER SYSTEM CONTROLS AND INDICATORS (WITHOUT IDS)
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CHAPTER
24
ELECTRICAL POWER
SYSTEM
SECTION 21 - AC GENERATION
SYSTEM

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DESCRIPTION AND OPERATION AC SYSTEM INDICATION AND CAUTION (WITH IDS)

The alternating current is supplied by two 250 VA single- The AC system is interfaced with the IDS system to provide
phase static inverters, requiring 28 VDC power input supplied the pilots with a digital format visual indication of the voltage
by: present at the two 115 AC busses, on the EDU N°2.
• DC EMERG BUS through the INV 1 circuit breaker and An INV 1 or INV 2 caution indication on the warning nad
INV 1 ON-OFF switch. caution field of EDU N°1 is provided in case of an inverter
• DC MAIN BUS, through the INV 2 circuit breaker and failure.
INV 2 ON-OFF switch.
AC SYSTEM INDICATION AND CAUTION (WITHOUT IDS)
The protective circuit breakers and control switches are
located on the overhead console. Each inverter supplies, via a INV # 1 (or 2) caution light on caution panel, when illuminated,
sensor relay, 115V AC and 26 V AC 400~ to its own 115V AC indicate that the inverter is deactivated or failed
and 26V AC distribution busses.
In the event of one inverter failure, the relative sensing relay 115V AC 26V AC BUS 26V AC 115V AC
de-energizes, connecting the failed inverter busses to the BUS BAR BAR BUS BAR BUS BAR
other operating inverter. #1 #1 #2 #2
GYROCOMPA
In the event of failure of only the 26V AC ouput in one
inverter, the pilot can try to de-energize connecting the
GYROCOMP SS ADF
VG2
inverter-failed busses to other operating inverter. Four fuses, ASS VG1 SAS 1 SAS 2
installed on the harness in the nose compartment, protect ADI PLT
each AC distribution bus bar. In case of failure in one fuse the
corresponding bus bar is lost.

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AC GENERATION SYSTEM SCHEMATIC (SWITCHES OFF)
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AC GENERATION SYSTEM SCHEMATIC (SWITCHES ON)
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AC GENERATION SYSTEM SCHEMATIC (INV 2 FAILURE)
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AC GENERATION SYSTEM SCHEMATIC (FUSE FAILURE)
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AC GENERATION SYSTEM MAIN COMPONENTS
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AC SYSTEM COMPONENTS LOCATION
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AC SYSTEM CONTROLS AND INDICATIONS (WITH IDS)
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AC GENERATION SYSTEM CONTROLS AND INDICATORS (WITHOUT IDS)

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CHAPTER
24
ELECTRICAL POWER
SYSTEM
SECTION 31 - DC GENERATION
SYSTEM

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DESCRIPTION AND OPERATION BATTERY
The DC electrical system is the main power supply The helicopter is equipped with a 25.2V, 27 Ah nickelcadmium
system of the helicopter. battery located in the nose compartment.
The main components of the system are: Battery power is used for limited ground operation or for
engine starting when no dc external power is available or as
• 1 starter generator an emergency source of power in the event of failure of the
• 1 Generator control unit (GCU) generator.
The battery is connected to the battery bus via a relay,
• 1 battery operated by the BAT switch, located on the overhead electrical
• 1 external power receptacle control panel.
The circuit is protected by the BAT RELAY circuit breaker,
• 1 DC relay box located , on the DC RLY Box.
In normal operation, the engine-driven starter-generator is The negative terminal of the battery is grounded to the
the DC main source, connected in parallel to the DC bus helicopter structure and the positive terminal is connected to
bar distribution system. the battery bus through the battery relay.
When in flight, with the generator failed, the battery Connection between battery and helicopter cabling is obtained
furnishes the necessary power, for the onboard systems by a quick disconnect plug.
operation, to conduct the helicopter to an emergency safe A temperature sensor, inside of the battery, detects the
landing. On ground, with the generator off, the helicopter internal temperature of the battery, giving a red BATT HOT
can be powered either by the battery or by a ground indication on EDU1 (with IDS), on warning panel (without IDS)
power unit connectable to the external power receptacle. when the temperature reaches 71ºC.
When the battery is disconnected, the message “BATT OFF” is
shown on the EDU 1(with IDS only).

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STARTER-GENERATOR GENERATOR CONTROL UNIT

One starter generator, installed on the engine accessory Each generator is controlled by an ELECTRONIC BOX,
gearbox, provides engine start when operated as an electric which performs the following functions:
starter motor.
• Starter control
After the engine start, driven by the engine, the starter reverts
into a generator operation, providing the necessary 28V DC • Voltage regulator
power out. The GEN ON-OFF-RESET switch, located on the
• Line contactor
overhead console, enable to apply the generator output power
to the 28DC bus bus and consequently to the DC electrical • Over-voltage protection
system.
• Build-up ground fault
A DC GEN caution indication is given on EDU 1(with IDS), on
caution panel (without IDS), to provide a visual alert when the • Over-excitation protection
generator is disconnected from the busses.
• Short circuit protection
• Reverse current protection

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DC BUSSES LOAD CONNECTION (WITH IDS)

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DC DISTRIBUTION SYSTEM- NO POWER APPLIED
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DC GENERATION SYSTEM CONTROLS
1. BUS switch. The BUS switch provides for the following
functions:
– OFF: the generator bus bar is disconnected from
the battery bus.
– ON: the generator bus bar is connected to the
battery.
2. GEN switch. The GEN switch provides for the following
functions:
– OFF: the generator is disconnected from the line.
– ON: the generator is energized and with the N1 at
67% rpm, the generator feeds power to the bus
bars.
– RESET (momentary position) resets the GCU.
3. BATT switch. The BATT switch provides for the
following functions:
– OFF: the battery is disconnected from the circuit.
– ON: the battery feeds power to the battery bus bar
and the EMERGENCY BUS.

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DC RELAY BOX INSTALLATION
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DC GENERATION SYSTEM INDICATORS

1. BAT OFF warning legend. The BATT OFF warning legend

illuminates when the battery relay is deenergized,so the
battery is off line (WITH IDS ONLY).
2. BATT HOT warning light. The BATT HOT warning light
illuminates when the battery temperature has reached 71 ±
3°C. The warning light is controlled by a temperature sensor
inside of the battery.
3. DC GEN caution light. The DC GEN caution light
illuminates whenever the generator in disconnected from the
line.
4. GEN CONTR caution light. The GEN CONTR caution light
illuminates when the GEN CONTR circuit breaker on the relay
box is tripped out.
5. EXT PWR ON caution light. The EXT PWR ON illuminates
when the access door of the external power receptacle is
open.
6. Voltammeter. The voltammeter, provided with two scales,
indicates the generator current and the DC bus voltage. The
voltammeter input lines are protected by the IGN circuit
breaker and the LOAD METER circuit breakers.

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IDS INSTRUMENT MARKINGS
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DC GENERATION SYSTEM INDICATORS (WITHOUT IDS)
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DC GENERATION SYSTEM COMPONENTS
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CHAPTER
24
ELECTRICAL POWER
SYSTEM
SECTION 41 - EXTERNAL POWER
SYSTEM

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DESCRIPTION
The external power system provides a means to supply the
helicopter with the 28VDC power. The system consists of an
external power receptacle, located on the right side of the
nose and an external power relay, located inside of the relay
box.
The access door of the external power receptacle actuates a
microswitch, which causes the EXT PWR ON caution light, on
EDU#1 (with IDS), on caution panel (without IDS).
When an external electrical power source is connected to the
aircraft and the BUS switch is sey to ON, all helicopter busses
are energized.

EXTERNAL POWER RECEPTACLE

The external power connector is of the tripolar type.
When external power is connected, the two positive terminals
are energized; the short positive terminaI energizes the
external power relay coil closing the contacts and thus
providing power to the battery bus bar and emergency bus.

EXTERNAL POWER CAUTION CIRCUIT

The external power caution circuit consists of a microswitch
actuated by the external power receptacle access door. When
opening the access door the switch is actuated and the EXT
PWR ON caution light illuminates.

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EXTERNAL POWER SYSTEM MAIN COMPONENTS
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CHAPTER
25
EQUIPMENT/FURNISHINGS
SECTION 11 -
EQUIPMENT/FURNISHINGS

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DESCRIPTION AND OPERATION
The equipment furnishing comprises: the crew seats, the
passenger seats and the passenger step.
The crew seats are provided with two guides and are
adjustable fore and aft on rollers in seat guides.
The adjustable seats are provided with a locking device,
controlled by a lever. This device consists of a plunger
engaging the holes on the guides which determines the seat
travel. The plunger is spring-loaded in the locked position. To
allow the seat to slide, the lever is raised and the plunger thus
disengaged, releases the seat.
Different type of seats can be installed in the passenger
compartment, according to customer requirements.
The standard seats configuration consists of a forward seat,
rear facing, three-place and aft seat, forward facing, three
place. Each place of seat is equipped with safety belt attached
with bolts and nuts to seat structure.
A passenger step is fitted to the cabin lower left side, with
bolts and washers.
The function of passenger step is to facilitate passengers
entering into the helicopter.

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CREW SEATS
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PASSENGERS SEATS
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PASSENGERS SEATS
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PASSENGER STEP
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CHAPTER
25
EQUIPMENT/FURNISHINGS
SECTION 61 - EMERGENCY LOCATOR
TRANSMITTER TYPE ELT ARTEX
C406-2HM

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GENERAL The ELT radiated power is 5 Watts for a time of 24 hours at a
temperature of -20°C.
The emergency locator transmitter, installed inside of the tail The battery pack is composed of 6 rechargeable batteries that
boom, provides an emergency standard swept tone on 121.5 are suitable to allow transmission for at least 72 hours.
and 243.0 MHz automatically activated during a crash. The The ELT antenna is a normal monopole type antenna, on top
system is also used within the SARSAT satellite program. of tail boom of the helicopter The remote control (cockpit
The system consists of the following components: panel switch) provides “MANUAL ON”, “ARMED”, and
• ELT UNIT “RESET” modes.
• BATTERY PACK
• FIXED ANTENNA OPERATION
• COCKPIT REMOTE SWITCH ASSEMBLY
The Unit includes a g. switch, a transmitter, a microprocessor Under normal operation the switch configuration on the front
and transmitter module. The Unit has a dual outputs which are panel is the down position reading “ARM”. The switch on the
automatically actuated during the crash. The transmitter ELT unit will also be positioned down to read “OFF”. Should
transmits a standard swept tone on the frequency of 121.5 an emergency arise to the degree that you want to manually
and 243.0 MHz and, every 50 seconds for the duration of 520 activate your ELT, reverse either switch so it is in the up
milliseconds, also the 406.025 MHz transmitter is turned ON. (“ON”) position. As long as the front panel and ELT switches
During this period an encoded digital message is sent to the are in ARM/OFF position the ELT will automatically activate
satellite. The digital message contains the transmitter serial on impact.
number, the country code and the manufacturer If the ELT is activated accidentally, reset can be done by
name. This information is decoded by the ground computers moving the front panel switch to “ON”, then immediately
and from that the owner’s name, the address, the telephone rocking it back to “ARM”.
number and type of aircraft are known and passed to the You may also reset the ELT at the unit itself by positioning the
search and rescue team. switch on the ELT up to “ON”, then immediately back down to
The crash force activation sensor or G-Switch is designed to “OFF”.
activate with a change of velocity of 3.5 fps ± 0.5 fps both To change from the “INACTIVE” to the “ACTIVE” state the unit
under normal conditions and while being subjected to 30 G’s requires a positive switch transition from one of two sources:
of cross axis forces. Panel Mounted Remote Switch Unit Mounted Switch

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At ELT activation, the 406.025 MHz is detected by the
SARSAT OPERATION DESCRIPTION satellites which derive the transmitter position while the two
guard frequencies (121.5 and 243.0 MHz) are used to provide
The SARSAT aims at improving location of persons in distress a homing signal to the crash site.
by using orbiting satellites. The system includes the following:
One or several satellites One or several ground stations
(Local User Terminals LUT) EPIRB (naval) and ELT (ground)
beacons.
When the satellites are in direct view of the transmitting
beacon, the electronics on board of the satellite: receives the
signal transmitted by the beacon measures the frequency
received, included the Doppler shift introduced by the relative
satellite/beacon velocity date the measurement performed
recovers data in the message transmitted by the beacon
sends back all information, in real time, to LUTs stores
information for subsequent transmission.
On the basis of information received, the LUT computes the
location of the distress and starts search and rescue
operations.
The main advantages of the transmitters operating at
406.MHz are:
• Position accuracy
• The transmitter is identified by serial number and
manufacturer
• The capability of uploading the “position fix” in the
message format
• Total worldwide coverage
• Immediate search and rescue response.

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ELT CONTROLS AND INDICATORS

• 1. The ARM/ON switch ............................ It is integral

part of the remote switch panel. The ARM position
allows the system to be ready for operation (in case of
crash). The ON position enables the system to start
transmission for testing operations. In case the system
has accidentally switched ON, it can be reset by
setting the switch to ON and then immediately to
ARM.
• 2. The ON/OFF switch .............................. It is located
on the unit and is set to OFF as long as the remote
switch is set to ARM for normal operation. The switch
ON position is used for testing purposes only.
• 3. The indicator light.................................. It comes on
as the system is activated. In case the light does not
come ON following a system activation, a failure is
present. The ELT indicator light is powered by 28V DC
from the BATTERY Bus protected by the ELT circuit
breaker located inside the baggage compartment
aside of the Relay Box.

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ELT AND REMOTE SWITCH PANEL

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ELT SYSTEM INSTALLATION
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ELT BATTERY PACKED EXPLODED VIEW
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CHAPTER
26
FIRE PROTECTION
SECTION 00 - GENERAL

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GENERAL
The fire protection system comprises:
• The engine fire detection system
• The engine compartment fire extinguisher system
(only the provision).
• The portable fire extinguisher

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CHAPTER
26
FIRE PROTECTION
SECTION 11 - ENGINE FIRE
DETECTION

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DESCRIPTION AND OPERATION
The engine fire detection system signals the presence of
flames or excessive temperature in the engine compartments.
The system consists of a circuit comprising a fire detector in-
stalled on the engine compartment connected by means of
wiring harness to the warning panel. If a fire or overheat con-
dition occurs, ENG FIRE warning light comes on warning
panel (without IDS) or ENG FIRE warning message comes
“ON” (with IDS). The system is powered by the 28V DC bus
bars through the FIRE DET circuit breaker on the overhead
console.
The fire detector is a pneumatic type and is composed by the
following main parts; sensor circuit and pressure switch.
The sensor element is a sealed .62" diameter tube which con-
tains a core material capable of releasing an extremely large
volume of gas when a certain temperature is exceed. When
the gas pressure in the sensor element exceeds a preset
value, a snap-action pressure switch is activated and + 28V
DC is directly connected to the
cockpit warning light (without IDS) or to the “EDU 1” warning
message (with IDS). The core outgassing is completely re-
versible. The warning legend will clear when the temperature
is reduced.

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ENGINE FIRE DETECTION
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CONTROLS AND INDICATORS
1. ENG FIRE warning light .............. Comes in view on EDU
#1 (with IDS) or in warning panel (without IDS), when an
overheat or fire condition is detected in the engine com-
partment.
2. FIRE DET caution light ................ comes in view on EDU
#1 (with IDS) when the engine fire detection system is in-
operative.

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CONTROLS AND INDICATORS (WITH IDS)

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CONTROLS AND INDICATORS (WITHOUT IDS)
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CHAPTER
26
FIRE PROTECTION
SECTION 22 - PORTABLE FIRE
EXTINGUISHER

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DESCRIPTION AND OPERATION
The helicopter is equipped with a portable, manually operated
fire extinguisher installed on the console between the pilot's
seat. The mounting bracket is of the quick release type, for
rapid removal of the fire extinguisher in event of fire.
The extinguisher agent is Halon 1211 and it can be used
against small fires, flammable liquid fires and electrical fires.

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PORTABLE FIRE EXTINGUISHER INSTALLATION
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CHAPTER
28
FUEL
SECTION 00 - GENERAL

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FUEL SYSTEM CONTROLS AND INDICATORS
GENERAL (WITH IDS)
The fuel system controls and indicators consist of a number of
The fuel system consist of the following subsystems:
switches housed on the fuel management panel, installed on
• The storage system
the central console, two analogic/digital fuel pressure and
• The distribution system quantity indicators displayed on “EDU#2”. The fuel system
• The indicating system caution legends are displayed on “EDU#1”.
The storage system consists of two main lower tanks and one
main upper tank filled by a common filler cap located on the FUEL MANAGEMENT PANEL
top right side of the upper tank.
The distribution system consists of a circuit including mainly The fuel management panel houses a number of switches with
three fuel pumps with associated pressure switches, a shut-off the following functions:
valve and a pressure transmitter. • PUMP 1: the No. 1 booster pump is operating when
The indicating system comprises the pressure indicating selected ON
system, the fuel quantity system and the fuel caution circuit. • PUMP 2: the No. 2 booster pump is operating when
Engine fuel feeding is provided by two boost pumps located on selected ON
the left lower tank. Fuel is supplied to the engine through a • PUMP: the transfer pump is operating when selected
shut-off valve. XFER
The fuel contained in the right lower tank is transferred • VALVE: the shut-off valve is opened when selected
continuously to the left lower tank through a transfer pump OPEN
while the upper tank is supplying both lower tanks by gravity. • FCU/IND TEST: when the switch is in “TEST”
position. The two fuel quantity indicators will indicate
FUEL SYSTEM CONTROLS AND INDICATORS (WITHOUT zero and shut-off valve light will illuminate.During this
IDS) sequence also the fuel computing unit is tested.
The system consists of a number of switches housed in the
fuel management panel, installed on central console, one INSTRUMENT PANEL
analogic fuel pressure indicator and one double analogic fuel
quantity indicator, installed on instrument panel. The fuel The fuel pressure indicator provides continuous read-out of the
system caution lights are displayed on caution panel. operating pressure downstream the shut-off valve.

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The indicator shows PSI marks with the following operating 120 Kg, the digital readout of related tank (N. 2 RH) shall be
range: displayed in withe and crossed out to indicate that the
• red mark 25 PSI remaining fuel in right tank is not usable (with ids).
• green 7 to 25 PSI The shut-off valve light located on fuel control panel, comes
• yellow 0 to 7 PSI “ON” when shut-off valve switch is in “OPEN” position.
The fuel quantity dual indicator provides continuous read out of
the fuel contained in the main tanks.
The indicator shows KG marks.
Left indicator shows the left main tank plus half upper tank fuel
quantity; right indicator shows the right main tank plus half
upper tank fuel quantity.

CAUTION PANEL
The amber FUEL LOW light (without IDS) or legend (with IDS)
is illuminated when the quantity of fuel remaining in the
forward cell of the left main tank is about 45 Kg.
When the Fuel Low signal is active (FUEL LOW caution light
ON), the color of the digit and associated fuel box of the
related tank (N.1 LH) shall appear in yellow (with ids).

The three caution #1 FUEL PUMP, #2 FUEL PUMP and XFER

PUMP lights (without IDS) or legend (with IDS), are illuminated
when the pressure at the outlet port of the respective pump
drops below 3.5 ± 0.5 PSI (0.24 ± 0.03 bar).
The XFER PUMP light (without ids)or legend (with ids) is also
illuminated when the forward cell of the right main tank is
empty (transfer completed).
When any failure occurs to the fuel transfer pump or if its
switch is “OFF” and the fuel quantity into the right tank is below

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FUEL SYSTEM SCHEMATIC (WITH IDS)
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FUEL SYSTEM SCHEMATIC (WITHOUT IDS)
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FUEL SYSTEM CONTROLS AND INDICATORS (WITH IDS)
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TEST EDU # 2, SECONDARY
FUEL SYSTEM CONTROLS AND INDICATORS (WITH IDS)
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FUEL SYSTEM CONTROLS AND INDICATORS. (WITHOUT IDS)

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CHAPTER
28
FUEL
SECTION 11 - STORAGE SYSTEM

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A flapper valve is installed on the bottom side of the anti-surge
MAIN TANKS baffle of the lower tanks allowing fuel transfer from the rear to
the forward cell with helicopter nose-down attitude.
The storage system is composed by the following tanks:
The upper tank supplies both lower tanks by gravity. Fuel
• One upper cell going side to side across the fuselage,
outlet to the engine, return line from shut-off valve and fuel
placed between the cabin rear wall and the rear avionic
quantity and level warning wirings are routed to the aircraft
bay/main baggage compartment and above the rear
through connector plates assembly located on the top of the
landing gear support structure. The cell is connected to
upper tank.
the unique filler cap on the right side of the helicopter.
Fuel feeding and transfer lines are routed through the flanges
The upper cell is installed in a special housing located in
connecting the lower tanks with the upper tank.
the rear fuselage, build with honeycomb panels on all
sides except the light alloy upper bulkhead.
EJECTOR UNITS (JET PUMPS)
Upper tank fuel capacity is about 244 kg.
• Two right and left, independent lower cells connected by One ejector unit is installed on each rear cell of the lower
metallic flanges to the upper cell and located under the tanks.
cabin rear seats and cabin rear extension. The lower The function of the ejector unit is to transfer fuel from the rear
cells are installed in suitable bays provided with to forward cell of the lower tanks even when the helicopter is in
sandwich structural panels on all sides. “nose-up” attitude. The ejector is powered by fuel sent under
Lower tank fuel capacity is about 120 kg each tank (4 kg pressure by the boost pumps and transfer pump via the supply
not usable each tank). line.
The main fuel tanks are installed behind the passenger cabin. A check valve is installed on the supply line of the ejector unit
The tanks are of the flexible type and constructed of supplied by the boost pumps (left lower tank) to prevent air
rubberized fabric. Each lower tank has an anti-surge baffle being drawn when the boost pumps are stopped and the fuel
dividing it into two cells, forward and rear and is retained in level is below the ejector outlet.
shape by metal rings attached to the structure by nylon cords. The ejector moves the fuel into the forward tank section at a
The tanks are secured to the structure by the pump flow rate exceeding the fuel consumption of the engine: this
attachment flange located on the lower side of the forward cell, prevents any fuel being trapped behind the baffle when the
the drain valve attachment flange located on the lower side of helicopter is in nose-up attitude.
the rear cells and the fuel filler cap flange located on the right
upper side of the upper tank.

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DRAIN VALVES
An electrically operated drain valve is installed on the lowest
part of each rear cell of the lower tank. The valves are
controlled buy a 3 position switch accessible thorough the LH
step panel.
The opening of the draining valves is associated with FUEL
DRAIN 1 (2) caution light in EDU 1.
A drain valve is also installed on the boost pump sump
(forward left cell) and on the transfer pump sump (forward right
cell).
The drain valves allow draining of all the fuel from the tank
cells and also allow you to obtain a fuel sample.

FUEL TANKS VENTS

The tanks are equipped with double venting system which
permits to equalize the inside and the outside pressures in all
operating conditons. This is achieved through two pipelines
which are connected to the top of the upper tank and are
routed across the fuselage down to the opposite side.
The connections and path of the lines prevent siphons from
forming and fuel from overflowing under all normal operating
conditons.
Each vent line is protected by a flame arrestor which prevents
the passage of the flame of the fuel vapors produced by a
lightning strike, from the external vent pipe to the tank.

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FUEL STORAGE
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SUPPLEMENTARY FUEL TANKS
The supplementary fuel tanks installation provides an
additional 265 litres capacity. It consists of two tank cells (RH
cell of 105 litres and LH cell of 160 litres) installed behind the
passenger seat.The fuel transfer from the supplementary fuel
tank cells to the main fuel cell is by gravity.
The two tank cells are separated by panels; each cell is
provided with a fuel level probe.
The helicopter may be equipped with both the LH and the RH
auxiliary fuel tanks or with the RH auxiliary fuel tank only.

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SUPPLEMENTARY FUEL TANK
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CHAPTER
28
FUEL
SECTION 21 - DISTRIBUTION SYSTEM

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The pump inlet port is protected by a mesh filter.
GENERAL The transfer pump moves the fuel from the right lower tank to
the left lower tank and supplies the ejector unit of the right
The distribution system permits the fuel to flow from the two
tank.
booster pumps, installed in the left lower tank, to the engine.
The transfer pump supply line is connected to a collector which
The circuit consists mainly of two booster pumps, one transfer
allows fuel transfer line and ejector unit line connections.
pump installed in the right lower tank, a shut-off valve and the
A pressure switch is fitted at the bottom of the transfer pump.
connecting lines.
The pressure switch provides the caution “X-FER PUMP”, to
indicate fuel low pressure (pump malfunction or tank emty), on
BOOSTER PUMPS
EDU # 1 (with IDS) or on caution panel (without IDS).
Two booster pumps are installed on the pump drain sump in The capability of the transfer system exceeds the fuel
the forward cell of the left lower tank. The booster pump is a consumption of the engine in each operating condition but the
submersion centrifugal type operating on 28V dc. transfer pump delivery is less than the jet pump flow rate to
The pump inlet port is protected by a mesh filter. assure the proper emptying of the RH tank.
The booster pumps supply the fuel to the engine supply line For such a reason, on the transfer pump is installed a
and to the ejector unit located in the rear cell of the left lower restrictor.
tank. The booster pumps supply line are connected to a
collector which allows engine supply line and ejector unit line BOOSTER PUMPS COLLECTOR
connections.
The booster pumps collector is installed on the left lower tank
A pressure switch is fitted at the bottom of each booster pump.
and collects the two pumps supplies, the left ejector unit
The pressure switch provides the caution “ # 1/2 FUEL
supply and the engine supply. Two check valves at the inlet
PUMP”, to indicate fuel low pressure, on EDU # 1 (with IDS) or
ports prevent fuel return in the event of a booster pump failure.
on caution panel (without IDS).

TRANSFER PUMP
The transfer pump is installed on the sump in the forward cell
of the right lower tank.
The transfer pump is a submersion centrifugal type operating
on 28V dc.

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TRANSFER PUMP COLLECTOR
The transfer pump collector is installed in the right lower tank
and collects the pump supply line with the transfer line and the
right ejector unit supply line. A check valve at the transfer port
prevents fuel system return in the right lower tank in case of
transfer pump not operating.

SHUT-OFF VALVE
The fuel shut-off valve is installed on the engine supply line
located in the fuel systems component compartment. It is
energized by 28V dc and the power line is connected to a
circuit breaker located on the overhead console. Fuel shut-off
valve opening and closure is indicated by a light located on the
fuel management control panel.
A pressure transmitter is installed on the shut-off valve
providing continuous pressure read out signal to the fuel
pressure indicator (without IDS) or digital presentation on the
EDU # 2 (with IDS).

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FUEL DISTRIBUTION
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CHAPTER
28
FUEL
SECTION 41 - FUEL INDICATING
SYSTEM

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The fuel quantity probe installed in the forward cell of the left
FUEL COMPUTING UNIT lower tank incorporates a low level sensor which provides the
FUEL LOW indication on the caution panel (WITHOUT IDS)
The fuel computing unit installed in the electronic bay in
or on EDU#1 (WITH IDS), when the fuel drops approximately
baggage compartment is designed to embody three
at 45 kg.
independent channels (for left, right and aft fuel tanks). Each
In case of sensor failure, “F LOW FAIL” caution light will be
channel provides a gauging function: they too are electrically
displayed on EDU # 1 (with IDS).
independent of each other, thus ensuring maximum
ruggedness to failure propagation.
The gauging function processes the signal from the fuel
quantity probes and the dc signal is proportional to the
variation of capacitance of the probes.
Two channels (right and left lower tanks) add the half value
coming from the upper tank with those coming from its
dedicated tank.
The computing stage processes the signals and delivers fuel
information to the fuel quantity indicator (without IDS) or digital
presentation on the EDU #2 (with IDS).

MAIN TANK QUANTITY PROBES

The fuel quantity probes installed in the main tanks are of
variable capacitance type.
Four fuel quantity probes are installed in the left and right
lower tanks (one in each cell) and one is installed in the upper
tank. The probe capacitance varies with the amount of the fuel
contained in the tanks cells causing a proportional variation of
the electrical signal directed to the Fuel Quantity Indicator via
the fuel computing unit.

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INDICATING SYSTEM
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CHAPTER
29
HYDRAULIC POWER
SECTION 00 - GENERAL

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GENERAL The dual pressure indicator provides, digital (with ids), or
analogic (without IDS), continuous read-out of the operating
The No. 1 and No. 2 flight control hydraulic systems are
pressure on systems No. 1 and No. 2.
independent (i.e. each system is provided with its own
The indicator shows psi marks with the following operating
reservoir and pump) and are used to provide the hydraulic
range:
power necessary for operation of the main rotor servo
actuators (both systems) and the tail rotor servo actuator (No. • red mark 1550 psi
1 system only). • green 1400 to 1550 psi
The indicating systems comprise the flight control pressure • yellow 1200 to 1400 psi
indicating system and the low pressure indicating system. • red mark 1200 psi

HYDRAULIC POWER SYSTEM The amber #1 SERVO or #2 SERVO caution lights are
illuminated, on EDU #1 (with IDS) or on the caution panel
(without IDS), when the pressure in the associated system
The hydraulic system controls and indicators consists of a drops below 1138 ± 50 psi (78.5 ± 3.4 bar).
SERVO switch housed on the miscellaneous control panel
installed on the central console, a dual pressure indicator
located on EDU#2 (with ids), on instrument panel (without
ids), and caution lights displayed on EDU#1 (with ids) or on
caution panel (without ids).

MISCELLANEOUS PANEL
The SERVO switch provides the following functions:
• NORM: both No. 1 and No. 2 flight controls
hydraulic systems are operating
• 1 OFF: No. 1 system is turned off. This position is
inoperative if No. 2 system is faulty
• 2 OFF: No. 2 system is turned off. This position is
inoperative if No. 1 system is faulty.

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FLIGHT CONTROL HYDRAULIC SYSTEM SCHEMATIC (WITHOUT IDS)
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FLIGHT CONTROL HYDRAULIC SYSTEM SCHEMATIC (WITH IDS)
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HYDRAULIC POWER SYSTEM (WITHOUT IDS)
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HYRAULIC POWER SYSTEM (WITHOUT IDS)
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CHAPTER
29
HYDRAULIC POWER
SECTION 11 - NUMBER 1 FLIGHT
CONTROL HYDRAULIC SYSTEM

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GENERAL
The No. 1 flight control hydraulic system operates at a
maximum pressure of 1500 psi (103.5 bar) to provide the
required hydraulic flow to operate the main and tail
servoactuators.

The system includes:

• #1 Hydraulic oil reservoir
• #1 Mechanical pump
• #1 Filter group
• #1 Accumulator
• #1 Check valve
• #1 By-pass valve
• #1 Ground test fitting

The hydraulic fluid contained in the reservoir is sucked by the

pump, driven by the main transmission, and is supplied to the
servoactuators through the filter group and the accumulator.
From the accumulator the pressure line is routed to the tail
servoactuator and to a manifold used to connect the pressure
line to each main rotor servoactuator lower valves unit.
From the servoactuators the hydraulic fluid is returned,
through the manifold in case of the main servoactuators, back
to the filter group and then to the reservoir.
lubrication and cooling.

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NUMBER 1 FLIGHT CONTROL HYDRAULIC SYSTEM SCHEMATIC (WITHOUT IDS)
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NUMBER 1 FLIGHT CONTROL HYDRAULIC SYSTEM SCHEMATIC (WITH IDS)
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NUMBER 1 FLIGHT CONTROL HYDRAULIC SYSTEM (SHEET 1 OF 2)

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NUMBER 1 FLIGHT CONTROL HYDRAULIC SYSTEM (SHEET 2 OF 3)
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NUMBER 1 FLIGHT CONTROL HYDRAULIC SYSTEM (SHEET 3 OF 3)
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CHAPTER
29
HYDRAULIC POWER

SECTION 12 - NUMBER 2 FLIGHT

CONTROL HYDRAULIC SYSTEM

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GENERAL
The No. 2 flight control hydraulic system operates at a
maximum pressure of 1500 PSI (103.5 bar) to provide the
required hydraulic flow to operate the main servoactuators.

The system includes:

• #1 Hydraulic oil reservoir
• #1 Mechanical pump
• #1 Filter group
• #1 Accumulator
• #1 Check valve
• #1 By-pass valve
• #1 Ground test fitting

The hydraulic fluid contained in the reservoir is sucked by the

pump, driven by the main transmission, and is supplied to the
servoactuators through the filter group and the accumulator.
From the accumulator the pressure line is routed to a manifold
used to connect the pressure line to each main rotor
servoactuator upper valves unit.
From the servoactuators the hydraulic fluid is returned,
through the manifold back to the filter group and then to the
reservoir.
When ground supply is used, pressure is delivered to the filter
group; the check valve on the pump pressure inlet on the filter
group avoid flow back to the pump.
The by-pass valve installed on the return line out of the filter
group avoids to overfill the reservoir.

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NUMBER 2 FLIGHT CONTROL HYDRAULIC SYSTEM SCHEMATIC

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NUMBER 2 FLIGHT CONTROL HYDRAULIC SYSTEM
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CHAPTER
30
ICE AND RAIN PROTECTION
SECTION 00 - GENERAL

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DESCRIPTION
The ice and rain protection system is composed by:
- The pitot tube anti-ice system
- The windshield wiper system

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CHAPTER
30
ICE AND RAIN PROTECTION
SECTION 31 - PITOT TUBE ANTI-ICE
SYSTEM

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DESCRIPTION AND OPERATION
To prevent ice formation the pitot tube is provided with integral
electrical heating elements controlled by the PITOT toggle-
type circuit breaker powered by the 28 V DC bus bars.
CAUTION
Operation of heating elements with ambient air temperature
above 25° C can damage the pitot tube.

CONTROLS AND INDICATORS

The only control is the PITOT switch. The switch provides for
the following functions:
• OFF: the heating element of the Pitot tube is
deenergized
• ON: the heating element of the Pitot tube is
energized

When pitot switch is set to “ON”, a “PITOT HEAT” advisory-

legend, come in view. This advisory legend is visible on “EDU
1” (with IDS) or on advisory panel (without IDS).

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PITOT TUBE INSTALLATION
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CONTROLS AND INDICATORS

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A

PITOT SYSTEM INDICATIONS

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CHAPTER
30
ICE AND RAIN PROTECTION
SECTION 41 - WINDHSHIELD WIPER
SYSTEM

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DESCRIPTION AND OPERATION
The windshield wiper system consists of two identical
installations: one for the pilot windshield and the other for the
copilot windshield.
Each installation consists of a wiper blade actuated, through
an arm, by an electric motor-converter.
Two switches located on overhead panel, control the
windshields operation.

CONTROLS AND INDICATORS

Two wiper toggle switches installed on the overhead control
panel, permit the energization of wiper motors . Two selector
switches installed on pilot and copilot cyclic stick grips,
permits to select operation of wipers at two different speeds
(low-high).
The electrical circuits are powered by the 28V DC bus bar
through the WIPER CPLT and WIPER PLT circuit breakers.

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WINDSHIELD WIPER SYSTEM
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CONTROLS AND INDICATORS

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CHAPTER
31
INDICATING/RECORDING
SYSTEMS (WITH IDS)

SECTION 00 - GENERAL

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DESCRIPTION

The indicating/recording systems comprise the following:

• The instrument panel and control panels
• The independent instruments
• The central warning system

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CHAPTER
31
INDICATING/RECORDING
SYSTEMS
SECTION 21 - INDIPENDENT
INSTRUMENTS

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instrument. A lamp provides the necessary illumination for use
DESCRIPTION AND OPERATION in nightlight conditions.
The independent instruments comprise the clock, the outside
OUTSIDE AIR TEMPERATURE INDICATOR
air temperature indicator and the magnetic compass.
The outside air temperature indicator indicates on a dial
CLOCK graduated from -70 to 50°C, the temperature measured by
The clock is a mechanical instrument provided with a push means of a bimetallic probe which protrudes through the right
button used to start, stop and return the elapsed time pointer overhead window. The instrument is illuminated by a post-
to the initial position and a knob used to wind the clock when type light controlled by a push button switch close to the light.
in normal position, while in the pulled out position it serves to
set the clock hands.

MAGNETIC COMPASS
The helicopter is provided with a magnetic compass installed
on suitable supports on the right side of the instrument panel.
The magnetic compass, of a conventional type, indicates the
helicopter heading with reference to the magnetic North. The
compass consists of a rotating compass card, and two
magnetic bars, attached to the compass card, as
compensation system.
The compass card and the magnetic bars are contained in a
sealed case filled with damping fluid.
The compass card is graduated in 5-degrees intervals and
shows letters and numerals every 30 degrees, heading is read
against a lubber line through a transparent window. The
compensation system permits errors correction by changing
magnetic bars position through two screws in front of the

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INDEPENDENT INSTRUMENTS (TYPICAL)

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CHAPTER
31
INDICATING/RECORDING
SYSTEMS
SECTION 41 - INTEGRATED DISPLAY
SYSTEM

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GENERAL Display (EDU 1, upper), and secondary Display (EDU 2,
lower).
The Integrated Display System (IDS) monitors the engine and
helicopter systems and proides the pilots with all AURAL WARNING GENERATOR
corresponding parameters, values, warning, caution, advisory,
status information on two instrument panel mounted The aural warning generator (AWG) system provides
Electronic Display Units. precursor tones and synthesized voice-warning messages,
through the ICS system, activated in conjunction of correlated
The data, assimilated by the helicoptersensors, are interfaced warning/caution indications. Should more than one message
and processed by the EDUs. (five max) be enabled simultaneously, the higher priority one
is played first, and the others are played in sequence following
The system is composed by: decreasing priority order.
• 2 EDUs (Electronic Display Units) If a further keying event occurs when a message is in
• Aural Warning Generator (AWG) progress, the new message is played at the end of the first, if
• Master Warning Lights (MWL 1/2 ) has higher priority; else the first is suspended during the first
• Master Caution Lights (MCL 1/2 ) significant pause to allow the generationof the more critical
message. Once a message is activated it resets automatically
• Engine fire detector
at the end of its sequence or it can be stopped pushing the
• Fuel computer Unit (FCU).
MWL (MCL) reset button.
ELECTRONIC DISPLAY UNIT
The list of the aural messages is the following:
• ROTOR LOW
Two identical and fully interchangeable cockpit mounted
EDUs, provided with a colour Liquid Crystal Display, are • ENG OUT (from EEC)
capable to present, in graphical form, all engines and aircraft • ENG FIRE ( from the engine Fire Detector)
systems information, as well as failure and status • WARNING
annunciations (Warning, Caution, Advisory and Status • ROTOR HIGH
messages). Each EDU is provided with a front switch panel • ONE FIFTY FEET (FROM Radar Altimeter)
for system control and operation, during normal operation
both displays are operative and are identified as Primary

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MCL) and the AWG (as applicable) when they are active. The
MASTER WARNING AND MASTER CAUTION LIGHTS push-button is installed on both cyclic sticks.
The remote reset signal is a ground/open type (GND = active
Master Warning Light (MWL)
When a warning signal is displayed, the EDUs blink the WL at
a flash rate of 4±1 Hz, and disable its operation hen a warning
reset discrete (ground/open type, GND = active) is provided
through the activation of the MWL switch.
For integrity reason, two sets of two independent lamp drivers
each is provided, with suitable protection against short circuit.
Should a failure occur to the blinking circuit, then a "steady-
on" condition is provided for the MWL, once
activated.

Master Caution Light (MCL)

When a caution signal is displayed, the IDS shall blink
the MCL at a flash rate of 4±1 Hz, and disable its operation
when a caution reset discrete (ground/open type, GND =
active) is provided through the activation of the MCL switch.
For integrity reason, two sets of two independent lamp drivers
each shall be provided, with suitable protection against short
circuit.
The advisory and status signals will not activate any external
attention getter.
Should a failure occur to the blinking circuit, then a "steady-
on" condition is provided for the MCL, once activated.

Remote Reset Push-button

The IDS provides an interface for a remotely mounted push-
button to be used to reset all the attention getters (MWL and

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ENGINE FIRE DETECTOR INTERFACE When the operator initiates the IDS test function, the IDS
enables all the relays for simultaneous testing of all FCU
When the operator initiates the IDS test function, the IDS functions.
enables all the relays for simultaneous testing of the engine The IDS monitors the status of fuel low output signal
fire detector. (ground/open type) and display an F LOW FAIL caution
During the test sequence the AWG will be activated by the fire annunciation if no signal is provided by the sensor when the
detector and the relevant warning annunciation will also be test is in progress.
displayed on EDU 1. Furthermore, during the test sequence the FCU output signals
The system continuously monitors the status of fire detector causes the fuel quantity digital displays to decrease. When
output signals (+28 VDC/open type) and displays a FIRE DET the right fuel quantity displayed is lower than 120 Kg and the
caution annunciation if no signal is provided by the fire fuel transfer pump is off, the right fuel quantity digital readout
detector. will be white boxed and crossed (with the transfer pump off
and the fuel quantity lower than 120 Kg, the fuel in the lower
FUEL COMPUTER UNIT right tank in unusable).
As an FCU failure indication, when either FCU channel is
The FCU consists of two independent channels (Left and failed, the affected fuel quantity readout will display a white
Right) to provide a gauging function. The unit processes the box with red dashes.
signals received from five (or, depending on the configuration, Each channel is supplied by dedicated 28 V DC power.
six or seven), and deliver to the EDUs a signal proportional to
the fuel quantity. The FCU software converts the fuel level Display controls
signal into fuel mass. Moreover, the fuel quantity, measured in The EDUs are provided with controls, placed on the display
the upper tank, is divided by two, in order to be computed by bezel, for the following general operations:
both channels. A low level sensor is fitted on the forward left • • Dedicated controls used for functions that are
probe. The electronics associated with the low level sensor used regularly or where immediate access is
supplies an ON/OFF output signal to the EDUs (normally required.
open when the fuel level is above the threshold fixed) able to • • Menus used for items that are used infrequently.
drive the activation of the caution message FUEL LOW. Since • • Menus accessed through select buttons (soft keys)
the FUEL LOW caution light is on, the left fuel quantity digital
readout on EDU 2 will be presented in yellow and boxed.

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I

IDS COMPONENTS LOCATION

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IDS CONTROLS AND INDICATORS message “TEST OK” is heard in the pilots’ headsets.
1. Master Caution Light ..............................illuminates If pressed for more than 6 seconds the AWG is
every time a caution event occurs. When ON it blinks and if commanded to provide, in sequence, all aural
pressed, resets the blinking light, while the caution message messages.
remains displayed. The Reset function is also used to reset
the caution aural messages.
2. Master Warning Light .............................illuminates
every time a warning event occurs. When ON, it blinks and if
pressed, resets the blinking light, while the warning message
remains displayed. The Reset function is also used to reset
some warning aural messages.
3. EDU 1 .....................................................displays the
primary data, along with the warning, caution, advisory and
status messages.
4. EDU 2 ................................................... displays the
secondary parameters.
5. Cyclic Master Reset pushbuttons……… when pressed
perform the reset of both Master Warning and Master Caution
lights and the AWG.
6. AWG Test switch...................................three position
switch
NORM.............................................all the aural
messages are available for the activation.
REGRADE ………………………… the activation of
the ONE FIFTY FEET aural message is disabled
TEST.............................................. momentary
position. When momentary pressed the aural

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IDS CONTROLS AND INDICATORS

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EDU CONTROLS AND INDICATORS
1. ON - OFF rocker switch………switches ON and
OFF its respective EDU. When the switch of one EDU is
set to OFF,the reversionary mode is commanded on the
other EDU.
2. DIM - BRT rocker switch ……..permits a manual
adjustment of the display luminance
3. Momentary pushbuttons
(soft keys)……………………….…..the keys are used in
conjunction with the information being presented on the
display screen and their precise function are defined by
the system software. According to the selected display
formats, these keys are used either to select a desired
option or to control a cursor which is used for data entry
procedures.

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EDU CONTROLS AND INDICATORS
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DATA DISPLAYING AND WARNING MANAGEMENT • • Free turbine speed (N2) indications.
• • Turbine gas temperature (ITT) indications.
GENERAL • • Engine torque (TRQ) indications.
The EDUs present, in analog and/or digital format, the • • Rotor speed (NR) indication.
following indications: • •Caution, warning, advisory and status messages.
EDU 1
• • Engine compressor speed (N1) indications.
EDU 2
• • Engine oil pressure indications.
• • Engine oil temperature indications.
• • Transmission oil pressure indication.
• • Transmission oil temperature indication.
• • Fuel pressure indications.
• • Fuel quantity indications.
• • Hydraulic systems pressure indications.
• • DC ammeter indications.
• • DC voltmeter indications.
• • AC voltmeter indication (115Vac only).
• • Outside Air Temperature (OAT) indication.
• • Time.

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WARNING, CAUTION, ADVISORY AND STATUS condition has been corrected.
MESSAGES MORE switch operation enables to run all active cautions
on the screen. When a caution message is displayed, the
The left part of each EDU is provided with a dedicated IDS blinks the MCL and disables its operation when a
area, in which, can be displayed up to 18 active caution reset is provided through the activation of the
messages of: MCL lighted pushbutton switch on the instrument panel
• • WARNING in RED color or through the Master Reset button on the pilots cyclic
sticks.
• • CAUTION in YELLOW color
Advisory messages have precedence over routine
• • ADVISORY in GREEN color
display information and they remain presented until the
• • STATUS INDICATIONS in CYAN causative condition no longer exists.
Warning, Caution, advisory and status annunciations are
normally displayed on EDU1 or can be displayed on EDU PARTITIONING OF WARNING ANNUNCIATIONS
2 in case of EDU 1 failure (reversionary mode). (not in priority order)
Warning messages have precedence over caution and
advisory messages and they remain presented until the
ENG FIRE ROTOR LOW
causative condition has been corrected.
When a warning message is displayed, the EDUs blink ENG OUT ROTOR HIGH
the MWL and disable its operation when a warning reset
is provided through the activation of any MWL lighted ENG OIL HOT XMSN OIL PRESS
pushbutton switch on the instrument panel or through the
Master Reset button on the pilot/copilot cyclic sticks. ENG OIL PRESS BATT OFF
In addition the EDUs provide a signal to the audio
warning generator (AWG) system to activate aural RTR BRK ON XMSN OIL HOT
warning in the headset.
Caution messages have precedence over advisory BATT HOT
messages and they remain presented until the causative

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PARTITIONING OF CAUTION ANNUNCIATIONS
(not in priority order) PARTITIONING OF ADVISORY ANNUNCIATIONS
FUEL LOW ENG AGB CHIPS (NOT IN PRIORITY ORDER)

F LOW FAIL ENG RGB CHIPS PITOT HEAT LANDING LT ON EAPS ON

FUEL DRAIN 1(2) XMSN OIL CHIP ECS ON IGNITER ON VENT ON

FUEL PUMP 1(2) T/R BOX CHIPS HOIST ON (**) FT OFF ENG START
HEATER ON OXIGEN OPEN (**) CHECK EDU (*)
XFER PUMP DOORS OPEN
PLA POS AWG FAIL MAINTENANCE CHECK DATA
FIRE DET MISCMP-P(S)
EXT PWR ON CHECK CONFIG NOTE
GEN CONTR CHECK STRAP (*) Unless otherwise specified, this annunciation
is displayed as cyan.
FUEL FLTR CHECK CAL
(**) This annunciation is active if the system is installed.
INV 1(2) OFF IDS FAN (***) (***) This caution is a separate light installed in the central
SAS 1(2) CARGO HOOK ARMED (**) console.
DC GEN EAPS PRESS (**)
ATT OFF FLOATS ARMED (**)
VG 1(2) CARGO HOOK OPEN (**)
SERVO 1(2) HOIST CUT ARMD (**)
ENG OIL PRESS HOIST CABL LKD (**)
SAFETY HOOK ARMED
EEC DEGRADED
(**)
EEC FAIL SAFETY HOOK OPEN (**)
MEC OPN

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CAUTION
Automatic
reset is made
AUDIO WARNING/CAUTION PRIORITY SEQUENCE by the altitude
over 150 feet;
LOW Precursor
the alert can be
EVENT PRIORITY MESSAGE RESET REMARKS HEIGHT tone 6 AUTOMATIC
6 excluded by
(below 150 One fifty OR MANUAL
positioning the
The sentence ft) feet
AWG switch,
is repeated
on the
Precursor until the MWR
ROTOR miscellaneous
1 tone 1 MANUAL occurs.
LOW panel, to
Rotor low The sentence
REGRADE
takes at least 8
sec.

Precursor
ENGINE AUTOMATIC
2 tone 2
OUT OR MANUAL
Engine out

The sentence
Precursor is repeated
ENGINE
3 tone 3 MANUAL until the MWR
FIRE
Engine fire occurs.

Any
warnings
Precursor
except
tone 4 AUTOMATIC
those 4
Engine OR MANUAL
mentioned
warning
in this
table
Precursor
ROTOR AUTOMATIC
5 tone 5
HIGH OR MANUAL
Rotor high

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A119-PWPT6-AF-SER-A00
DISPLAY MODES AND OPERATION

EDU 1 MAIN DISPLAY MODES

On the EDU 1 two main display modes are available:

• Primary Data………Displayed on EDU 1, Is the default
visualization for the upper EDU.
START …………Displayed during engine start (up
to 43% N1), the ITT scale presents the engine starting
limitations.
CRUISE…………Automatically displayed after
engine start (N1 more than 43%), ITT scale presents
the normal engine limitations.
• “Reversionary”
mode………………...In the event of failure of one of the
two displays, the other display is automatically set in
reversionary mode.

EDU 2 MAIN DISPLAY MODES

On the EDU 2 main display modes are available:

• Secondary Data ............................ Displayed at IDS
initialization is the default page for the lower EDU.
• • “Reversionary” mode…………….In the event of failure
of one of the two displays, the other display is
automatically set in reversionary mode.

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IDS MAINTENANCE FUNCTIONS come from respectively
RVDT and LVDT. It can be
On the ground status, which is NR < 75%, the following operated only when the
formats are available on the primary and secondary displays helicopter is on ground (NR
that can be selected by pressing the corresponding soft key. < 75%). This page permits to
However, the occurrence of a new caution and/or warning perform the calibration (CAL)
annunciation always overrides the display of menu selection. of the strain-gauge sensors.
• ...TEST……………………….this key is used to • MAINT……………………...this key is used to
initiate the Built-in Test (BIT) access the
of IDS system. It can be Maintenance
operated only pages containing
when the helicopter is on information and status
ground (NR < 75%). Tests regarding the Faults. It can
performed: be operated only when the
• FCU and FUEL LOW helicopter is on ground
• Engine FIRE DETECTOR (NR<75%).
• EDUsconfiguration EEC FAULT STATUS LOG…. This mode provides
display of engine electronic
• DATA………………………this key is used to control unit faults.
access the Sensors Data EXCEEDANCE LOG………….This mode provides display
display page of primary and secondary
containing information and parameters exceedances.
status regarding FAULT LOG……………………This mode provides
each individual strain-gauge display of any fault
sensor interfaced occurrences happened
with the EDUs. PLA position during flight (NR>75%).
and CLP position are also
displayed: the informations

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RTN…………………………….this key is used to
page back to the
previous mode of
operation.
• EDU CONFIGURATION
pages: ……………………………this key is used to
reach the IDS configuration
pages.

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A119-PWPT6-AF-SER-A00
GENERAL EDU CONTROLS

A complete Integrated Display System (IDS) to realize full The EDU is a 8.0” W x 5.6” H size unit which mounts into the
functionality consists of two (2) EDUs. The two (2) EDUs are aircraft instrument panel with 4 mounting screws. An ON/OFF
identical units with the same part number and contain the rocker switch (used to power-up the EDU) is located on the
same hardware and embedded software. The operation of upper left of the EDU. The EDUs contain five (5) pushbutton
each EDU is defined by configuration pins in the aircraft switches for selecting or deselecting display information.
harness, which are read by the operational software at power- The pushbuttons can have various functions depending upon
up. Each EDU may receive the same signal interfaces from the display mode. The associated function of the pushbutton
the aircraft, i.e. RS-422, analogs, discretes, etc., but how the is indicated by a white legend displayed directly above the
aircraft interfaces are interpreted and used is dependent upon button. The buttons allow the operator to enter the
the configuration pins. This configuration code is read by the maintenance mode, perform BIT, change data, list warnings
EDU at power-up and defines the operating mode. not on the display and other functions.
The EDUs have four modes of operation: primary, secondary,
reversionary and maintenance. Primary mode displays any
warnings, cautions, advisory and status messages along with
the primary parameters. The secondary mode displays the
secondary parameters. In case one display is inoperative, the
reversionary mode will display primary, secondary indications
and warnings, cautions, advisory and status messages. The
aintenance mode is used to check aircraft faults, enter
configuration data and calibrate pressure sensors.
Cross wiring within the IDS system consists of an ARINC 429
cross-link serial communications between the primary and
secondary EDUs. This permits crosscomparison of
informations between the two EDUs.
The remaining sub-paragraphs of the EDU description provide
an overview of the EDU controls.

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EDU # 1 AND # 2 FORMATS
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key. Pressing this key will change the display to the previous
TEST MODE menu, or page.

TEST – (Active only in the ground state) Pressing this key

activates the fire detect test, the fuel low circuit test and a
check of the display configuration. If the circuits check is
positive, then an ENG FIRE and FUEL LOW warning will be
displayed for 4 seconds. If the fire detect circuit is bad, then
FIRE DETECT will be displayed. If the fuel low circuit is bad
then an F LOW FAIL is displayed. If the configuration is
incorrect one of three warnings will appear:
• CHECK STRAP, to signify that the pin strapping is
incorrect,
• CHECK CONFIGURE, which signifies that a
configuration setting is incorrect or disagrees between
the displays and
• CHECK CAL, which signifies a difference between the
calibration values of the two displays.

MAINTENANCE MODE
Any event occurring during flight which causes an entry to the
FAULT LOG, EXCEEDANCE LOG or EEC status will
generate the MAINTENANCE status light. Pressing the
MAINT key and entering the password will display the
maintenance main menu. From this menu the maintainer can
access one of three submodes: Fault Log (FAULT LOG),
Exceedance Log (EXCEED) and EEC Fault Data (EEC). On
this page and in subsequent menus, the RTN is the return

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IDS SYSTEM TREE (GROUND STATUS, EDU 1 or 2)
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IDS SYSTEM TEST

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CHAPTER
31
INDICATING/RECORDING
SYSTEMS (WITHOUT IDS)
SECTION 51 - CENTRAL WARNING
SYSTEM

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DESCRIPTION AND OPERATION the RESET pushbutton the illuminated capsule changes
from intermittent to steady, the audio signal ceases, and
The central warning system provides the pilots with the system is ready to acquire any subsequent fault. By
visual and aural indications of the conditions or faults of pressing the TEST pushbutton it is possible to check the
the helicopter systems or components. The system warning panel and the ROTOR RPM warning light
comprises a warning panel, a caution panel, advisory operation. Under test the capsules are illuminated. The list
panel, a master caution light, a ROTOR RPM warning of the warning lights displayed on the panel and their
light and a warning horn. The system is powered by the actual meaning are given in the table.
BATT BUS 28 V dc bus bar through the CAWS and
ADVSY circuit breaker.

WARNING PANEL AND ROTOR RPM WARNING

LIGHT.

The warning panel and “ROTOR RPM” warning light are

located in the upper central area of the instrument panel.
The warning panel and “ROTOR RPM” warning light are
located in the upper central area of the instrument panel.
The warning panel is a multicapsulated (each capsule
includes two indicator lights) panel equipped with the
TEST and RESET pushbuttons.
The “ROTOR RPM” warning light is electrically
connected to the warning panel and has the same
operating features. When a fault condition is detected,
the capsule corresponding to the fault condition
illuminates intermettently. The “ROTOR RPM” warning
light will illuminate when the rotor rpm is out of limits and
an intermittent audio signal can be heard in the cabin
and in the headphones of the ICS system. By pressing

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multicapsulated (each capsule includes two indicator
CAUTION PANEL AND MASTER LIGHT lights). Over this panel there is a test push button.

The caution panel and master caution light are located

on the upper site of the instrument panel. the caution
panel is a multicapsulated (each capsule includes two
indicator lights) panel equipped with a TEST-RESET
and BRIGHT-DIM switches.
The MASTER CAUTION light is reset, when blinking
after a fault detection, to acquire the condition and to
give the system the capability to detect a new fault,
positioning the TEST-RESET switch to RESET. The
individualindicator lights on the caution panel will remain
illuminated as long as the fault condition exists.
Momentarily depressing the TEST switch will illuminate
all indicator lights on the caution panel and the MASTER
CAUTION light.
The BRIGHT_DIM switch on the caution panel allows
dimming the caution panel and MASTER CAUTION
lights. The BRIGHT-DIM switch is electrically controlled
by the rheostat for dimming the cabin lights. The list of
the caution light displayed on the panel and their actual
meaning are given in the table.

ADVISORY PANEL

The advisory panel is located on the left side of the

instrument panel. The advisory panel is a

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LIST OF WARNING LIGHTS

LIGHT EXPLANATION
XMSN OIL HOT Transmission oil temperature above maximum limits (115°)
XMSN OIL PRESS Transmission oil pressure below minimum limit (30± 2 PSI)
BAT HOT The temperature of the battery above maximum (71± 3° C)
ENG OUT Engine gas generator RPM abnormally low (below 53± 2%). (Probable engine failure).
ENG FIRE Overheat or fire in the engine compartment
ROTOR RPM The main rotor rotational speed exceeds 108% or s between 80 and 96%.

LIST OF CAUTION LIGHTS

LIGHT EXPLANATION
ENG OIL PRESS Engine oil pressure below minimum (80 PSI)
ENG OIL HOT Engine oil temperature above maximum (105°C)
XFER PUMP RH fuel tank empty or, if RH fuel tank is not empty, transfer fuel pump failure
N1 FUEL PUMP Fuel pump 1 failed
FUEL FLTR Engine fuel filter partially clogged
DC GEN Starter generator or dc bus failure
1 INV OFF Inverter 1 failure

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LIGHT EXPLANATION
EEC FAIL EEC critical failure
EEC DEGRADED EEC not critical failure
MEC OPN EEC in mechanical mode
2 INV OFF Inverter 2 failure
EXT PWR ON External power receptacle door open
#1 SERVO Failure of No. 1 servo hydraulic system
ROTOR BRAKE The rotor brake is applied
GEN CONTR Generator control box breaker tripped out
XMSN OIL CHIPS Metallic particles are detected in the main transmission lubricating oil
T/R BOX CHIPS Metallic particles are detected in the 90° gearbox lubricating oil
SAS #1 The No.1 automatic stabilization system is inoperative
SAS #2 The No.2 automatic stabilization system is inoperative
ATT OFF The “attitude hold” mode of the automatic stabilization system is inoperative.
FUEL LOW Fuel quantity in the tank is low (45Kg)
#2 FUEL PUMP Fuel pump 2 failed
HOOK ARMED The cargo hook is armed
DOORS OPEN The door (s) of pilots and/or passenger and/or passenger baggage compartment is/are not correctly closed
VG#1 The No. 1 vertical gyro is defective
#2 SERVO Failure of No. 2 servo hydraulic system
VG#2 The No.2 vertical gyro is defective

ENG AGB CHIPS Metal particles into the AGB oil

ENG RGB CHIPS Metal particles into the RGB oil

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LIST OF ADVISORY PANEL

LIGHT EXPLANATION
HEATER ON Heater system is activated
ECS ON Environmental control system is activated
EAPS ON Engine air particle separator is activated
PITOT HEAT Pitot system is activated
ENG START Is activated during engine starting and extimghuishes with Ng> 43 ± 2%
LANDING LT ON Landing light is activated
EEC OPN EEC system is operating
FT OFF Force trim is deactivated.

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WARNING PANEL AND ROTOR RPM WARNING LIGHT

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ADVISORY PANEL, CAUTION PANEL, MASTER CAUTION LIGHT AND WARNING HORN
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CHIP BURNER SYSTEM

The chip burner system, in addition to the chips detector

caution function, enables the pilot to burn metal particles
which are deposited on the chip detectors of the main
transmission, 90-degree gearbox and engine.The system
consists of four chip detectors, a power module, a control
switch and the relevant wiring harness. Chip detectors P/N
B4676G replace the three chip detectors existing in main
transmission (two) and 90-degree gearbox and the chip
detector in the engine.Chip detector P/N B4676G consists of a
threaded valve portion and a probe portion secured to the
valve portion by means of helical locking detents. Electrical
connection is assured by a stud terminal.The power module,
installed in the nose compartment, contains all circuitry
required for operation of the system. The number of Chip
Burner activation per flight can be found in the IDS fault
log.The control switch CHIP BURNER is installed on the
overhead console.The chip burner system is powered from
the 28 Vdc No 1 essential bus through the CHIP BURNER
circuit breaker.

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CHIP BURNER SYSTEM
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CHIP BURNER SYSTEM
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CHIP BURNER SYSTEM
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CHAPTER
32
LANDING GEAR
SECTION 00 - GENERAL

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bonded and clamped (no rivets).On the airframe side has
GENERAL been reinforced all structural parts which support the landing
gear. New ribs, dampers fitting and beam assy have been
The helicopter is equipped with a skid landing gear which
installed.
comprises two skids connected with two crossbeams (forward
and rear) which are attached to fuselage structure by means of
supports assy.
The forward crossbeam is rigidly attached to the structure; the
rear crossbeam is attached to the structure by a pivot point
thus allowing the helicopter oscillation through hydraulic
dampers installed on rear crossbeam and fixed to a support on
the fuselage structure in order to avoid ground resonance.
The skid landing gear assy is fabricated from aluminium alloy
tubes. The skids are attached on ends of the two crossbeam
by means of saddles.
Two towrings are installed on skid forward side and four
eyebolts are installed on skid rearside to allow the installation
of ground handling wheels.
On lower side of the skids are installed abrasionproof shoes
which avoid abrasion. Abrasionproof shoes are fixed to skids
by means of bolts and washers.
On each side of each crossbeam is installed a footstep to help
entering in the pilot cockpit and passengers cabin.

For new helicopter AW119MKII, the landing gear installation

has been improved to withstand the loads due to the
increased tow capabilities (2850 Kg).
Is installed a new landing gear with modified crosstubes. The
new crosstubes have a step bonded and clamped on each
side (no rivets). The rear crosstube dampers fittings are also

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A119- LANDING GEAR SYSTEM
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AW119MKII-LANDING GEAR SYSTEM
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CHAPTER
33
LIGHTS

SECTION 11 -COCKPIT LIGHTS

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The spot lights can be removed from their supports, and
DESCRIPTION AND OPERATION handly used, as permitted by the length of the extensible cord.
Each spot light incorporates the operating controls.
The cockpit lighting system comprises:
The right spot light is powered by the 28V dc bus bar through
- the instrument panel lights
the PLT CKPT circuit breaker, while the left spot light is
- the overhead panel and control panels lights
powered by the 28V dc bus bar through the CPLT CKPT
- the spot lights
circuit breaker.
INSTRUMENT PANEL LIGHTS
The instrument lights provide for integral illumimination of the
instruments installed on the instrument panel and the
magnetic compass.
The system is powered by the 28V dc bus bar through the
INST PNL circuit breaker; operation of the lights is controlled
by the INST PNL LIGHT rheostat.
The lights operate at 5V dc obtained from the power supply.

OVERHEAD PANEL AND CONTROL PANEL LIGHTS

The overhead panel and control panel lights ensure
readability of the overhead, VNE and collective lever panels.
The system is powered by the 28 V dc bus bar through the
OVHD CSL circuit breaker; operation of the lights is controlled
by the OVHD & CSL light rheostat. The OAT indicator light is
provided with an additional push-button. The lights operate at
5V dc given by a28 to 5V dc power supply.

SPOT LIGHTS
The two spot lights are located on each side of the overhead
console.

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LIGHT SYSTEM CONTROLS AND INDICATORS
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Spot lights
CONTROLS AND INDICATORS
- Spot light illumination knob. Turned clockwise,
causes the spot light to come on, and adjusts the
Cockpit lighting system light intensity.
Instrument light - Spot light momentary illumination push-button.
- INST PNL light knob. Rotated clockwise turns on Pushed causes the spot light to come on only as
and adjusts the light intensity of the instruments long as the push-button is held pushed.
panel lights. - Spot light shielding ring. Turned clockwise causes
Overhead panel and control panel light progressive shielding of the lamp.
- OVHD & CSL light knob. Rotated clockwise turns
on and adjusts the light intensity of the
electroluminescent overhead panel and pilot
collective lever panel.

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COCKPIT LIGHTING SYSTEM
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CHAPTER
33
LIGHTS
SECTION 21 - PASSENGER
COMPARTMENT LIGHTING SYSTEM

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DESCRIPTION AND OPERATION
The passenger compartment lighting sytem include:
• the cabin lights
• the advisory lights

CABIN LIGHTS
Four cabin lights are installed each on a PSU (Passenger
Service Unit) module on each corner of the upper side of
the passenger cabin roof. Each module includes a light, a
few lighted pushbutton switches and an headset
connector plug. The READ pushbutton on the PSU
permits to switch ON and OFF the light. The cabin light
system is controlled by the toggle type circuit breaker
switch LT SYS CABIN on the switch panel of the
overhead console which supplies the 28V DC power.

ADVISORY LIGHTS
The advisory lights are installed each side of the cabin
roof on the upper center of the passenger doors.
The advisory light system is supplied by 28V DC via the
toggle type circuit breaker LT SYS PASS WRN on the
switch panel of the overhead console.

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PASSENGER COMPARTMENT LIGHTING SYSTEM
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CHAPTER
33
LIGHTS
SECTION 31 - BAGGAGE
COMPARTMENT LIGHTING SYSTEM

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DESCRIPTION AND OPERATION
The baggage compartment lighting system include two lights
located in the baggage compartment roof. The system is
powered by 28V dc bus bar through the LT SYS-BAGGAGE
circuit breaker; operation of the lights is controlled by a
microswitch actuated by the baggage compartment access
door. If access door is not closed, the DOOR OPEN light
appears on the Caution panel.

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BAGGAGE COMPARTMENT CONTROLS AND INDICATORS
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CONTROLS AND INDICATORS

Baggage compartment lights:

• Baggage compartment door closed – DOORS
OPEN: caution indication out

• Baggage compartment door open – DOORS

OPEN: caution indication illuminated

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CHAPTER
33
LIGHTS

SECTION 41 - EXTERIOR LIGHTING

SYSTEM

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The system is powered from the 28 V dc emerg. bus bar
DESCRIPTION AND OPERATION through the LT SYS LDG PWR and LDG CTL circuit breakers.
Landing light operation is controlled by the LDG LT switch
The exterior lighting system comprise:
installed on the pilot collective lever switch box. Furthermore
LDG LT switch operates a fan for lights ventilation.
• The position lights.
• The anticollision lights. SEARCH LIGHT
• The landing lights.
• The searchlight. The search light consists of a light installed in the lower side
of the helicopter nose. The light can be extended up to 120°
POSITION LIGHTS from the fully retracted position and can be rotated in either
The position light system consists of a red light on the Ieft direction by means of two switches labeled ON, OFF, STOW
elevator tip, a green light on the right elevator tip and a white (the first) and EXT, RETR, L,R (the second) installed on the
light on the tail cone end. pilot collective lever panel. The search light is powered from
The system is powered from the 28 V dc bus bar through the 28V dc bus bar through SCHLT CLT and SCHLT PWR circuit
LT SYS-POS toggle-type circuit breaker. breaker.

ANTICOLLISION LIGHTS
The anticollision light system consists of two flashing-type
anticollision Iights, installed on the transmission rear fairing
and on the lower side of the tail boom.
The system is powered from 28 V dc bus bar through the LT
SYS A- COLL toggle-type circuit breaker.

LANDING LIGHTS
The landing light system consists of two landing lights and two * Option
relays instalIed on the fuselage nose frame, the right landing
light is pointing forward, while the left landing Iight is pointing
down.

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LIGHT SYSTEM CONTROLS AND INDICATORS
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CONTROLS AND INDICATORS
1. LDG LT switch:
- OFF: the right and left landing lights are off
- TAXI: the left landing light is on and the cooling fan
is activated.
- BOTH: both landing lights are on. The fan is
operating.

2. SRCH LT switch
- ON: the search light is ON
- STOW: the automatic stowing sequence is
initialized and the light is switched OFF

3. SRCH LT beep
- EXT: the light can be extended up to 120°
- RETR: the light can be retracted
- L – R: the light can be rotate in either direction

4. POS LT switch:
- OFF: the position lights are off
- ON: the position lights are on

5. A-COLL LT switch:
- OFF: the anticollision lights are OFF
- ON: the anticollinsion lights are ON

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INSTALLATION OF THE POSITION ANTICOLLISION AND LANDING LIGHTS
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INSTALLATION OF SEARCHLIGHT
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CHAPTER
34
NAVIGATION
SECTION 11 - FLIGHT ENVIRONMENT
DATA SYSTEM

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The instrument is provided with a vibrator which smoothes the
DESCRIPTION AND OPERATION pointer movement and is capable of supplying an altitude
coded signal for transmission to the ground through the
The flight environment data systems of the helicopter include transponder. The vibrator and encoder circuits are powered
the Flight Instruments and the Pitot systems. by the 28V dc No. 1 bus bar through the ALTM PLT circuit
breaker. When the vibrator and encoder circuits are not
The flight instruments include: an airspeed indicator, the supplied, a VIB/COD flag comes in view on the instrument
encoder altimeter, radio altimeter indicator and a vertical dial.
speed indicator. The radio altimeter indicator indicates the height of the
An airspeed indicator is installed on the instrument panel and helicopter above the terrain from 0 to 2500 ft. The indicator
is calibrated from 20 to 200 knots. The instrument is supplied receives the electrical power and operating signal from the
with total and static pressures from the pitot-static system. radio altimeter system. A knob, on the instrument case,
The airspeed indicator essentially consists of a metal permits the pilot to select a decision height (DH).
diaphragm pressurized from the pitot system in a static A off warning flag appears when the indicator is not supplied
pressure case. The differential pressure varies with airspeed with electrical power or the signal from the receiver/transmitter
causing diaphragm expansion or contraction which is is not present or becomes invalid.
transmitted to the instrument pointer by a mechanical linkage. A vertical velocity indicator is installed on the instrument
The encoder altimeter, supplied with static pressure from the panel.
pitot-static system, indicates the pressure altitude from –1000 The indicator, supplied with static pressure from static port in
to 20000 ft through two counters (ten thousands and the baggage compartment, indicates the vertical component
thousands of feet), a drum (hundreds of feet) and a pointer of the helicopter airspeed. The vertical velocity is indicated by
(hundreds of feet). The numeral zero is replaced by a whithe a signle pointer moving on a dial provided with two scales,
and black cross-hatched area and negative altiutde is graduated from 0 to 3000 ft/min. The upper scale (UP)
indicated by an orange and white cross-hatched area. indicates the rate of climb, while the lower scale (DOWN)
A knob, located on the lower left corner of the instrument indicate rate of descent.
case, is used to set the reference level to zero when the The indicator consists essentially of a metal diaphragm
ground barometric pressure is comprised between 740 and connected directly to the static pressure system while the
1050 mbar (21,85 and 31,00 in Hg). The barometric pressure airtight case connection to the static system incorporates a
setting is displayed by two counters (millibars and inches of calibrated orifice. Altitude variations cause diaphragm
mercury) on the lower side of the dial.

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expansion or retraction since the pressure in the airtight case
is temporarily trapped by the calibrated orifice, and diaphragm
deformation is transmitted to the pointer.
The pitot system consists of a pitot tube, a dynamic and static
pressure line and the drain lines.
The pitot tube, mounted above the windshield, supplies the
total pressure for the operation of the airspeed indicator. To
prevent the formation of ice in the tube, the pitot tube is
provided with a built-in electrical heating element.
A manually operated selector valve, installed on the Rh side
of the overhead console and connected to the pressure line,
allows to take the static pressure from the inside of the cabin
in case of Pitot tube static port obstruction.

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FLIGHT INSTRUMENTS

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PITOT SYSTEM SCHEMATIC

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CHAPTER
34
NAVIGATION

SECTION 21 - ATTITUDE AND

DIRECTION SYSTEM

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DESCRIPTION AND OPERATION The system is powered by:
The attitude and direction systems include: • The 28 Vdc bus bar through the GYRO COMP
circuit breaker.
• The gyrocompass system.
• The 26 Vac bus bar through the GYRO COMP circuit
• The horizontal situation indicator system. breaker.
• The attitude indicating system. • The 115 Vac bus bar through the GYRO COMP
• Magnetic compass. circuit breaker.
GYROCOMPASS SYSTEM
The gyrocompass system, Sperry C-14A provides a stabilized
helicopter heading signal through 360° of azimuth which is
supplied to the horizontal situation indicator and to the
automatic stabilization system.
The system consists mainly of a directional gyro, a flux valve
(remote compass transmitter), a compensator, a control panel,
and the relevant wiring harnesses.
The gyrocompass system senses the earth’ s magnetic field
through the flux valve. The signal derived by the flux valve is
an electrical analog of the helicopter heading with respect to
the direction of the magnetic field of the earth. The signal is
compensated by the electronic compensator.
The system is capable of operating as a magnetically slaved
directional gyro or as a free directional gyro with latitude
correction.

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GYROCOMPASS SYSTEM CONTROLS AND INDICATORS
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CONTROLS AND INDICATORS
The gyrocompass system controls and indicators provide for
the following functions:
1. Slave indicator. In the slave mode, the indicator allows
to check the agreement of the directional gyro with the
flux valve.
2. Mode selector switch:
• MAG - The directional gyroscope is slaved to the
flux valve; the compass cards display magnetic
heading.
• DG - The directional gyroscope is unslaved from
the flux valve; the compass cards display
selected heading.
3. Alignment switch. In the MAG mode, allows alignment
of the directional gyroscope with the flux valve as
indicated by the slave indicator. In the DG mode allows
alignment of the directional gyroscope with a desired
reference. The switch causes the directional gyroscope
(compass card) to rotate counterclockwise or clockwise.
4. Compass card. Allows reading, against lubber index (5),
of the magnetic heading (MAG mode) or the selected
heading (DG mode).
5. Heading warning flag.
6. HSI
7. Lubber line. Gives the aircraft magnetic heading
referred to the compass card (4).

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GYROCOMPASS SYSTEM

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HORIZONTAL SITUATION INDICATOR SYSTEM

DESCRIPTION AND OPERATION

The horizontal situation indicator system consists mainly of an
indicator (HSI), and the relevant wiring harnesses.
The system is powered by the 28V dc bus through the HSI
circuit breaker.
The HSI is an integrated instrument capable to provide the
following information:
• Helicopter heading
• Selected course
• Course deviation
• To/from indication
• Relative bearing with respect to the selected radio
station
• Glideslope deviation
• LOC deviation
• NAV valid
• HDG valid

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HSI CONTROLS AND INDICATORS
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13. HDG warning flag: in view shows that the gyrocompass
CONTROLS AND INDICATORS system is not powered or heading signal is unreliable.
The HSI controls and indicators provide for the following 14. NAV warning flag: in view shows that VOR/LOC signal is
functions. unusable.
1. Compass card: shows beneath the lubber line the 15. VERT warning flag: in view, shows that glideslope signals
magnetic heading of the helicopter. is weak or unreliable.
2. Lubber line: permits reading of the magnetic heading on 16. Glideslope deviation pointer, shows the helicopter
the compass card deviation from the glideslope beam center.
3. Selected course pointer: indicates the course selected 17. Glideslope deviation scale: permits the glideslope pointer
with the knob (8). to show the amount of deviation. Each dot represents
4. Deviation bar: shows the helicopter deviation from the approximately 0.35-degree of beam width.
course of the station selected on the VOR system. 18. Helicopter symbol: shows the helicopter position and
5. TO-FROM indicator: indicates whether the helicopter is heading with respect to the radio course and the compass
moving TO or FROM the selected station. card.
6. Deviation scale: permits the deviation bar to show the
amount of deviation. Each dot represents approximately 5-
degree deviation.
7. Course select knob: positions the course pointer (4) to the
desired course with respect to the compass card
8. Mode select knob:
RMI = shows on the pointer (1) the direction of the radio
ADF detected
HSI = shows on the pointer (1) the bearing and the radial
VOR detected
9. Mode annunciator shows the mode actually in use.
10. Reciprocal course pointer
11. Bearing pointer: shows the bearing of the station selected
on the ADF or NAV system.
12. Reciprocal bearing pointer

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ATTITUDE INDICATING SYSTEM

DESCRIPTION AND OPERATION

The attitude indicating system consists mainly of an attitude
indicator (ADI), two vertical gyro, a relay and the relevant
wiring harnesses. The system is powered by the 115 V ac bus
bar through the ADI and VG1/VG 2 circuit breakers.
Pitch and roll signals are also supplied to the No. 1 and No. 2
computer of the automatic stabilization system.
The vertical gyro system has a failure monitoring circuit to
constantly check operation. The failure monitor circuit also
contains a valid interlock relay that opens when a failure is
detected. This prevents interfacing system from using faulty
attitude data.
The vertical gyro malfunction is indicated by the VG caution
light, on the central warning panel, illumination and the ATT
flag activation on the ADI.
The ADI provides primary attitude reference indications.
Attitude information are given by the sphere which has full
360°of freedom in roIl and ± 80°in pitch.
Additional presentation elements include an inclinometer.

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A119-PWPT6-AF-SER-A00
ADI CONTROLS AND INDICATORS

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CONTROLS AND INDICATORS
The ADI controls and indicators provide for the following
functions:
1. Miniature helicopter symbol: serves as a stationary
symbol of the helicopter. Pitch and roll attitudes are
shown by the relationship between the fixed symbol and
the movable sphere. The symbol is flown to the
command bars to align the center fuselage circle and to
satisfy the rolI and pitch commands of the selected
mode.
2. Roll scale: permit reading of roll attitude.
3. RolI index
4. Attitude sphere: moves with respect to the fixed
miniature helicopter to show actual pitch and roll
attitudes. Pitch attitude marks on the sphere are in 5-
degrees increments.
5. Pitch control knob: provide to correct the attitude sphere
respect to the fixed miniature helicopter.
6. Inclinometer: gives the pilot a conventional display of
helicopter slip or skid, and is used as an aid to
coordinate turning maneuvers.
7. Gyro warning flag: comes into view when there is a loss
of power supply, excessive indicator servo null, or loss
of vertical gyro valid signal.

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VERTICAL GYROSCOPE SYSTEM VG 1
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VERTICAL GYROSCOPE SYSTEM VG 2
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MAGNETIC COMPASS

Description and operation

The magnetic compass, installed on a suitable support on the
right side of the instrument panel, indicates the magnetic
heading of the helicopter.
The compass is composed of a compass card suspended
from a pendulum and enclosed in a sealed case fihled with
liquid to dampen oscillations. The compass card is provided
with two bars of high magnetic permeability to detect the
direction of the lines of force of the earth’s magnetic field.
The compass card external surface is graduated with a scale
showing the cardinal points at 5 degrees intermediate
graduations.
The magnetic compass is subjected to heading errors and
must consequently be used in conjunction with the compass
correction card.

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CONTROLS AND INDICATORS

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A119-PWPT6-AF-SER-A00
CHAPTER
34
NAVIGATION
SECTION 30 - MARKER BEACON
SYSTEM

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DESCRIPTION
The King KR 21 is a remote mounted Marker Beacon
Receiver operating on 75 MHz, which provides both visual
and aural indication of passage over airways and glidepath
marker beacons. Two preset levels of receiver sensitivity are
selectable by the pilot on a dedicated control panel installed
on the instrument panel.
The KR 21 is designed for use with a 50 ohm unbalanced
antenna installed center bottom of the fuselage.
The marker beacon receiver is activated whenever an ILS
frequency is selected on the VOR Navigation System.
The power requirements for the KR 21 is 27.5 V dc through
the MB circuit breaker and controlled by the radio master
circuit.

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MARKER BEACON SYSTEM CONTROLS AND INDICATORS
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6. Marker beacon audio line switch.
M.B. SYSTEM CONTROLS AND INDICATORS 7. MB circuit breaker
1. Marker beacon control panel
2. Outer marker light: illuminates with blue light when the
helicopter overflies the outer marker. Simultaneously a
tone signal modulated at 400 Hz is provided in the
headset; the audio signal is received in Morse code
and consists of a sequence of lines.
3. Middle marker light: illuminates with amber light when
the helicoper overflies the middle marker.
Simultaneously a tone signal modulated at 1300 Hz is
provided in the headset; the audio signal is received in
Morse code and consists of a sequence of lines and
dots.
4. Inner marker light: illuminates with white light when the
helicopter overlies the inner marker. Simultanously a
tone signal modulated at 3000 Hz is provided in the
headset; the audio signal is received in Morse code
and consists of a continuous sequence of dots (six per
second).
5. SENS selector switch:
- HI: selects the MB receiver for high sensitivity
operation
- LO: selects the MB receiver for low sensitivity
operation
- TEST: performs a functional check of the panel
mounted marker lamps as well as the tone
amplifiers, lamp circuitry and audio circuitry of the
remote receiver.

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MARKER BEACON SYSTEM COMPONENTS LOCATION

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CHAPTER
34
NAVIGATION

SECTION 41 - INDEPENDENT POSITION

DETERMINING SYSTEMS

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altitude indication and the flag to come into view on the
AA300 RADIO ALTIMETER SYSTEM indicator.

DESCRIPTION AND OPERATION

The radio altimeter system, Sperry RT-300, provides
instantaneous indication of the height of the helicopter above
the terrain.
The system consists mainly of a receiver/transmitter unit, two
antennas (receive and transmit), a RA-315 indicator and the
relevant wiring harnesses.
The system is powered by the 28V dc bus bar through the
RAD ALT circuit breaker.
The radio altimeter transmitter produces a continuous signal
that is applied to the radio altimeter receiver and to the
transmitting antenna. The transmitted signal is reflected by the
terrain below to the receiving antenna and the altitude of the
helicopter above the terrain is computed upon the time
required for the signal to make a round trip to the terrain and
return to the radio altimeter receiver. The time is converted
into a proportional DC analog signal and applied to the
indicator.
The indicator converts the DC analog altitude signal to a
visual readout of the altitude of the helicopter above the
terrain.
A decision height knob on the indicator can be used to select
a decision height at which the pilot is alerted by a yellow lamp
on the indicator. A TEST switch on the indicator permits to
perform a self test of the radio altimeter. The self-test signal
causes the radio altimeter to produce a 100 ft fix reference

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RADIO ALTIMETER SYSTEM CONTROLS AND INDICATORS
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CONTROLS AND INDICATORS

The radio altimeter system controls and indicators provide for

the following functions.
1. DH annunciator: amber light, comes on whenever the
pointer goes below the decision height cursor.
2. Off warning flag. The flag is in view when the indicator is
not powered or the operating signal from the
receiver/transmitter is not present or becomes invalid.
3. Decision height cursor: reports the height value set by DH
SET knob.
4. Pointer. The pointer indicates the altitude above the
terrain.
5. DH SET knob moves the decision height cursor on the
scale.
6. Scale. The scale is graduated from –20 to 2500 ft; in the
range from –20 to 500 ft the scale is graduated in 10 ft
increments, while in the range from 500 to 2500 ft the
scale is graduated in 100 ft increments.
7. TEST push-button. When the push-button is pushed the
pointer indicates between 90 and 110 ft and the off
warning flag comes into view to indicate satisfactory
system operation. Releasing the push-button restores the
system to normal operation.

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RADIO ALTIMETER SYSTEM
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RADIO ALTIMETER SYSTEM SCHEMATIC
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CHAPTER
34
NAVIGATION

SECTION 51 - KX165 (COM/NAV)

SYSTEM

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DESCRIPTION AND OPERATION
The KX165 system consists of a King KX165 VHF
communication/navigation transceiver, with integral control
panel, a VOR coupler, VOR/LOC antenna, a VHF-AM
antenna, and the relevant wiring harnesses.
The system is powered by the 28 V dc bus bar through the
NAV COMM circuit breaker and the radio master circuit. The
VHF navigation receiver provides for the following functions:
• Reception of navigation signals in the frequency
range of 108.00 to 117.95 MHz in 50 kHz
increments (200 channels).
• When the mode HSI is selected, the bearing pointer
shows the bearing of the selected VOR station. The
TO-FROM indicator show whether the helicopter is
moving to or away from the station. The lateral
deviation bar represents VOR or LOC deviation.
The glideslope pointer provides indication of the
helicopter position with respect to the glideslope
path.
VHF NAV is interfaced with the ICS system for the audio
identification and with the HSI to show the NAV information.

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NAV CONTROLS AND INDICATORS
1. USE window (NAV): shows the in use NAV frequency.
2. STBY/RAD window (NAV): in the STBY mode (tuning
knob pushed in), shows the standby NAV frequency; in
the RAD mode (small tuning knob pulled out) shows
the VOR bearing.
In the event of weak signals or when an ILS frequency
is selected, the window shows a digital warning flag
consisting of three dashes.
3. Tuning knob (50 KHz-NAV): permits selection of NAV
frequency in 50 KHz steps when pushed in, or causes
the STABY/RAD window to show the VOR bearing
from the station when pulled out.
4. Tuning knob (MHz-NAV): permits selection of NAV
frequency in 1 MHz step.
5. Transfer button (NAV): permits transferring the selected
frequency from the standby window to the USE
window.
6. Pull ident knob: when turned, adjusts the audio level;
when the knob is pushed in, voice navigation
information is heard in the headset and when the knob
is pulled out the ident signal plus voice information are
heard.
7. Control knob-ON-OFF: permits to operate with KX 165
COMM/NAV.

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COMM/NAV KX 165 CONTROLS AND INDICATORS

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KX165 NAV SYSTEM
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A119-PWPT6-AF-SER-A00
CHAPTER
34
NAVIGATION
SECTION 52 - ADF SYSTEM

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Pushing the BFO button causes a 1000 Hz tone to be heard
DESCRIPTION AND OPERATION whenever un RF signal is detected at the selected frequency,
The ADF system consists of a King KR87 receiver (with in this condition a BFO annunciator, in the center of the
integral control panel), a KA44B antenna, a converter and the display, comes on.
relevant wiring harnesses. In the ADF mode (ADF button depressed) the loop antenna is
The system is powered by the 28V dc through the ADF circuit enabled, the ADF annunciator, on the left side of the display,
breaker and the radio master circuit. is on and the selected pointer will indicate the relative bearing
The system provides NDB stations bearing information in the of the selected station.
200 to 1799 KHz frequency band in 1 KHz increment, along
with audio reception, enabling the pilot to identify stations and TIMERS OPERATION
listen to weather broadcasts or commercial radio stations in The flight timer is shown on the right side of the display when
the AM broadcast band. Bearing information is presented on the FLT annunciator is on. The flight timer counts up to 59 h,
the HSI switched in RMI mode, while the audio output of the 59 min and 59 seconds and automatically starts from 0 when
received signals is provided through the ICS. the unit is turned on.
The KA44B antenna contains loop and sense antenna, Minutes and seconds are shown until a value of 59 min and
preamplifiers, and modulators. 59 seconds is reached; on the next count the display will shift
The receiver is provided with flight/elapsed timer capabilities. to hours and minutes. The flight timer is reset to 0 only when
the unit is turned off.
OPERATION MODES The elapsed timer has two modes: countup and countdown.
The system allows two operating modes: ANT (antenna) and When power is applied it starts from 0 in the count up mode.
ADF. Likly the flight timer, the elapsed timer will count up to 59 h, 59
In the ANT mode (ADF button out) the loop antenna is min, 59 seconds showing minutes and seconds until one hour
disabled and the unit simply acts as a communication has elapsed, then showing hours and minutes. When in the
receiver, allowing audio reception through the ICS. The count up mode the timer may be reset to 0 by pushing the
bearing pointer remains parked at the 90° relative position SET/RST button (pushing the button resets the elapsed timer
and the "ANT" message will be lighted on the left side of the regardless of what is currently being displayed).
display. To listen to stations operating in CW a Beat To enter the countdown mode, the SET/RST button must be
Frequency Oscillator (BFO) function is provided. depressed for approximately 2 seconds until the ET

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annunciator begins to flash (this may be done regardless of
the current dispaly).
While the ET annunciator is flashing the timer is in the ET Set
mode.
In this mode a time up to 59 min, 59 seconds may be preset
into the elapsed timer with the tuning knobs.
With the small knob pressed, the 10's of seconds digit may be
changed from 0 to 5 or 5 to 0 turning the knob CW or CCW.
With the knob pulled out, the 1's of seconds digit may be
changed from 0 to 9 or 9 to 0 turning the knob CW or CCW.
The large knob modifies the minutes from 59 to 0 from 0 to
59. The timer will remain in the ET Set mode (ET annunciator
flashing) for 15 seconds after a number is set or until the
SET/RST, FLT/ET, or FRQ button is pushed. The number
preset remains unchanged until the SET/RST button is
pushed.
When the SET/RST button is pushed After a number has
been preset, the elapsed timer starts counting down (the timer
starts when button is pushed regardless of the current
display). When the timer reaches 0 it changes to the count up
mode and continues up. Also, the right/display will flash for 15
seconds. While the elapsed timer is counting down, pushing
the SET/RST button will have no effect unless it is held for
approximately 2 seconds.
This causes the timer to stop and the set mode (ET
annunciator flashing) to enter.

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ADF SYSTEM CONTROLS AND INDICATORS
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6. FLT/ET button: used to select the flight timer (FLT
CONTROLS AND INDICATORS annunciator on) or the elapsed timer (ET annunciator
on).
1. HSI: In the RMI mode, the bearing pointer on the HSI
7. FRQ button. Pushing the button when the FRQ
shows the direction to ADF station.
annunciator on the display is off, causes the standby
2. Display - shows the following information:
frequency to be shown and changed; pushing the
• Left window: active frequency (at all times).
button when the FRQ annunciator is on, causes the
• Right window: standby frequency (FRQ annunciator current standby and active frequencies to be
on), flight timer (FLT annunciator on), elapsed timer exchanged.
(ET annunciator ON) 8. BFO button: used when the tuned NDB transmits in
3. Tuning knobs: permit selection of the active and CW mode (button pushed and BFO annunciator on).
standby frequencies. 9. ADF button used to select :
The large knob changes the 100's and the 1000's
• ADF operational mode (button pushed and ADF
digits, while the small knob changes the 1's and the
annunciator ON)
10's digits (to set the 10's digit push the knob in and
• ANT operational mode (button released and ANT
rotate it). In the elapsed timer mode the knobs are used
annunciator ON).
to enter the desired time number.
4. VOL knob: when turned clockwise past the detent,
turns on the power to the system and adjusts the audio
level.
5. SET/RST button: used to reset the elapsed timer.

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CHAPTER
34
NAVIGATION

SECTION 53 - TRANSPONDER KT 71

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and used in conjunction with an encoding altimeter, the flight
DESCRIPTION AND OPERATION level altitude is displayed in addition to the transponder code,
and the altitude information is transmitted to the ground in
The King KT 71 is a panel mounted transponder designed to
response to Mode "C" interrogations.
fulfill the role of the airborne beacon equipment according to
A test mode is also included in the KT 71 to confirm that the
the requirements of the Air Traffic Control Radar Beacon
unit is operational, and for programming in the VFR code and
System (ATC RBS).
the display adjust data.
Mode and Code selection are performed by rotary knobs and
The system is powered by 28V DC Bus through the ID XPDR
all functions, identification code, and aircraft address are
circuit breaker and the radio master circuit.
presented on the gas discharge display.
When the KT 71 receives Mode A interrogation from the
ground radar facility, it will transmit a coded group of pulses
which represents a four digit identification number that has
been assigned by the Air Traffic Controller. This code is
entered into the KT 71 by the pilot and is transmitted back to
the ground as a Mode "A" replay. This coded information is
presented on the ground radar display at the appropriate
range and azimuth. The Air Traffic Controller can then identify
each aircraft that is transponder equipped by its distinct coded
number.
An additional feature of the transponder and beacon system is
the S.P.I. (Special Pulse, Identification). After pressing the IDT
ident button the transponder, when interrogated, will reply a
special pulse that will cause the associated pip on the
controller's display to "bloom" effecting immediate recognition.
The VFR code and display adjust can be programmed from
the front panel of the KT 71 and stored in nonvoltatile
memory.
The KT 71 also provides Mode "C" or altitude reporting
information. When the KY 71 is operated in the "ALT" Mode

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TRANSPONDER SYSTEM CONTROLS AND INDICATORS

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CONTROL AND INDICATORS If the unit has no errors, it will remain in test mode.
1. Ident code select knobs. The selected (within 4096 • GROUND: The unit is inhibited from replying to any
available codes) Identification code, ID code for the interrogation. The ID 4096 code and GND are
aircraft, is displayed in the right side of the display, the annunciated on the right side control panel display.
Ident window. There are four selector knobs, each knob • ON: The unit is able to reply to Mode A and Mode C
selecting a number 0 to 7 to combinate one of the 4096 interrogations, but the altitude information of a Mode C
total codes. The ID code may be selected in the reply is suppressed and the altitude display is blank. In
Standby, Ground, On, and Altitude modes. Five this condition, on the display the ON annunciator
seconds after the ID code has been selected or comes on.
immediately after the "IDT" pushbutton has been • ALT (altitude enabled): The unit is able to reply to all
pressed the new code is written into nonvolatile valid Mode A and Mode C interrogations. The altitude
memory so that the code will not change during power information will be sent in Mode C replies. The ID 4096
interruptions. After the ID code has been saved the codes will be displayed on the right and the altitude
new code can be transmitted. displayed on the left. "ALT" is annunciated on the
2. Mode select knob display in this mode.
• OFF: the unit is not energized. • VFR: Momentarily depressing the "VFR" pushbutton
• SBY (standby): the unit is energized, but is inhibited (mode select knob) causes the preprogrammed VFR
from replying to any interrogations. In this condition, on code to supersede whatever code was previously
the display, the SBY annunciator comes on. entered. The ID code will immediately be accepted for
• TST: The unit will illuminate all segments for at least interrogation reply sequence. This ID code will be
four seconds. At this time all EEPROM data is verified. stored as the last active ID code just as if it were
If any errors are found the transponder is considered entered from the front panel.
inoperative and the message "FOX" will be reported on • The VFR code is programmed by the following
the altitude side of control panel display. When a sequence:
hardware failure occurs, the unit will be locked into • Place the unit in Standby
standby mode. All replies will be disabled during • Dial in the desired VFR code with the ident code
test.The fault codes are listed below: selector

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Depress the "VFR" pushbutton while holding the "IDT"
pushbutton in its depressed position.
Pressing the "VFR" pushbutton for two seconds will
retrieve the last non-programmed 4096 codes.
NOTE: Never activate the transponder with either Code 0000,
7700 or 7777 selected on the control head. Code 7700 is
selected for emergencies.

3. Ident code window: shows the selected code.

4. R (reply) annunciator: The reply indicator "R", is
illuminated for 750 msec ( 100 msec when the
transponder is replying to a valid interrogation and
during the 18 seconds following the initiation of a ident.
5. Mode annunciator: Displays which mode is selected by
the mode select knob.
6. Altitude window: in the ALT mode, shows the flight level
altitude in hundreds of feet (for example 040
corresponds to an altitude of 4000 ft). In this condition
the FL annunciator on the display, comes on. Dashes
are shown in the window if from the altimeter is
detected, by the decoding circuitry, an invalid code.
7. IDT (ident) push button: Depressing the "IDT" push
button causes the special position identification pulse
(SPI) to be appended to Mode A replies for a period of
18 seconds. During this period the KT 71 will display
the "R" annunciator.

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TRANSPONDER SYSTEM
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CHAPTER
34
NAVIGATION
SECTION 54 - GPS GNC 250 SYSTEM

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The display timeout feature will allow the GPS to
GPS GCN 250 SYSTEM operate from the battery pack for up to two hours.
• Trip Planning. Analyze distance, time, and fuel
DESCRIPTION AND OPERATION requirements for the flight. Compute the time of
sunrise and sunset at destination. Calculate density
The GPS (GNC 250) is a navigation system that offers a fixed altitude before take off, and true airspeed during
panel mounted installation in its rack, or a take-home flight. Vertical navigation guides to the cruise
capability. altitude and puts the helicopter in the traffic pattern
The GPS (GNC 250) utilizes Multitrac receiver and uses up to before landing.
eight satellites to ensure fast and accurate positioning and • Multi-Purpose Alarms. An approach timer, trip timer,
speed data, with continuos (1 second) updates. and pilot scheduled reminders allow the GPS to
The system consist of a receiver, an antenna, a rechargeable watch the clock. Arrival and hazard alters help for
battery pack and a control panel. safety navigate the aircraft.
The control panel has a 3 line 20 characters high brightness • Offset Navigation. The offset navigation feature
vacuum fluorescent display, a front loading data card. The allows to traverse the route a fixed distance left or
system is stand alone and is powered by 28 V dc through the right from a defined course. The Auto Search
GPS COMM circuit breaker. The system capabilities are: function automaticalIy guides through a Iadder grid
• Navigation. Store up to 1000 alphanumeric pattern.
waypoints and 20 reversible routes. The Direct To
function sets an instantaneous course to the
waypoint selected. The Auto-Store function helps to
build routes while going. The Message function
keeps the pilot fully informed of navigation status.
• Personalized. Configure the unit the way you Iike by
selecting navigation units, map data and interface
options (autopilot, annunciator and graphic
displays).
• Safety. The built-in battery pack will continue to
power the GPS in the event of aircraft power failure.

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CONTROLS AND INDICATORS 8. The inner knob is used to change data or scroll
through information that cannot fit on the screen all
The GPS system controls and indicators provide for the at once.
following functions: 9. The outer knob is used to advance through pages,
1. The power/volume knob controls unit power and advance the cursor, or move through data fields.
radio volume. 10. The cursor key is used to activate or deactivate the
2. The direct-to key performs and instant direct-to, cursor in the separate areas of the GNC 250.
allows you to enter a waypoint and sets a direct pressing CRSR once will activate the cursor in the
course to the destination. comm “window” and enable the pilot tp change
3. The nearest key is used to obtain information on the frequencies. Pressing CRSR again will activate the
9 nearest airports, VORs, NDBs, intersections, user cursor in the GPS window field). It is used to
waypoints and 2 nearest FSSs. The nearest key highlight fields for data entry, changing information
also accesses any active SUA information. or cycling through available options.
4. The route key enables you to create, edit, activate 11. The enter key is used to approve an operation or
and invert routes. Search-and-rescue, parallel offset complete data entry. It is also used to confirm
and closest point of approach are also performed information, such as during power ON.
using the route key. 12. The clear key is used to erease information or
5. The waypoint key is used to view information such cancel an entry.
as runway, frequencies, position and comments on 13. The transfer key flip-flops the active and stand-by
airports, VORs, NDBs, intersections and user frequencies.
waypoints.
6. The navigation key is used to view navigation and NOTE: for more information about the control functions
position information. Planning operations are also refer to “Garmin GNC 250” Pilot Guide Manual.
performed using the NAV key.
7. The message key is used to view system
messages. The MSG key is also used to access the
gnc 250’s unit settings.

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CONTROLS AND INDICATORS

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GNC 250 COMM/NAV INSTALLATION

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CHAPTER
34
NAVIGATION
SECTION 55 - DME SYSTEM

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The audio signal from the received DME ground station is
DESCRIPTION AND OPERATION supplied to the ICS to permit station identifiction.
The DME system consists of a King KN62A receiver (with
integral control panel), an antenna and the relevant wiring
harnesses. The system is powered by the 28V dc No. 2 bus
bar through the DME circuit breaker and the radio master
circuit.
The system measures the slant distance from the helicopter to
the DME ground station by determining the amount of time it
takes for the radio waves to travel from the helicopter to the
ground station and back. The DME transmits on 200 channels
in the 1041-1150 MHz range, while the associated ground-to-
air transmission are made between 978-1080 MHz. The
receiver can be channeled internally using it own frequency
selection knobs or externally from the VOR navigation
receiver.
Range, ground speed and time-to station are shown on the
front panel display.
Range is showed to the nearest 0.1 nmi from 0 to 99.9 nmi
and to the nearest 1 nmi from 1000 to 389 nmi. Ground speed
is showed to the nearest knots from 0 to 999 kn. Time-to-
station is showed to the nearest minute from 0 to 99 min. The
display also shows 99 min for any computed time-to station
greater than 99 min.
When the equipment is in search mode, dashes are showed
intead of range, ground speed and time-to-station. An
automatic dimming circuit adjusts the brightness of the display
to compensate for compensate for changes in ambient light
level.

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CONTROLS AND INDICATORS

The DME system controls and indicators provide for the

following functions:
1. Display: shows range and frequency or range, ground
speed and time-to station according to the position of
the mode switch.
2. Mode switch:
• RMT: the equipment is channelled from KX125
(COM/NAV) system according to selection made
with the DME lighted push-button switch (6), and the
display shows range, ground speed and time-to-
station.
• FREQ: The equipment is channeled from frequency
selection knobs (C and D), and the display shows
range and frequency.
• GS/T: The equipment holds the last internally
selected frequency and the display shows range,
ground speed and time-to-station.
3. Frequency selection knob: permits selection of
frequency in 1 MHz steps
4. Frequency selection knob: permits selection of
frequency in 50 kHz steps.
5. OFF/ON switch:
• OFF: the equipment is de-energized
• ON: the equipment is energized

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DME SYSTEM CONTROLS AND INDICATORS

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DME SYSTEM CONTROLS AND INDICATORS

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DME SYSTEM INSTALLATION

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CHAPTER
52
DOORS
SECTION 00 - GENERAL

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DESCRIPTION AND OPERATION
PASSENGER COMPARTMENT DOORS
The helicopter is provided by the following doors: Each passenger compartment door consists of a carbon fiber
• Two cockpit doors material structure, a window, and a latching mechanism. Each
• Two passenger compartment doors door slides on a special rail by means of rollers.
• One baggage compartment door The door window consists of a transparent panel fitted in the
• The service doors door structure by means of a rubber seal.
In the event of an emergency the window can be released by
COCKPIT DOORS pulling the red strap fitted at the internal edge of each window.
Each cockpit door consists of an alluminum alloy box The doors are fitted with stops allowing them to be kept in the
structure. The door is secured to two fittings on the airframe. open position.
The hinge-pin of each fitting is connected to the emergency The passenger door latch assembly consists of a hook which
door release mechanism, which is actuated by a jettison is inserted in the opening of the airframe latch support.
handle located on windshield side post. The hook is kept locked in position by a return spring, while
The emergency door release mechanism consists of rods and the latch can be actuated by manipulating the outer handle or
bellcranks connected to the handle located on windshield side the inner lever. The hook and the outer handle can be
post. The handle permits a quick-release of the door by regulated by the adjusting screw and stop provided into the
extracting the rod pins from hinges. latch assembly.
The door latching mechanism consists of two handles
(internal and external), bellcranks and rods that operate a BAGGAGE COMPARTMENT DOORS
roller assembly to fix the door to the helicopter structure. The baggage compartment door is installed on the left side of
The cockpit doors are provided with struts keeping doors open the fuselage. The door is hinged in two points to the fuselage
during helicopter boarding. Each strut is attached to the structure. The door is closed by two push-button latches and
structure and to the door with attaching plates. Door windows is provided with a key-operated lock.
are made of acrilyc plastic.
SERVICE DOORS
The helicopter is provided by several access panels, and
fairings which give access to the internal inspection areas.

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The nose compartment is accessibile through a wide hinged
fiberglass fairing, which can be tilted forward. The opening
and closing of the fairing is possible by operating two latches
positioned at the top side of nose fairing.
The access panels, cowlings, and fairings are secured to the
structure by means of screws and/or fasteners.

PURPOSE AND LOCATION OF MAJOR COMPONENTS

Door caution system

The doors caution system consists of a set of switches
installed on cockpit, passenger compartment and baggage
compartment doors.
The system is provided with specific caution legend which
comes in view on EDU#1 (with IDS) or on the caution panel
(without IDS),when one or more of above mentioned doors
are not correctly closed.
There is only one caution legend labelled "doors open" for all
mentioned doors.

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INDICATIONS
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DOORS
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COCKPIT DOORS

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COCKPIT DOORS

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COCKPIT DOOR EMERGENCY RELEASE MECHANISM

COKPIT DOOR EMERGENCY RELEASE MECHANISM

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JETTISON MECHANISM ROD ENGAGEMENT CHECK
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PASSENGER COMPARTMENT DOORS
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PASSENGER COMPARTMENT DOOR LATCHING MECHANISM

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BAGGAGE COMPARTMENT DOOR

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NOSE FAIRING
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CHAPTER
53
FUSELAGE
SECTION 00 - GENERAL

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DESCRIPTION
The A119 has a very “clean” aerodynamic fuselage that is teh
main structure of the entire helicopter and provides the
attaching points for all components. The material used to
manufacture the airframe structure is aluminium alloy, and
aluminium honeycomb panels.
Extensive use of honeycomb in the airframe produces
structure that is extremely light in weight, but has great rigidity
and strength.
Aluminium alloy honeycomb core structure has the ability to
absorb sound, high frequncy vibrations, excellent shock
absorbing characteristics and will continue to carry load even
after a failure has occurred.
The honeycomb multi-path load carrying ability provides a
safety feature not associated with conventional structures
which can suffer complete destruction when damaged.
The entire fuselage is divided in two assemblies: the forward
fuselage and the tail boom.

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FUSELAGE
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FORWARD FUSELAGE
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TAIL BOOM
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CHAPTER
55
STABILIZERS
SECTION 00 - GENERAL

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DESCRIPTION AND OPERATION
The helicopter is provided with a fixed elevator secured to the
tail boom, by means of four supports (two on each side). The
elevator comprises two elevator panels rigidly connected to a
beam. Each elevator panel is provided with a tip cover which
houses the navigation light. The elevator function is to raise
helicopter nose during forward flight.

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ELEVATOR
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CHAPTER
56
WINDOWS
SECTION 00 - GENERAL

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DESCRIPTION AND OPERATION
The helicopter is provided with the following windows. Two
windshields fitted to the structure by retainers and rivets.
These windows give good forward visibility for crew.
Two overhead windows installed on overhead cabin, riveted to
the structure at pilots seats stations. They ensure visibility
through the cockpit overhead.
Two lateral windows, installed on LH/RH lower nose sides,
are bonded to the structure to ensure good visibility through
the cockpit lateral and lower sides. The pilot and passenger
doors are also provided with windows.
Each pilot door incorporates two acrilyc plastic windows one
upper and one lower.
The upper window is secured and sealed into the door frame,
and is provided with a transparent sliding panel. The lower
window is riveted to the door frame.
The passenger compartment doors windows consist of a
transparent panel fitted in the door frame by means of a
rubber seal. In the event of an emergency the window can be
released by pulling the red strap fitted at the internal edge of
each window. The window can be released also from outside,
pushing on the window corners.
On the rear left and right sides of passenger compartment,
are bonded to the structure, two fuselage windows.
All windows are made of acrilic plastic.

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WINDOWS

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PASSENGER COMPARTMANT DOOR WINDOWS

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CHAPTER
62
MAIN ROTOR
SECTION 00 - GENERAL

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MAIN ROTOR
The main rotor assembly is a fully-articulated, four composite
blades, counter clock-wise rotation 384 rpm at 100% Nr.
Flapping and droop restraint mechanism is provided in order
to limit the blade flapping at normal operating rpm and,
supports the blade weigh when the rotor is stationary. The
centrifugal loads, produced by the rotation, are absorbed by
the hub and the tension link via the elastomeric bearing that is
installed in its internal surface. The main rotor assembly
consist of: Main rotor blades, Main rotor head, Rotating
controls and Main rotor monitoring system.

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MAIN ROTOR INSTALLATION
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CHAPTER
62
MAIN ROTOR
SECTION 11 - MAIN ROTOR BLADES

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give higher inertia and reduced vibration levels. The trailing
GENERAL edge fairing assy has also been removed, since no longer
providing any benefit to the helicopter. The anti-nodal masses
The main rotor blades are of composite material.
are tungsten-made. Each of them weigh 2.5 Kg and is 250
Each blade is composed by a fiberglass spar, two carbon
mm in length, centred at STA 1731.20 and STA 2922.50.
fibers skins, a carbon fiber trailing edge and a nomex core. A
main rotor blade aerodynamic characteristics have not
stainless steel abrasion strip is attached to the blade leading
changed (blades are fully interchangeable from the fit, form
edge to avoid erosion.
and function point of view) as well as the manufacturing
The blade is closed at tip with a fiberglass tip cap, which is
criteria.
also protected to avoid erosion, with a bonded stainless steel
strip.
A spoiler made of fiberglass is bonded at the blade root
trailing edge.
An alluminum alloy trim tab is bonded to the blade trailing
edge, for tracking purposes.
The blades are secured to the hub tension links with two bolts
which are hollow, allowing the addition of weight during hub
balancing. The blades are statically balanced during
construction by means of weights fitted at the blade root and
at the blade tip.
The blades are designed with a droop snoot airfoil section and
the thickness is tapered from root to tip to optimize the lift
coefficient, the blade pitch range and to reduce noise level.
The composite main rotor blades have a very long service life
and, due to the static balancing of each blade to a master
blade as final manufacturing process, they are individually
interchangeable.

The main rotor blades, installed on the AW119 MKII

helicopters, are provided with two anti-nodal masses, which

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MAIN ROTOR BLADE INSTALLATION
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A119 MAIN ROTOR BLADE

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AW119MKII MAIN ROTOR BLADE
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CHAPTER
62
MAIN ROTOR
SECTION 21 - MAIN ROTOR HEAD

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Tension link
GENERAL
The tension link is made of composite materials and provides
The main rotor is a fully articulated, high inertia assembly the attachment point between the blade and the hub through
which provides smooth and stable control response in all flight the elastomeric bearing.
conditions including autorotation. A metal plate, bonded on its external inner end, is used for the
The main rotor hub is fitted to the mast by means of the lower installation of the elastomeric bearing and as reaction point on
split cones, the upper conical ring, a special washer, a the floating ring.
lockplate and a ring nut with eight bolts. On the top of all, Four holes on the external end are used for the installation of
there is a cover, bolted to the lock plate. the pitch change lever and the blade.
The main rotor head major components are:
• Hub Pitch change lever
• Tension link An aluminum alloy lever is installed into the tension link
• Pitch change lever providing the attachment point for the damper and the pitch
• Damper change link.
• Flapping and droop restraint mechanism On its internal side, the pitch change lever houses the flapping
• Elastomeric bearing limiter stop.
• Blade retention bolt
Damper
Hub
The purpose of the damper is to provide the necessary lag
The main rotor hub is a plate made of titanium. It’s central hole motion damping of the main rotor blades, during helicopter
is provided with splines used for the installation on the main flight; more over the damper shall provide the damping
rotor mast. necessary to avoid a blade shock in lag motion during rotor
On the lower side, a groove houses a floating ring used to starting, rotor brake application and flight manoeuvre that
support tension links and blades when rotor is stopped. The involve blade lag operation close to end stroke.
plate fixing the flotating ring on the hub houses the bracket for The damper includes a cylinder body, a ram with a piston, one
the installation of the rotating scissors. fluid reservoir, one sight glass oil level indicator, two check
The external structure of the hub is used to install the valves, two relief valves, a charging valve and two bleed plugs.
elastomeric bearings and the dampers.

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The damper operation consists of a movement of the internal Blade retention bolt
piston which flows the fluid from a chamber to another through The blade retention bolts, two per tension link, are made of
the relief valves. titanium, are hollow to allow the installation of balance weights.
The two check valves serve to transfer fluid from charging The upper end is closed by removable caps. Static and
valve, to the cylinder chambers, during oil refilling. dynamic balancing are achieved by inserting into the bolts the
required amount of weights.
Flapping and droop restraint mechanism
The bolt position must always be kept after blade removal or
The flapping and droop restraint mechanism limits the blade replacement.
flapping at normal operating RPM, and supports the blade
when the rotor is stationary. It mainly consists of two separate
groups: the flap restraint mechanism and the droop restraint
mechanism. The flap restraint mechanism, is installed between
blade tension link and pitch change lever. It consists of a
loaded spring and an inertia weight fixed to a braket used to
install the elastomeric bearing and a stop limiter installed on
the pitch change lever. The droop restraint mechanism,
installed on the lower side of the hub, consists of a ring that
can move in a groove of the hub and four plates fixed to the
blade tension links. When the rotor is stopped, the four tension
links plates are supported by the floating ring.

Elastomeric bearing
The elastomeric bearing is of spherical type and is housed on
the concave side of the tension link.
The elastomeric bearing provides the blade with three degrees
of freedom (pitch, flap and lead-lag) and is used to eliminate
the need for periodic lubrication.

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MAIN ROTOR HEAD (SHEET 1 OF 2)
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MAIN ROTOR HEAD (SHEET 2 OF 2)

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CHAPTER
62
MAIN ROTOR
SECTION 31 - ROTATION CONTROL

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GENERAL
The function of the main rotor rotating controls is to transmit
the cyclic and collective flight control inputs, to the main rotor
blades.
The main rotor rotating controls consists of:
• Pitch change links
• Rotating scissors
• Fixed scissors
• Swashplate assembly

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ROTATING CONTROL

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CHAPTER
62
MAIN ROTOR
SECTION 41 - MAIN ROTOR INDICATING
SYSTEM

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MAIN ROTOR INDICATING SYSTEM (WITH IDS) The instruments are provided with two concentric circular
scales. The outer scale (ENG) indicates the power turbine
The rotor indicating system comprises the rotor rpm indicating speed by means of pointer E. The inner scale (ROTOR)
and the rotor rpm warning systems. indicates the rotor speed by means of pointer R.
The inner scale (ROTOR) of both indicators (on the EDU#1
Rotor RPM indicating system and the backup indicator) shows percentage marks with the
following operating range:
The rotor rpm indicating system indicates the rotational speed
of the rotor in percent of the maximum rating. The system
consists of a double indicator providing analogic presentation • Red dot 80% transient (10 seconds)
and digital readout on EDU#1 (normal operation); the Nr and • Red mark 90%
N2 digital sensors installed respectively on the RH side of the • Green 90% to 110%
main transmission and on the upper part of the engine • Red mark 110%
reduction gear box provide the signal to the EDUs for Nr/N2
readout. The output from the digital sensors is a frequency Rotor RPM warning system
directly proportional to the speed of rotation respectively of the The rotor rpm warning system provides both a visual and
main transmission and the reduction gearbox. audio signal when the main rotor rotational speed exceeds
The instrument panel is also equipped with a dual backup 108% (rotor rpm high) or is comprised between 80 ÷ 96 %
indicator (power turbine and rotor tachometer) electrically (rotor rpm low).When the NR value exceed 108%, MWL will
connected to rotor tachometer generator installed on the left blink , ROTOR HIGH warning light will be displayed on EDU
front side of the main transmission and to the N2 tachometer #1 and “ROTOR HIGHT” aural signal will be activated on the
generator installed on the engine reduction gearbox. ICS by the AWG.Instead when NR is comprised between 80
The instrument incorporates three-phase asynchronous % and 96%, MWL will blink, ROTOR LOW warning light will
motors, electrically connected respectively to the power be displayed on EDU#1, the “ROTOR LOW” aural signal will
turbine tachometer generator and to the rotor tachometer be activated on the ICS by the AWG and an audio signal can
generator. be heard in the cabin through the warning horn located on the
The two motors receive three-phase voltage signals having a cabin bulkhead.The warning system is controlled by the IDS
frequency proportional to the rotation speed of the respective according to the information coming from the NR digital
tachometer generator, and indicate the rotation speeds on the sensor. The NVM of the EDUs contains all the limitations so,
instrument dial. considering the NR information, will control the warnings.

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MAIN ROTOR INDICATING SYSTEM (WITH IDS)
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N2/NR BACK UP INSTRUMENT
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MAIN ROTOR INDICATING SYSTEM (WITHOUT Power off
IDS) • Red mark 90%
• Green 90% to !110%
The rotor indicating system comprises the rotor rpm indicatine • Red mark 110%
and the rotor rpm warning systems.
Power on
Rotor RPM indicating system
Refer to engine rpm scale.
The rotor rpm indicating system indicates the rotational speed
of the rotor in percent of the maximum rating. The system Rotor RPM warning system
consists of a double indicator located on the instrument panel
(power turbine and rotor tachometer) electrically connected to The rotor rpm warning system provides both a visual and
rotor tachometer generator installed on the left front side of audio signal when the main rotor rotational speed exceed
the main transmission. 105±2% (rotor rpm high) or is comprised between 30±10%
The instrument incorporates three-phase asynchronous and 95±2% (rotor rpm low).
motors, electrically connected respectively to the power When either conditions exist the ROTOR RPM warning light
turbine tachometer generator and to the rotor tachometer located on the instrument panel illuminates and an audio
generator. signal can be heard in the cabin through the warning horn
The two motors receive three-phase voltage signals having a located on the cabin bulkhead and in the headsets through
frequency proportional to the rotation speed of the respective the ICS.
tachometer generator, and indicate the rotation speeds on the The warning system is controlled by the rotor tachometer
instrument dial. generator installed on the forward left side of the main
The instrument is provided with two concentric circular scales. transmission. The rotor rpm signal given by the rotor
The outer scale (ENG) indicates the power turbine speed by tachometer generator is analysed by an RPM limit sensor
means af pointer E. the inner scale (ROTOR) indicates the located in the bottom right compartment of the nose. The
rotor speed by means of pointer R. The inner scale (ROTOR) sensor signal controls both the lighting up of the rotor RPM
shows percentage marks with the following operationg range: warning light and the audio signal.

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MAIN ROTOR INDICATING SYSTEM (WITHOUT IDS)
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CHAPTER
63
MAIN ROTOR DRIVE SYSTEM
SECTION 00 - GENERAL

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DESCRIPTION AND OPERATION
The main rotor drive system includes:
• The main and fan drive shafts
• The main transmission
• The main transmission lubricating system
• The rotor brake system
• The main transmission indicating system
The drive from engine output shaft is transmitted to main
transmission accessory gearbox through the main drive shaft.
From the main transmission accessory gearbox the drive is
transmitted to the oil cooler blower, through the fan drive shaft.
The rotor brake system consist of a brake disk installed on the
fan input drive quill, a brake caliper fitted to accessory gearbox
flanges and a pump installed on the cabin roof.

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MAIN ROTOR DRIVE SYSTEM
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CHAPTER
63
MAIN ROTOR DRIVE SYSTEM
SECTION 11 - MAIN AND FAN DRIVE
SHAFT

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DESCRIPTION AND OPERATION

Main drive shaft

The main drive shaft, which transmits engine drive to main
transmission, is installed between an adapter on the engine
reduction gearbox and the input drive quill of transmission
accessory gearbox. The drive shaft is a steel tube with flexible
coupling assemblies on either end to provide flexibility.

Fan drive shaft

The fan drive shaft, which transmits main transmission drive
to oil cooler fan, is installed between accessory gearbox fan
quill and the oil cooler fan drive. The fan drive shaft is a
flanged aluminium tube with flexible thomas couplings on
either end, to provide a certain amount of flexibility.

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MAIN AND FAN DRIVE SHAFTS
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CHAPTER
63
MAIN ROTOR DRIVE SYSTEM
SECTION 21 - MAIN TRANSMISSION

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DESCRIPTION AND OPERATION sun gear drives the planetary gears; the planetary spider
drives the main rotor mast.
This transmission takes in the drive from the engine, reduces The main case houses the Gleason pinion, associated roller
and changes the direction of the drive and transmits it, via the bearing and triplex spherical bearing, the Gleason crown
mast, to the main rotor. assembly and associated roller bearing, the sun gear, the
The unit can be divided into three main section: accessory planetary assembly. Mounted externally, on the LH and RH
gearbox, reduction gearbox (main case), mast and bell sides of the main case, are a hydraulic pump drive and a
housing (upper case). hydraulic pump and tach. Generator drive which are driven by
the Gleason crown assembly. Installed on main case RH side
ACCESSORY GEARBOX is an RPM sensor which sends its electrical signal to engine
EEC (Electronic Engine Control). The main case is provided
The accessory gearbox is bolted to the main case and its with internal oil passages and two oil jets for the lubrication of
function is to transmit the drive to the transmission oil cooler the Gleason pinion and associated bearings. The Gleason
blower shaft. The accessory gearbox is also the sump of the crown assembly is provided with an internal oil passage and
transmission oil system and is provided by two oil level sight an oil jet for the lubrication of the Gleason crown duplex
gages, a chip detector and a dual oil pump. bearing and of the sun gear.

REDUCTION GEARBOX (MAIN CASE) MAST AND BELL HOUSING (UPPER CASE)

The main transmission reduces the speed from 4373 RPM of The main rotor mast and associated roller and spherical
the main drive shaft to the speed of 384 RPM of the main rotor bearings are installed in an upper case (Bell housing), bolted
mast, with two stages of RPM reduction contained into the to the upper side of the transmission main case.
reduction gearbox. The upper case is also the reservoir for the oil system and is
The first stage of reduction is provided by the input pinion provided with an internal oil passage and two oil jets for the
which drives a bevel gear shaft (Gleason crown). The second lubrication of the main rotor mast, it’s associated bearings and
stage of reduction is provided by a sun gear, and planetary the planetary assembly. Top case is provided by a filler cap, a
assy. sight level gage and a chip detector.
The sun gear is installed in the internal splines of the Gleason The mast is supported in the housing by two sets of bearings.
crown shaft and it is driven by the Gleason crown itself. This Two bearings from the lower bearing set; one is a single-row

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double-thrust ball bearing race which takes all the static and lift
loads, the other is a single row roller bearing. The upper
bearing set is a single-row roller bearing.

MAIN TRANSMISSION SUPPORT.

The main transmission is supported by two forward support

tubes and two aft links made of aluminium alloy, fitted to four
airframe fittings and to the top case plates by means of bolts
nuts and washers. An antitorque plate, made of aluminium
alloy, is bolted to the underside of main case and is fitted with
bolts washers and nuts to the cabin roof.

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MAIN TRANSMISSION

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NR SENSOR
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DRIVE SYSTEM SCHEMATIC
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MAIN GEARBOX GEARTRAIN AND BEARINGS
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MAST AND BELL HOUSING
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MAIN TRANSMISSION SUPPORT INSTALLATION
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MAIN TRANSMISSION OIL LEVEL CHECK
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CHAPTER
63
MAIN ROTOR DRIVE SYSTEM
SECTION 22 - MAIN TRANSMISSION
LUBRICATING SYSTEM

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A lightly loaded check valve (0,5 P.S.I) located in the filter
DESCRIPTION AND OPERATION outlet passage. When the system is static the valve is closed
preventing tranfer of oil, through gravity, from the reservoir to
The main transmission is a “dry sump” system which supply
the sump. Under operating conditions the valve will be opened
clean oil, under pressure, to lubricate the transmission gears,
by pump delivery pressure.
bearings and splines.
A pressure regulating valve, installed, on the pressure pump,
The system is composed by:
adjusting the oil operating pressure.
• Reservoir
• Pump assembly LEADING PARTICULARS
• Scavenge screen
• External oil filter -OIL SPECIFICATION MIL.........................MIL-PRF-23699 or
• Oil nozzles DOD-L-85734
• Pressure transmitter -TOTAL SYSTEM CAPACITY....................10,5 lt:
• Low pressure switch
• Thermostatic by-pass valve OPERATING PRESSURES
• Oil coolers
• Tempereature transmitter -Minimum ...................................................30 PSI
• Max temperature switch. -Normal cont ..............................................50 PSI / 55 PSI
The lubricating oil that is contained in the upper case and (MKII)
mast assembly flows to one section of the dual pump -Cautionary ................................................70 PSI
(pressure pump), to the external filter, to all internal passages -Maximum ..................................................100 PSI
and oil jets of the transmission cases, to the bottom of main -OPERATING TEMPERATURES ..............MAX 115°C
case and coupling gearbox and to the other section of the
dual pump (scavenge pump). From the scavenge pump the oil
flows to the return lines and to the upper case through the
thermostatic bypass valve and the oil cooler. The bypass
valve of the external oil filter permits the oil passage in case
the filter is blocked.

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TRANSMISSION LUBRICATING SYSTEM SCHEMATIC
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MAIN TRANSMISSION LUBRICATING SYSTEM SCHEMATIC
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TRANSMISSION OIL SYSTEM INDICATORS (WITH IDS)
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IDS INSTRUMENT MARKINGS
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TRANSMISSION OIL SYSTEM INDICATORS (WITHOUT IDS)
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CHAPTER
63
MAIN ROTOR DRIVE SYSTEM
SECTION 23 - ROTOR BRAKE SYSTEM

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DESCRIPTION AND OPERATION
The rotor brake system is used to stop rotor rotation on
ground, after engine shut down. The rotor brake can be
operated only below 40% rotor RPM.
The system consists of a two-position control lever installled
on the cockpit overhead console. The control lever positions
are: "OFF", "ON".
The control lever, through a teleflex cable operates a
hydraulic pump, installed on the left side of main transmission
deck.
From the pump the hydraulic oil pressure is delivered to a
brake unit installed or the main transmission accessory
gearbox.
The brake unit is composed by a disk connected to the fan
drive shaft quill adapter and a caliper fitted on the accessory
gearbox.
When the brake control lever is operated the brake caliper
quickly stops the disk and as a result the rotor.
The rotor brake is also applied for helicopter parking.
With rotor brake applied ("ON") and helicopter electrical
system powered the warning light "ROTOR BRK ON" will be
illuminated on EDU #1
Any malfunction of the warning system is indicated by the
activation of the “ROTOR BRK” caution light on the EDU#1.
The warning and caution lights are controlled by 4
microswitches installed in pairs on both sides of the calliper.

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ROTOR BRAKE SYSTEM (Sheet 1 of 4)
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ROTOR BRAKE SYSTEM (Sheet 2 of 4)
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ROTOR BRAKE SYSTEM CONTROLS AND INDICATORS (WITH IDS)
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ROTOR BRAKE SYSTEM CONTROLS AND INDICATORS (WITHOUT IDS)

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CHAPTER
64
TAIL ROTOR INSTALLATION
SECTION 00 - GENERAL

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GENERAL
This chapter provides a description of the construction and
operation of the tail rotor assembly and its rotating controls.
The function of the assembly is to produce an aerodynamic
force to counteract the torque reaction caused by the main
rotor during flight.
The amount of aerodynamic force produced can be varied by
changing the pitch of the blades (collective only) through the
tail rotor flight control system and pitch change mechanism.
This permits the pilot to select heading changes about the
vertical (normal) axis of the helicopter.
The tail rotor is of two-bladed semi-rigid design, with a "see-
saw" flapping axis. The flapping axis is designed to form a
"Delta Three Hinge" which provides automatic feathering of the
blades to help counteract dissymmetry of lift across the tail
rotor disc during flight.

The tail rotor installation includes:

• tail rotor hub and blades assembly
• pitch change mechanism

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TAIL ROTOR INSTALLATION
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TAIL ROTOR HUB AND BLADES ASSEMBLY- REMOVAL/INSTALLTION (STEEL BLADES)
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TAIL ROTOR HUB AND BLADES ASSEMBLY-REMOVAL/INSTALLATION (COMPOSITE BLADES)
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CHAPTER
64
TAIL ROTOR INSTALLATION
SECTION 11 - TAIL ROTOR BLADES

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CORE STRIP
TAIL ROTOR BLADES (STEEL) A strip of nomex honeycomb core, (phenolic resin impregnated
The tail rotor blades are of metal construction. Each blade cardboard) bonded to the inside of the skin from root to tip, at
consists of a twisted steel spar, acting also as an antiabrasion the thickest cord section, to strengthen and stiffen the blade.
strip, a bonded nomex honeycomb core and a bonded steel
skin. At the blade root are bonded upper and lower steel TIP CAP
doublers and two anchor plates with the holes for the blade A one-piece preformed steel Cap secured by screws to the Tip
retention bolts. Closure.
The blade root is closed by a bonded rib of phenolic resin On completion of the construction and finishing of the Blades
construction. they are statically balanced with a Master Blade using weights,
The blade is statically balanced during manufacturing with secured by screws to the root trailing edge for chord wise
chordwise balance weight installed on the blade root, and balance, and screwed into the Tip Closure for span wise
spanwise balance weights installed under the tip cover. balance

SPAR
It is a steel spar with a droop snoot profile bonded to two steel
skins. Spar and skins roots are closed with a bonded phenolic
rib. Blade spar is twisted and is closed at tip by a balance
weight support made of titanium. Screwed to weight support is
a leading edge steel cover.

SKINS
A two-pieces steel skin pre-formed to the correct aerodynamic
contour, and bonded along the blade surface, to the spar and
to the honeycomb core.

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TAIL ROTOR BLADE (STEEL)
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The blade retention bolt hole, is reinforced with two steel
TAIL ROTOR BLADES (COMPOSITE) bushings.
The tail rotor blades are of composite material construction.
Each blade consists of a spar, manufactured with fiberglass
and graphite straps, covered with antitorque fiberglass.
The spar is displaced from the root to the tip of the blade.
The internal root of spar is machined to house two aluminium
liners, one outboard conical and one inboard cylindrical. Into
the outboard liner are secured, with retainer ring, two
elastomeric bushings, these are the pitch change bearings of
the blade. The inboard cylindrical liner is riveted to the spar
and provides the connection for the strap.
At the external of spar root is bonded the pitch arm assy,
which consists of a steel pitch horn pressed into an aluminium
alloy housing covered with fiberglass.
Two Chinese weights are part of the pitch arm assy, and are
perpendicular to the blade airfoil. The Chinese weights are
provided to balance the zero pitch return moment of the blade
and thus reduce pitch control loads.
The blade skins along the whole spanwise are constructed
with fibreglass cross-ply, while the internal area of the trailing
edge (between skins) is constructed with nomex honeycomb.
The open sections of skins at root and tip of blade, are closed
with bonded fibreglass ribs.
The leading edge of spar is protected by an antiabrasion strip,
of variable thickness, manufactured with electro deposited
nickel alloy. Each blade is statically balanced during
manufacture, by means of weights fitted at root and at tip.
Each blade is secured to the hub strap, by one bolt washers,
a nut and cotter pin.

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TAIL ROTOR BLADE (COMPOSITE)

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CHAPTER
64
TAIL ROTOR INSTALLATION
SECTION 21 - TAIL ROTOR HUB

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GENERAL YOKE
The Tail Rotor Hub provides the means of attaching the The yoke is a one-piece machined steel forging which
Assembly to the output shaft of the Tail Rotor Gearbox, it provides the support and pitch change axes for the blades,
incorporates the flapping and the pitch change hinges. and, in conjunction with the trunnion, the flapping hinge.
The tail rotor hub assembly consists of: Two arms of the yoke form the pitch change spindles, these
• Trunnion are hollow and have machined outer faces which form the
• Yoke inner contact surfaces for the installation of the blade Pitch
• Straps Change Bearings.
• Grips (only for tail rotor with steel blades) Bores machined at 45 degrees to the pitch change axes, are
the fitting points of the Trunnion Bearings and provide the
TRUNNION “Delta Three Hinge” flapping action.
The trunnion is a machined forged steel which forms the
attachment for the hub to the tail rotor shaft and the pivot for TRUNNION BEARINGS
the flapping hinge.
The center hole of the trunnion is splined internally to engage These assemblies take the radial loads between the Yoke and
with the external splines of the tail rotor shaft; master splines Trunnion.
ensure correct alignment. They are machined steel sleeves, with shoulders on their
The outboard ends of the trunnion form the flapping hinge outer ends, "shrink" fitted into the Yoke Bores.
spindles. Teflon fiber linings are bonded to their inner faces to form
Machined studs, at the ends of the spindles, are utilized for bearing contact surfaces.
retention, and centering of the trunnion in the yoke.
THRUST CAPS
These are manufactured from aluminum alloy with a bronze
ring which form bearing contact surfaces. They fit over the
Trunnion plug extensions with their bronze rings bearing

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against the machined faces on the Trunnion Bearing GRIPS (ONLY FOR TAIL ROTOR WITH STEEL BLADES)
shoulders. Rotation of the thrust caps is prevented by two
The grips are manufactured from aluminium alloy and are
pins, which pass through the caps, engaging with axial holes installed between tail rotor blades and the yoke.
in the steel plugs. Each tail rotor blade is connected to the grip by two bolts.
Castellated nuts secure the Caps to the plugs. During
Grip rotation (tail rotor pitch change) on the yoke is obtained
assembly are installed shims between caps and Trunnion, the
through teflon bushings installed between grips and yoke.
shims are adjusted to provide Trunnion Centering, and
Each grip provides the attachment, through a horn, for the
flapping friction adjustment.
pitch change link.
External washers (one steel - one aluminum) retain the thrust
cap pins. These washers are also utilized for tail rotor chord
wise static balancing .

SEALS
"Glyd Ring" seals, installed in grooves in the Trunnion
Bearings and Thrust Caps prevent ingress of dirt and moisture
to the bearing surfaces.

STRAPS
A strap assembly consists of a “stack” of thin steel straps
(approximately 30 per “stack”) drilled at each end.
Axial (centrifugal) loads between the Hub and Blades are
taken by these assemblies. The stack is secured at its inboard
end, into the bore of the Yoke spindle and at its outboard end
to the grip.

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TAIL ROTOR HUB (WITH STEEL BLADES)
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TAIL ROTOR HUB (WITH COMPOSITE BLADES)

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CHAPTER
64
TAIL ROTOR INSTALLATION
SECTION 31 - PITCH CHANGE
MECHANISM

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CONTROL ROD
GENERAL The control rod runs inside and through the tail rotor shaft; is
The pitch change mechanism, installed on the tail rotor centered and supported by a bushing located into the
gearbox, consists of the following major components: outboard side.
• Lower and upper levers The control rod is connected to the bearings on one side and
• Bearings and bearings housing on the opposite side is locked with the crosshead from which
• Control rod it receives rotation.
• Rotating scissors and scissors sleeve The control rod is used to transmit the input control from the
• Crosshead tail rotor flight control to the two pitch change links.
• Pitch change links
ROTATING SCISSORS AND SCISSORS SLEEVE
LOWER AND UPPER LEVERS The two rotating scissors are used to give rotation to the
The lower lever receives the input from the flight control rod crosshead.
connected with the tail rotor servoactuator. They are connected on one side to the crosshead through two
The lower lever is connected with the bearings housing and lugs and on the other side are connected to the scissors
through a specific linkage realized together with the upper sleeve.
lever, provides a linear movement of the control rod. The scissors sleeve is installed on the splines of the tail rotor
shaft and secured with the same nut used to lock the tail rotor
BEARINGS AND BEARINGS HOUSING hub.
The bearings housing connected with the lower and upper CROSSHEAD
levers, houses two ball bearings which provide the split
between the stationary component (levers) and the rotary The crosshead provides the attachment to the two pitch
component (control rod). change links and through two lugs to the rotating scissors.
The outer races are connected with the bearings housing The crosshead is connected to the control rod with a nut.
while the inner races are connected with the control rod. A boot is installed between the inboard side of the crosshead
A boot between the housing and the tail rotor gearbox and the nut used to lock the hub on the tail rotor shaft.
protects the bearings.

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PITCH CHANGE LINKS
Two fixed length links provide the connection between the
crosshead and the pitch change horns on the grips.
Each link has at each end a spherical self aligning bearing.
Axial movements of the crosshead are converted into blade
pitch change through the links.

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PITCH CHANGE MECHANISM ( SHEET 1 OF 4)

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PITCH CHANGE MECHANISM (SHEET 2 OF 4)

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CHAPTER
65
TAIL ROTOR DRIVE SYSTEM
SECTION 00 - GENERAL

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GENERAL
The tail rotor drive system transmits power from a drive on the
engine reduction gearbox to the tail rotor through two drive
shafts and the 90-degree gearbox. The 90 degree gearbox
provides a 90° change in the direction of drive and a 2,1 to 1
speed reduction between the input shaft and the output shaft
on whick the tail rotor is mounted.
The tail rotor drive system includes:
• The tail rotor drive shaft installation
• The 90 degree gearbox

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TAIL ROTOR DRIVE SYSTEM
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CHAPTER
65
TAIL ROTOR DRIVE SYSTEM
SECTION 11 - TAIL ROTOR DRIVE
SHAFT INSTALLATION

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GENERAL
The tail rotor drive shaft installation function is to transmit the
drive from the engine reduction gearbox to the 90° gearbox, at
a speed of 4373 RPM (with a 100% Nr). The
installation consists of two alluminium alloy shafts, with a
single bearing support between them.
Each shaft is composed with an alluminium tube with steel
adapters bonded at each side. A steel flange is fitted with a
nut on the shafts forward adapters.
The rear shaft forward end is supported by a flanged bearing
retained into a hanger support by means of nuts and washers.
Each shaft has a dedicated damper, acting on the middle
section. The damper function is to limit the shaft oscillation at
low rotor RPM, during engine starting or shut down.

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TAIL ROTOR DRIVE SHAFT INSTALLATION (SHEET 1 OF 2)
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TAIL ROTOR DRIVE SHAFT INSTALLATION (SHEET 2 OF 2)
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CHAPTER
65
TAIL ROTOR DRIVE SYSTEM
SECTION 21 - 90° GEARBOX

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DESCRIPTION AND OPERATION
The 90° gearbox consists mainly of a mounting sleeve, a case
assembly an input pinion assembly and the output shaft
assembly.
The 90° gearbox is attached to the rear tail boom through the
mounting sleeve.
The case assembly is provided with a vented filler cap, an oil
level sight gage, a magnetic chip detector, an oil drain plug
and the mounting lugs for the tail rotor pitch change
mechanism.
The input pinion meshes with the output shaft crown gear and
both are supported by a duplex ball bearing and a single row
roller bearing.
The tail rotor gearbox incorporates a wet sump oil system,
which utilizes the case as a reservoir and provides splash oil
to lubricate gears and bearings.

CONTROLS AND INDICATORS

The caution legend "T/R box chips" is displayed on caution
and advisory panel, when the metal particles contained into
the oil, close the chip detector electrical circuit.

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90° GEARBOX (SHEET 1 OF 2)
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TAIL ROTOR DRIVE SYSTEM CONTROLS AND INDICATOR
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CHAPTER
67
ROTOR FLIGHT CONTROL
SYSTEM
SECTION 00 - GENERAL

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The mixing group consists of a support connected to a
GENERAL carriage assy on which the mixing lever pivots.
The mixing group integrates the control inputs from collective
The rotors flight control system permits to control the
and cyclic controls and provides a common output to the main
helicopter throughout its flight envelope.
servo actuators.
The rotors flight control system comprises the main rotor
The control rod ends have self-aligning spherical bearings
control system, the tail rotor control system and the servo
which are teflon lined and require no-lubrication. The
control system.
bellcranks have grease sealed bearings in their pivot points
The main rotor control system in turn comprises the collective
which require no periodic lubrication.
pitch control system, the cyclic pitch control system and the
Routing of the controls is from below the cockpit structure up
mixing control system.
to the tunnels formed by the forward frame pillars.
The collective, cyclic and tail rotor pitch controls are rigid,
On the cabin roof, main rotor controls are then directed, via the
servo-assisted type, and are respectively connected to the
mixing group, to the main servo actuators.
collective levers, to the cyclic stick and anti-torque control
The tail rotor control passes through the left main support
pedals.
beam to the rear fuselage and the tail servo actuator and from
The flight controls consist of levers, bellcranks, supports, fixed
there through the tail boom to the tail pitch change
and adjustable control rods.
mechanism.
The adjustable control rods permit the rigging of the flight
controls. HELIPILOT SYSTEM
The helicopter incorporates two actuators in the cyclic control
system and a single actuator in the tail rotor pitch control The automatic stabilization system, Sperry type HELIPILOT,
system as provision for the helipilot system to increase consists of a control panel, two computers five linear actuators,
helicopter stability. five position synchro-transmitters and the relevant wiring
The collective, cyclic, and anti-torque control systems harnesses.
incorporate friction controls to set the effort necessary to move The automatic stabilization systems have two modes of
the controls. operation: stability augmentation (SAS) and attitude hold
The movements of the collective lever and the cyclic stick are (ATTD HOLD).
transmitted through separate linkages to the mixing group In the SAS mode, the automatic stabilization systems operate
installed on the upper deck of the fuselage. as dampening systems to stabilize the helicopter with respect
to external forces (such as air turbulence, etc). In this mode,

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operation of the automatic stabilization systems does not axis, two synchro are installed on the cyclic roll axis and one
interfere with attitude changes controlled by the pilot. synchro is installed on the tail rotor control (yaw axis).
In the ATTD HOLD mode, the automatic stabilization systems The cyclic control system is equipped with two magnetic
are capable of maintaining the attitude of the helicopter, brakes (pitch and roll) units. The magnetic brakes, permit
providing the pilot with limited hands-off flying capabilities. The variation of cyclic stick reference point and also, create
pilot has the possibility of trimming the helicopter by operating artificial feel the force of which is proportional to the degree of
the beeper trim selector switch on the cyclic stick grip. cyclic stick movement.
The cyclic pitch control system incorporates two control tubes In the tail rotor control system is installed a magnetic brake
with stabilization actuators which function to stabilize the artificial feel unit which is almost identical to the cyclic
helicopter in response to electrical control signals supplied by magnetic brakes.
the stabilization system. Each control tube is composed of two Cyclic and tail rotor magnetic brakes are controlled by the F-
actuators independently connected each to one stabilization TRIM switch located on the pedestal; FTR switch on the cyclic
system thus assuring adequate helicopter stability in the event handgrip permits a temporary release of all magnetic brakes
of failure of one stabilization system. (pitch, roll and yaw).
The tail rotor pitch control system incorporates a control tube
with only one stabilization actuator which function to stabilize FLIGHT CONTROL SYSTEM CONTROLS AND
the helicopter in response to electrical control signals supplied INDICATORS
by one stabilization system.
The longitudinal cyclic actuators authority is 5,28% (with
PILOT AND COPILOT CYCLIC HANDGRIP
respect to the control total stroke), the lateral cyclic actuators
authority is 5,34%, while authority of the yaw actuator is Both pilot and copilot cyclic handgrips house:
7,12%. • FTR push-button switch: when pressed, causes release
The actuators are mounted in series in the control linkage and of the cyclic and tail rotor magnetic brakes.
therefore operate without altering the cyclic stick and the tail • Beeper trim selector switch: when operated provides
rotor pedals position. small pitch and roll attitude change when ATT mode is
The syncro-transmitters are devices which detect the rotation selected.
of the respective control to which they are connected by • Microphone/intercommunication trigger switch: when
means of links;two syncros are installed on the cyclic pitch pressed allows ICS and radio communication

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• Cargo release switch:raising the cover, arm the cargo • SEARCH LIGHT switch: when operated controls the
hook, when the internal switch is pressed, opens the power supply (OFF), extension up to 120° (ON) and fully
cargo release hook. retracted position (STOW) of the search light
• Master reset switch (with ids): when pressed, resets • SEARCH LIGHT selector switch: when operated
both master caution and master warning lights and awg. controls the extension/retraction (EXT, RETR) and left
• Wiper selector switch: when in centered position the and right direction (L,R) of the search light
wiper is off, in “LOW” the wiper motor opearates at low • FLOATS switch: when pressed the flotation bags are
speed, in “HIGH”, the wiper motor operates at high deployed
speed.
• Hoist switch: when moved “up” or “down”, raises or COPILOT COLLECTIVE SWITCH-BOX
lowers the hoist cable (with hoist powered) The copilot collective switch-box houses:
• Hoist cutter switch: raising the cover the cutter is armed, • RPM selector switch: : when operated provides the
pressing the internal button, cut the hoist cable. reference rotor speed maintained by the engine
• Engine power control: when operated provides
PILOT COLLECTIVE SWITCH-BOX automatic engine power settings (OFF, IDLE, FLIGHT,
The pilot collective switch-box houses: MAX). The throttle can also be used manually to set
• RPM selector switch: when operated provides the engine power required to keep rotor speed constant in
reference rotor speed maintained by the engine case of malfunction of the automatic system. In this
• Engine power control: when operated provides case can be opened by the pilot to the “MAX” position.
automatic engine power settings (OFF, IDLE, FLIGHT,
MAX). The throttle can also be used manually by the MISCELLANEOUS CONTROL PANEL
pilot to set engine power required to keep rotor speed The miscellaneous control panel, installed on the central
constant in case of malfunction of the automatic system. console, houses:
In this case can be opened up to the “MAX” position. • F-TRIM switch: when operated in ON position causes
• START push-button switch: when pressed provides the the engagement of the cyclic and tail rotor magnetic
automatic engine starting brakes (when aircraft is electrically powered)
• LDG LT switch: when operated switches on the landing
lights (OFF, FWD only the right light is OFF, BOTH left
and right lights are ON)

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ROTOR FLIGHT CONTROL SYSTEM

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FLIGHT CONTROL SYSTEM CONTROLS AND INDICATORS
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ROTORS FLIGHT CONTROL SYSTEM

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)

PILOT CYCLIC STICK GRIP

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CHAPTER
67
ROTOR FLIGHT CONTROL
SYSTEM
SECTION 11 - COLLECTIVE PITCH
CONTROL SYSTEM

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DESCRIPTION

The system is a conventional rigid control rod type and is

controlled by the collective lever located on the left side of the
pilot seats.
The lever consists of a shaped light-alloy tube incorporating
the engine power control and a switch box at the upper end.
The copilot collective lever is similar to the pilot with the
exception of the switch box.
The collective pitch control levers are fixed to a torque tube,
located beneath the left seat.
The torque tube is supported on the right side through the
adjustable friction unit and on the left side through the fixed
friction unit.
From the torque tube the movement is transmitted with a rod
installed vertically inside the left pillar tunnel to a bellcrank
located inside the forward end of the main support beam.
A rod, routed across the cabin roof, connects the bellcrank to
the mixing group.
The force required to move the collective control can be
adjusted by operating the adjustable friction knob located at
the base of the pilot collective lever only. The control can be
locked in any position by tightening the friction knob
completely.

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COLLECTIVE PITCH CONTROL SYSTEM
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CHAPTER
67
ROTOR FLIGHT CONTROL
SYSTEM
SECTION 12 - CYCLIC PITCH CONTROL
SYSTEM

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At the pivot points of these bellcranks are installed two fixed
DESCRIPTION friction units.
The two bellcranks are then connected to the mixing group by
two duplex stabilization actuators installed on the cabin roof.
The system is a conventional rigid control rod type and is
controlled by the cyclic control stick located in front of the pilot
seats.
The stick consists of a shaped light-alloy tube. At the upper
end of the stick is fitted an anatomic handgrip made of
synthetic material which houses a number of control switches.
The lower end of the stick is connected to a lever which is
installed on a support by means of a spherical bearing which
allows the stick to tilt in all directions.
The support is also used as a device to provide an adjustable
friction on the control through a knob located at the base of
the pilot stick only.
The control can be locked in any postion by tightening the
knob completely.
The pilot and copilot control stick and lever groups are
connected with a light alloy torque tube located in the
compartment beneath the cockpit seats.
Movement of the cyclic sticks is transferred, via the
interconnect torque tube, to a light alloy system of rods,
torque tube and bellcranks located in the compartment below
the cockpit seats.
Two rods, installed vertically inside the right pillar tunnel
connect this system with two bellcranks mounted on a bracket
inside the forward end of the right main support beam.

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CYCLIC PITCH CONTROL SYSTEM
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CYCLIC CONTROLS (PITCH OR ROLL) SCHEMATIC

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CHAPTER
67
ROTOR FLIGHT CONTROL
SYSTEM
SECTION 13 - MIXING CONTROL
SYSTEM

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DESCRIPTION Movements transmitted from the cyclic control system cause
inclination of the mixing lever pivoting on the carriage and
The system is conventional rigid type and incorporates a through a system linkage actuates the servo actuator valves
mixing group, controls rods and bellcranks. causing a differential retraction or extension of the servo
The mixing group is located on the roof of the helicopter and actuators rods.
is made of light-alloy. The combination of extension and retraction of the servo
The mixing group has the function of receiving movements actuators rods tilts the swashplate with a consequent cyclic
from the cyclic and collective pitch system, and transmitting change of the pitch angle of the main rotor blades.
them to actuate the servo-actuators. The system linkage interconnecting the mixing group with the
The mixing group main components are: the carriage, the servo actuators is composed by a number of rods, bellcranks
support and the mixing lever. The carriage is connected to the and supports made in light-alloy. The system runs across the
support via two links and is provided with attaching points for roof of the helicopter with the supports installed on the main
bellcranks and mixing lever. gearbox case.
The mixing lever consists of a central body and four arms.
Collective and cyclic pitch system movements are transmitted
to it, via the bellcranks installed on the carriage, which is
connected to the mixing lever assembly by a universal joint,
and by two small rods, which are connected to two arms of
the mixing lever assembly.
Movements transmitted from the collective control system
cause longitudinal movement of the carriage and of the
connected mixing lever and through a system linkage
actuates the servo actuator valves causing a corresponding
and equal retraction or extension of the servo actuators rods.
The extension or retraction of the servo actuator rods
connected to the swashplate pitch horn causes the upward or
downward movement of the swashplate changing collectively
the pitch angle of the main rotor blades.

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MIXING CONTROL SYSTEM
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CHAPTER
67
ROTOR FLIGHT CONTROL
SYSTEM
SECTION 21 - TAIL ROTOR CONTROL
SYSTEM

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DESCRIPTION

The system is a conventional rigid control rod type and is

controlled by two adjustable tail rotor pedals located on the
cockpit floor facing the pilot seats.
The pedals are fitted with a device for adjusting the distance
between the pedals and the pilot's seat.
The pilot and copilot pedals are attached to a support on
which they are hinged and connected to a bellcrank located
under the cockpit floor which combines pilot and copilot
inputs.
At the bellcrank pivot point is installed a fixed friction unit.
From this bellcrank the common movement is transmitted
through a linkage system composed of rods, bellcranks and
supports made in light alloy to a rod installed vertically inside
the left pillar tunnel.
The rod is connected with a bellcrank installed on the main
support beam.
The control linkage is then routed to the tail rotor servo
actuator located on the rear fuselage.
The extension or retraction of the servoactuator is transmitted
by a control linkage running inside the tail boom to the tail
rotor pitch change mechanism causing variation in the pitch of
tail rotor blades.

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TAIL ROTOR PITCH CONTROL SYSTEM (SHEET 4 OF 4)

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CHAPTER
67
ROTOR FLIGHT CONTROL
SYSTEM
SECTION 31 - SERVO CONTROL
SYSTEM

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GENERAL SERVO VALVE BINDING

The servo control system comprises the main rotor servo- in the event that a servo valve should bind in its sleeve it is
actuators and the tail rotor servo actuator. The servo- essential that the unaffected valve assembly can still be
actuators are powered from the flight control hydraulic moved and that a hydraulic lock cannot occur in the unit with
systems. the binding valve.
The design of the valve assembly prevents the occurrence of
COLLECTIVE/CYCLIC SERVO ACTUATORS the above.
When a control input is made, movement of the control input
Three “tandem” type hydraulic servo actuators are installed lever will cause the by-pass valve section of the affected
between mounting pads on the bell housing and the clevis assembly to move, compressing the spring between the two
ends on the arms of the non-rotating swashplate inner ring. valve sections, and permitting normal movement of the
Their function is to transmit collective and cyclic flight control unaffected valve assembly. The movement of the by-pass
selections to theswashplate utilizing the pressure energy from valve also ensures that a hydraulic lock will not form by
the hydraulic systems as the motive force. permitting flow of fluid from one side of the piston to the other,
The servo-actuators are identical, each consisting of two in the affected unit, redardless of the position in which servo
independent, but interconnected (through a common ram), valve are stuck.
units which can be operated together (in tandem) or In this condition there will be fluid flow through the check
individually (one system off). They are designed to operate in valves.
either the tandem or individual mode with no effect on control
efficiency. ANTI-TORQUE SERVO ACTUATOR

OPERATION The anti-torque servo-actuator is a single unit hydraulic

actuator installed on a suport bracket inside the aft left side of
This can be considered with pressure fluid being supplied to the baggage compartment. Its function is to transmit anti-
either botht or individual actuator units, since the operating torque flight control selections, through a linkage, to the tail
principles are identical. rotor pitch change mechanism, either utilizing the pressure
energy from hydraulic servo #1 if the system is on, or acting
as interconnect link when the system is off.

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OPERATION

This actuator can be operated in either hydraulic power “ON”

or “OFF” conditions.

SERVO VALVE BINDING

The operation of the valve assembly in this condition is the

same as that of the collective and cyclic actuators.

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MAIN ROTOR SERVOACTUATOR (SHEET 1 OF 2)

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MAIN ROTOR SERVOACTUATOR (SHEET 2 OF 2)
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MAIN ROTOR SERVO-ACTUATOR
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MAIN ROTOR SERVO-ACTUATOR VALVE BINDING

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TAIL ROTOR SERVO-ACTUATOR
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TAIL ROTOR SERVO-ACTUATOR SCHEMATIC
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CHAPTER
71
POWER PLANT
SECTION 00 - GENERAL

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and drive the AGB. The gases leaving the compressor turbine
GENERAL are accelerated again as they flow through the power turbine
vane ring. The power turbine provide rotational energy to
The PT6B-37A engine series is a lightweight turbine engine.
drive the main and tail rotors via a transmission. The
It drives one output shaft via a 2 stage Reduction Gearbox.
Reduction Gearbox reduces the power turbine speed (33,000
The heart of the engine consists of two major assemblies: the
rpm) to one suitable for the aircraft transmission (4,373 rpm).
Compressor Rotor assembly and the Power Turbine Rotor
Gases leaving the power turbine are expelled into the
assembly.The Compressor Rotor assembly has a
atmosphere by the exhaust duct. Engine shutdown is
compressor and a compressor turbine. The Power Turbine
accomplished by cutting the fuel going to the combustion
Rotor assembly has a power turbine and a power turbine
chamber.
shaft. The two assemblies are not connected together. They
The engine oil supply is contained in an integral oil tank,
turn at different speeds and in opposite directions. This
formed between the Accessory Gearbox and the inlet case,
design is referred to as a "Free Turbine Engine". It permits
which provides the oil to lubricate and cool all bearings and
the power turbine and aircraft main rotor to turn at a constant
gears.
speed while the fuel control system schedules any
A hydro-pneumatic fuel control metering unit, installed on the
compressor speed (N1) as necessary.
fuel pump regulates fuel flow to the fuel nozzles in response
Starter cranking torque is low, since only the compressor
to power requirements and flight conditions.
section rotates on start. The engine is started by engaging
The fuel system controls the main rotor speed by varying the
the starter mounted on the accessory gearbox.
engine's output as a function of the load demand set by the
The compressor pulls air in the engine via an annular plenum
pilot.
chamber (inlet case). The pressure increases across 3 axial
stages and one centrifugal impeller. The air is directed into Cases and flanges
the combustion chamber.
Air enters the combustion chamber via small holes and at the The PT6B-37A engine has 5 structural cases:
proper compressor speed, the fuel is sprayed in the • Accessory gearbox cases
combustion chamber. Two spark igniters located in the • Compressor inlet case
combustion chamber ignite the air-fuel mixture. The • Gas generator case
generated hot gases are then directed to the turbine area. • Exhaust case
At this point, ignition is turned off since a continuous flame • Reduction gearboxes cases
exists in the combustion chamber. The engine is divided into four main sections:
The hot expanding gases accelerate through the compressor • Cold section
turbine vane ring and cause the compressor turbine to turn

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• Hot section • Supply necessary power to the aircraft main and tail
• Reduction gearbox rotor transmissions
• Accessory gearbox • N2 at 100%: 33,000rpm

Main components and features Reduction gearbox

Accessory Gearbox • Two stages with idler gear reduction gearbox
• Driven by the compressor • Built in torque measurement system
• Drives engine accessories • Reduce the power turbine speed to a speed
satisfactory for the aircraft main and tail rotor
Compressor transmissions
• 3 axial stages plus 1 centrifugal impeller • Supply the drives for the power turbine (N2)
• Supply the necessary air pressure and flow, to governor and the N2 tachometer
sustain combustion and to cool hot section • Ns at 100%: 4,373rpm
components
Fuel and Control System
• Max. N1 (103.2%): 39,300 rpm
• Hydro pneumatic fuel control is mounted with the
Combustion chamber fuel pump on the Accessory Gearbox
• Annular • Stand alone fuel filter
• Reverse flow • FueI Filter
• Area for the combustion of the air-fuel mixture • Two operating modes: automatic (normal flight);
manual (emergency)
Compressor Turbine • Governing function
• Single stage turbine, turns clockwise (CW). Cold section
• Supply the power to drive the compressor
• Max. N1 (103.2%): 39,300 RPM The function is to supply the necessary mass of air at the
right pressure to the combustion chamber and all the
Power Turbine supporting systems.
Transmits the rotational energy from the compressor turbine
• Single stage turbine, turns counterclockwise (CCW) to drive the accessories mounted on the Accessory Gearbox
• lndependently of compressor turbine (free turbine)

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This section includes: P2.8 pressure, from the interstage compressor area, pushes
• Inlet case to open it.
• Compressor assembly P3 air flows through the valve and across 2 orifices (primary
• Compressor bleed valve and secondary). The valve closing point is achieved during
• Gas generator case engine acceleration when the pressure acting on the piston
The compressor draws air into the engine and compresses it, (modified P3) is sufficient to overcome the compressor
before delivery to the combustion chamber area. interstage pressure (P2.8).
As the compressor speed increases, modified P3 rises faster
Compressed air than P2.8, thus increasing the pressure acting on the piston
and gradually closes it. The N1 speed at which the valve
• Sustains combustion in order to produce the energy closes is a function of the primary and secondary orifice
necessary to turn the compressor and the power sizes.
turbine A larger secondary orifice requires more N1 speed (more P3
• Provides cooling air by hot section components pressure) to make the valve close.
• Provides air to seal bearing cavities
• Assists in the operation of the Fuel Control Unit Hot section
• Controls compressor bleed valve operation
The function of this section is to extract energy from the hot
• Provides heating for cabin use expanding gases to:
A compressor bleed valve is installed on gas generator case
• Drive the compressor turbine
to prevent compressor stall and surge below 91% N1.
• Drive the power turbine and the reduction gearbox
The valve consists of a a piston sliding on a guide pin inside a
This section includes:
housing to control the amount of interstage pressure (P2.8)
bled off from the compressor. A rolling diaphragm mounted • Combustion chamber
on the valve piston prevents leakage between P2.8 and the • Compressor turbine vane ring
piston chamber. • Compressor turbine
Three spring loaded damper bushings stabilize the piston • Power turbine vane ring
closing point. • Power turbine
Two forces act on the bleed valve piston: • Exhaust duct
Modified P3 air pressure, inside the bleed valve, pushes to The hot section of the engine comprises the components
close the bleed valve. down stream of the gas generator. Hot expanding gases
leaving the combustion chamber are directed towards the

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compressor turbine vane ring and hit the compressor turbine References
blades. The energy extracted by the compressor turbine wiIl
• Reduction ratio: 7.55:1
drive the compressor and AGB.
• N2 at 100%:33,000 rpm
Thereafter, gases travel across the power turbine vane ring
and hit the power turbine blades. Turbine rotation is • (MKII) N2 at 102%:33,660 RPM
transmitted to the output shaft via the power turbine shaft and • Ns at 100%: 4,373 rpm
the reduction gearbox. • (MKII)-Ns at 102%: 4,460 RPM
Gases leaving the power turbine are expelled to the • Max Ns (103%): 4,504 rpm
atmosphere through the exhaust duct. • Rotation: clockwise
A sprag clutch is installed on gearbox ouotput shaft to allow
Reduction gearbox the power section to drive the aircraft main transmission and
prevent the main rotor from driving the engine. Without the
The reduction gear box reduces the power turbine speed to a
clutch arrangement, the engine would be driven by the main
speed suitable for helicopter operation. One end of the output
rotor any time an autorotation is attempted. In addition, any
shaft wiII drive the main rotor head transmission and the
seizure of the engine would prevent the possibility of
other end wiII drive the tail rotor transmission.
autorotation.
It consists of:
The sprag clutch assembly is made up of a number of sprags
• Two stage with idler gear reduction system
which have a figure 8 shape. The vertical height of each of
• Magnesium alloy casings these sprags is slightly greater than the gap between the
• 11 main bearings (No. 5 through No.15) inside diameter of the outer race (Freewheel gearshaft) and
• Externally splined output shafts the outside diameter of the inner race (output gearshaft).
• Built in hydro mechanic torque measurement They are held in position by a cage assembly and spring
system Ioaded into the engaged position. This engaged position
The reduction gearbox provides drive for power turbine places the sprags against both races at a slight angle.
governor and for N2 tachometer generator. Rotation from the power section on the freewheel gearshaft
Installed at the bottom of gearbox, is a chip detector to detect Iocks the sprags between the outer and inner races and this
ferrous chip metal particles and warn operators of metal interference fit drives the output shaft.
contamination. If the output shaft attempts to drive the engine, the sprags wiII
Two engine mount fittings are bolted to gear box case lower be relieved and the output shaft wiII rotate without the engine.
lateral sides. The same would happen in the event of a power Iost of the
engine.

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Accessory gearbox for a level flight check at 130 KIAS or, if this condition is not
The accessory gearbox provides drive pads for the fueI attainable because engine MCP limits are first encountered,
at 100 KIAS. The heading of each chart contains the
pump/fueI control unit, starter generator, oil pressure and
scavenge pumps and N1 tachometer generator. procedure to be followed during the power assurance check.
Drives the centrifugal breather impelIer that separates air The hover check is performed prior to takeoff and the in-flight
from oil in the accessory gearbox. check is provided for periodic in-flight monitoring of engine
Provides support for the oil filler neck, oil to fueI heater, fuel performance. Either power assurance check method may be
filter, P3 filter, oil filter and chip detector. selected at the discretion of the pilot. It is the pilot
The accessory gearbox includes two magnesium casings with responsibility to accomplish the procedure safely, considering
gears and bearings. The casings are bolted to the inlet case. passenger load, terrain being overflown and the qualification
The cavity between the inlet case and accessory gear box, of persons on board to assist in watching for other air traffic
forms the engine oil tank. and to record power check data. If the hover check is failed
unsuccessful, engine performance is less than minimum
specification and performance data contained in flight manual
cannot be achieved.
REDUCTION RATIOS, 100% N1

Input N1 38,060 rpm CCW

Starter generator 11,155 rpm CW
Fuel Pump/FCU 6,352 rpm CCW
N1 tachometer 4.266 mm CCW

Power Assurance Check

The Power Assurance Check charts indicate if the engine
power available is within the limits established by the flight
manual.
A power assurance check should be performed daily.
Additional checks should be made if unusual operating
conditions or indications arise. Three power assurance charts
are provided, one for a hover check and the remaining charts

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POWER ASSURANCE CHECK- IN HOVER (TYPICAL)
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POWER ASSURANCE CHECK- IN FLIGHT 100 KIAS (TYPICAL)
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POWER ASSURANCE CHECK- IN FLIGHT-130 KIAS (TYPICAL)
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ENGINE LOCATION

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ENGINE LOCATION

ENGINE CUTAWAY

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STATIONS

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LEFT FRONT VIEW
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RIGHT FRONT VIEW

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ACCESSORY AND REDUCTION GEARBOX DRIVE

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REDUCTION GEARBOX
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ACCESSORY GEARBOX

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CHAPTER
71
POWER PLANT
SECTION 11 - COWLING INSTALLATION

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DESCRIPTION
The cowling installation consists of a forward
transmission cowling, rear transmission cowling, an air
intake cowling, forward and rear engine cowlings and
exhaust ejectors.The transmission cowlings are secured
to the structure by means of fasteners. The rear
transmissioncowling is provided with the upper
anticollision light housing, the starter-generator air intake
screen and two latched ispection doors located on each
side.The air intake cowling is secured to the structure
with attaching hardware. The cowling is provided with the
engine air intake screens.The forward enginecowling is
secured to the structure by means of fasteners. A latched
inspection door is located on the right hand side of the
cowling.The engine exhaust ejectors, one on each side,
protrude from the central cowling and are secured to the
engine case by means of attaching hardware.The aft
engine cowling secured to the structure by means of
fasteners is provided with an inspection door located on
its top.

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ENGINE/TRANSMISSION COWLING INSTALLATION

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CHAPTER
71
POWER PLANT
SECTION 21 - ENGINE MOUNTS

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DESCRIPTION AND OPERATION
The engine mounts connect the three attaching points on the
engine , one forward below accessory gearbox and two in the
aft section on the reduction gearbox, to the helicopter
structure.
The aft engine mount consists of a bipod on the right hand
side and a tripod on the left hand side. The bipod and the
tripod are composed by alluminum tubes, bonded and riveted
to steel adapter at the top and to steel rod ends at the bottom.
The bipod and tripod are connected to the airframe through
steel fittings, shimmed with peelable shim.
The forward engine mount located on the bottom side of the
engine consists of two rods connected to accessory gearbox
by means of a crosshead and to the airframe fitting through a
pivoting lever. The two forward rods are composed by an
aluminum tube bonded and riveted to two steel rod ends.

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ENGINE MOUNT INSTALLATION

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CHAPTER
71
POWER PLANT
SECTION 31 - FIRE WALLS

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DESCRIPTION
The engine incorporates three titanium firewalls: the front
fireseal, the center fireseal and the aft fireseal.
The engine firewalls pourpose is to separate the engine cold
section, respect to the engine hot section.
The firewalls are part of the engine and each one consists of
two parts: one upper section and a lower section.

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ENGINE FIREWALLS

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CHAPTER
73
ENGINE FUEL AND
CONTROL
SECTION 00 - GENERAL

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Fuel from the aircraft tank is sent to the fuel heater via the air-
GENERAL frame boost pump. From the fuel heater, fuel is heated and di-
rected to the fuel filter and pump. The fuel pump sends the fuel
to the fuel control unit which meters the correct amount of fuel.
The purpose of the engine fuel system is to provide the engine
Metered fuel is then delivered to the fuel flow divider and fuel
with clean fuel at the required pressure and flow to permit con-
nozzles.
trol of engine power.
The fuel system function is to maintain the power turbine
The system main components are:
speed (N2), and therefore the rotor speed constant. As collec-
• Fuel heater
tive pitch is changed, the load on the power turbine changes
• Fuel filter tending to change its speed. The gas generator (N1) must then
• Fuel pump correct for this tendency by changing its own speed accord-
• Fuel control unit FCU & governor (N1) ingly to supply the power required to maintain a constant out-
• Fuel accumulator put shaft speed.
• Fuel flow divider The engine fuel filter is a 10 micron non- metallic disposable
• Fuel nozzles type provided by a piston type by pass valve set to open at 2,7
• Power turbine mechanical governor (N2) ÷ 3 PSID if filter get obstructed.
• P3 filter A 10 micron cleanable type P3 filter is installed in the fuel con-
• ECC (Electronic Engine Control Unit) trol unit pneumatic section. The filter bowl is equipped with a
• Electronic Governor drain valve which remains open during compressor washes.
To adjust fuel at correct pressure and flow are necessary the The PT6B-37A has three means of control. Through a selec-
following inputs and parameters: tion switch (EEC/MEC) located on pilot collective stick switch
• Power lever position (twist grip) box the pilot can use either an electronic automatic mode, the
• N1 speed electronic engine control (EEC) mode, or a simplified me-
• N2 speed chanical automatic mode, the mechanical engine control
• Nr speed (MEC) mode.
• P3 air In EEC mode the Nf (NR) is kept constant at 100% (102% for
• Torque A119 MKII).In EEC mode, Nf governing is done by the elec-
tronic engine control (EEC) unit, through a torque motor in the
• Collective position to N2 Governor
electronic governor.

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In MEC mode, Nf governing is done by the mechanical Nf a modulating torque motor commanded by ECC. In backup
governor, with a mobile Nf lever, normally linked to the collec- “MEC” mode, the Nf speed is controlled by the mechanical Nf
tive lever (CPL). governor.
Finally, in case of a fuel control malfunction , the pilot can use Nf overspeed protection capability is provided by the mechani-
the Fuel Control Unit’s (FCU) Manual Override System (MOS) cal Nf governor. Nf is limited in function of Nf speed and Nf
to modulate fuel flow. lever position by the mechanical dual flapper Nf governor. Nf
This system allows the pilot to increase or decrease the engine overspeed protection is active in both MEC mode and EEC
power by rotating the twist grip above or below the FLY posi- mode.
tion. To move twist grip above FLY position is necessary to
disengage a twist grip mechanical lock. Controls and indicators
The manual override system does not duplicate the normal The engine fuel filter is provided by a differential pressure
fuel control functions. The pilot will have to compensate for ro- switch, which in case of filter obstruction, causes illumination
tor blade loads that are related to pedal inputs or rotor blade of “FUEL FLTR” caution light. The caution light is activated
pitch changes by turning the twist grip. Manual override acts when differential pressure between inlet and outlet ports of fil-
directly on the fuel metering valve of the control unit to inter exceeds 2,8 PSI. When “FUEL FLTR” caution lights the fuel
crease or decrease fuel flow. filter must be replaced.
The EEC is a single channel Digital Electronic Engine Control The following cockpit indications are activated by the EEC con-
unit installed on cabin RH side roof, which in conjunction with trol logic:
the FCU and a network of sensing devices, controls the power
turbine speed, via the reset pressure Pg, in response to the EEC Failure
load demanded by the rotorcraft’s rotor system.
The EEC provides electronic interface between the engine When the EEC detects a critical hardware failure within the
sensors and effectors, as well as discrete communication inter- control system, a reversion to MEC mode of control is com-
faces between the engine and rotorcraft. manded and the “EEC Failure” caution light indication is acti-
The electronic governor is a unit installed on engine accessory vated (latching signal).
gearbox, electrically controlled by the EEC, and connected to
the Pg air pressure line of the mechanical Nf governor installed
on reduction gearbox. In “EEC” mode the electronic governor
controls the Pg pressure and at the end Nf speed, by means of

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EEC Degraded
When the EEC detects a non-critical hardware failure within
the control system, the “EEC Degraded” caution light indication
is activated (latching signal).

MEC Operation
When the EEC detects MEC mode of operation, the “MEC
Operation” caution light indication is activated. There are three
situation where MEC may be used:
• MEC selection by the pilot
• at the beginning of an engine start (NF < 30%)
• EEC critical failuire (reversion to MEC)

EEC Operation (Only for Without IDS)

Operation in EEC automatic mode, which is the normal operat-
ing mode for the PT6B-37A engine, is displayed through the
“EEC operation” advisory light indication.

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ENGINE FUEL SYSTEM
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FUEL SYSTEM SCHEMATIC
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ENGINE CONTROL SYSTEM

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ENGINE CONTROL SYSTEM

ENGINE CONTROL SYSTEM

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EEC INTERFACE
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ENGINE INDICATIONS (WITH IDS)
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CHAPTER
74
IGNITION DISTRIBUTION
SYSTEM
SECTION 21 - IGNITION DISTRIBUTION
SYSTEM

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DESCRIPTION CABLE ASSEMBLIES

The ignition distribution system provides the engine with quick The two high tension cable assemblies provide connection
light-ups over a wide temperature range. The system consists between the exciter and the engine-mounted spark igniters.
of an exciter, two high tension cable assemblies and two plug The leads are encased in a flexible metal braiding with
igniters. The system is energized from the aircraft 28V dc coupling nuts at each end.
supply and will operate in the 9 to 30 V range.

SYSTEM COMPONENTS PLUG IGNITERS

Ignition exciter The two plug igniters are mounted in a floating housing on the
gas generator case adjacent to the fuel manifold at the 4
The ignition exciter, remote-mounted on the airframe, is a o’clock and 11 o’ clock positions and protrude into the domed
sealed unit containing the electronic circuitry required to end of the combustion chamber liner. The igniters are
transform the 28V dc input to a pulsed high voltage output connected to the ignition exciter by the two cable assemblies.
necessary to start combustion.
When the energy stored in the exciter raches a predetermined
level, an arc is produced across a gap. This allows the stored
energy to be discharged to the igniters through a step-up
transformer network. This network is designed such that if one
igniter is open or shorted, the remaining igniter will continue to
function. The exciter will also discharge automatically should
either of both igniters fail or if input voltage is switched off.

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IGNITION DISTRIBUTION SYSTEM
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CHAPTER
76
ENGINE CONTROLS
SECTION 00 - GENERAL

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via the bellows sections and results in a change in
GENERAL fuel flow. To move twist grips beyond “FLY” position,
is necessary to disengage a lock first by positioning
The engine control system comprises:
it on “MAN” position. With the lock in “NORM”
• The gas producer control system
position the throttles stop at “FLY” position.
• The droop compensation control system The “NORM/MAN” lock is located on pilot collective stick only.
The gas producer control system incorporates two twist grips The gas producer control is provided also by an idle stop and
(throttles) on pilot/copilot collective sticks, which are an idle stop release located on pilot, collective stick. To shut
connected to the fuel control unit gearbox by means of a down the engine, pilot must return the twist grip in the “OFF”
teleflex cable. position and to do this he has to disengage the idle stop by
An RVDT (Rotary Variable Differential Transformer), is pushing down the idle stop release .
installed on FCU gearbox. It detects the twist grip “Flight” The droop compensator control consists of a mechanical input
position and enable the electronic engine control for the NF from the collective control (mixing unit) transmitted to the
governing, through the electronic governor. Each twist grip power turbine mechanical governor through a push tube, a
has four significant positions, (PLA), with reference to FCU: torque shaft with compensation cam, a linear actuator, a lever
• OFF: – 5° ≤ PLA ≤ 5°, fuel flow to the engine is and a teleflex cable.
shut off The movements of the collective pitch lever is transmitted to
• IDLE: PLA = 15 ° (deadband between 12° and the control lever on the engine power turbine mechanical
20°), initiates fuel flow and allows the engine to governor to maintain rotor speed during collettive pitch
run up to ground idle (GI), NG = 23000 ± 200 rpm changes.
= 61 ± 1% A linear actuator, installed in the system, allows adjustment of
• FLIGHT: PLA = 60°, selected by the pilot prior to N2 speed without moving the collective pitch lever.
flight operations and allows modulation of Wf The actuator is controlled by the rotor beep trim switches
as commanded by the Nf governor. installed on the collective levers switch boxes. Acting on beep
• MANUAL OVERRIDE: 5° ≤ PLA ≤ 110° (Cut Off to trim switches, pilots can change rotor speed from 93% to
Max Fuel Flow), the Manual Override System 102%. The rotor beep trim switch is operative in the MEC
(MOS) is operated in the event of a fuel system operation mode only.
malfunction. In that case any movement of the PLA
affects directly a change of the metering valve area

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The compensation cam maintains and stabilizes the
preselected Nf RPM, by changing governor control as
collective pitch is increased or decreased.
Installed into the pilots seat box LH side, is a linear variable
differential transformer (LVDT). The LVDT is connected to the
collective control torque shaft though a lever with a clamp,
and it send an electrical signal to EEC proportional to the
collective lever angle (power request).

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2 AUTOMATIC MODES OF OPERATION:
- ELECTRONIC ENGINE CONTROL MODE (EEC
MODE): NORMAL MODE OF OPERATION
Major components involved:
THROTTLE, EEC, LVDT, RVDT, ELECTRONIC
GOVERNOR, FCU

- MECHANICAL ENGINE CONTROL MODE (EEC

MODE): IN CASE OF ELECTRONIC CONTROL
SYSTEM FAILURE
Major components involved:
THROTTLE, DROOP COMPENSATOR CAM, DROOP
COMPENSATOR ACTUATOR, MECHANICAL
GOVERNOR, FCU

1 MANUAL MODE OF OPERATION:

-
MANUAL OVERRIDE SYSTEM MODE (MOS
MODE): IN CASE OF FCU MALFUNCTION (NR
DROOP)
Major components involved:
THROTTLE, FCU

ENGINE MODE OF OPERATION

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POWER CONTROL SCHEMATIC

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GAS GENERATOR CONTROL
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ENGINE CONTROLS AND INDICATORS (WITHOUT IDS)
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ENGINE CONTROLS AND INDICATORS (WITH IDS)
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TWIST GRIP OPERATION
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DROOP COMPENSATION CONTROL-MEC MODE OF OPERATION

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DROOP COMPENSATION CONTROL SYSTEM

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CHAPTER
77
ENGINE INDICATING SYSTEM
SECTION 00 - GENERAL

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• 5 minutes) 103.2 %
GENERAL • Transient (Red Dot 30 sec) 103.8 %
The purpose of the system is to: The N1 indicator is electrically connected to a tachometer
Provide the pilot with indications concerning the engine generator installed on the accessory gearbox. The generator
parameters during flight and provide the required data for tachometer generates a voltage of variable frequency in
Helicopter Engine Condition Trend Monitoring and relation to the N1 rotation speed.
performance check on the ground. When the N1 speed is ≤ 53 ± 2%. The “ENG OUT” warning
Different systems are designed into the engine to transmit light will appear on the warning panel, with an associated
signals such as torque, Inter Turbine Temperature, audio signal.
compressor rotor speed, power turbine speed, etc. All these The N2 indicator outer scale shows the power turbine
signals are sent electrically to the instrument panel in the rotational speed in percent of the maximum rating, with the
cockpit. following operating range:
The engine indicating system comprises the following • Minimum (Red Mark) 95%
indicators: • Cautionary (Yellow Arc) 95% to 99%
• Compressor rotor speed (N1) indicator • Cautionary (Yellow Arc) (MKII) 95% to 101%
• Power turbine speed (N2) indicator • Continuous (Green Arc) 99% to 101%
• Oil temperature and pressure indicator • Continuous (Green Arc)(MKII)101% to 103%
• Torque indicator • Cautionary (Torque < 50%) 101% to 103%
• Inter Turbine Temperature (ITT) indicator • Cautionary (Torque < 50%) (NO MKII)
The N1 indicator shows the rotational speed of the compressor • Maximum (Red Mark) 103%
turbine in percent of the maximum rating, with the following • Transient (Red Dot 10 sec,) 108%
operating range: The N2 indicator is electrically connected to a tachometer
• Minimum in autoration (red mark) 51% generator installed on the reduction gearbox , which generates
• Cautionary (autorotation only)(yellow arc) a voltage of variable frequency in relation to the power turbine
51% to 60% speed.
• Continuous (green arc) 60 to 100,1% The torque indicator provides an indication of the torque
• Take Off (Yellow arc 5 minutes) 100.1 to applied to the engine output shaft in percent, with the following
103.2% operating range:
• Max Take OFF (Red Mark • Continous (Green arc): 0 to 100%

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• Take Off (Yellow arc 5 minutes): 100 to 108.5%
• Max take off (5 minutes Red Mark) 108.5%
• Transient (Red Dot 6 sec): 115%
The torque indicator is electrically connected to a torquemeter
transmitter installed on the reduction gear box. The transmitter
receives the engine torquemeter oil pressure and transforms it
into an electrical signal directed to the indicator.
The interturbine ITT indicator shows, in celsius degrees, the
gas temperature at the gas generator outlet (T5).
The gas temperature is measured between the compressor
and power turbines.
The indicator is electrically connected to a trim compensator
and 8 chromel-alumel thermocouples installed on engine.
As temperature increases, as increasing voltage is generated
at the chromel/alumel junction of each thermocouple. The
signal is sent to the trim compensator where it is corrected and
then transmitted to the cockpit gauge.
The ITT indicator has the following operating range:
• Maximum continuous: 755°C
• Take-off (Yellow Arc 5 minutes): 755 to 810°C
• Max take-off (Red Mark 5 minutes): 810°C
• Transient (Red Dot 5 sec.): 860°C
• Transient at starting (red triangle) (2 seconds max
above 870°) 1090 °C

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ENGINE INDICATING SYSTEM CONTROLS AND INDICATORS (WITH IDS)
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ENGINE INDICATING SYSTEM CONTROLS AND INDICATORS (WITH IDS)

ENGINE INDICATORS (WITH IDS)

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ENGINE INDICATORS (WITHOUT IDS)
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EDU 1- ENGINE POWER TURBINE SPEED (N2) (AW119 MKII)
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BACK-UP DUAL TACHOMETER INDICATOR AW119 MKII

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ENGINE TORQUEMETER TRANSDUCER ADJUSTMENT
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ENGINE POWER INDICATING SYSTEM
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TEMPERATURE SENSING HARNESS
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ITT TRIM COMPENSATOR BOX
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CHAPTER
79
ENGINE OIL SYSTEM
SECTION 00 - GENERAL

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AGUSTAWESTLAND PROPRIETARY/FOR TRAINING PURPOSE ONLY A119-PWPT6-TR-SER-A00
• The No.1 bearing and Accessory Gearbox are
GENERAL lubricated with pressure oil directed through cored
The function of engine oil system is to supply a flow of filtered passages and transfer tubes.
oil to the power section and reduction gearbox in order to • Pressure oil is sent to the fuel heater via a minimum
cool, clean and lubricate bearings and gears. It also provides pressure valve located at the 2 o’clock position on
oil pressure for the torquemeter indicating system. the air inlet case.
• An oil transfer tube located at the bottom, right hand
DESCRIPTION side of the engine delivers pressure oil to the
bearings No.2,3,4 in the power section and oil to
The engine oil system consists of a pressure system, a bearings No.5 through 15 in the reduction gearbox.
scavenge system and a breather system. These provide a
• The torquemeter system located inside the
constant supply of clean oil to the engine bearings,
Reduction Gearbox is also supplied by the oil
torquemeter system, reduction and accessory drives gears.
pressure system.
The oil tank is integrated in the engine air inlet case and
incorporates a drain plug to permit oil drainage. SCAVENGE SYSTEM
The oil lubricates and cools the bearings and carriesany
extraneous matter to the oil filter where it is stopped from The scavenge system incorporates 4 gear type pumps. two
further circulation. Two chip detectors, one located in the pumps are located inside the Accessory Gearbox and the
accessory gearbox and the other in the reduction gearbox other 2 are externally mounted on the Accessory Gearbox.
detect ferrous metal particles and warm operators of metal • No.1 bearing scavenges into the Accessory
contamination. Gearbox sump by gravity.
• No.2 bearing scavenges into the Accessory
PRESSURE SYSTEM Gearbox by a pump equipped with a relief valve to
Oil is drawn from the oil tank and pumped through a gear type prevent flooding of the bearing cavity.
pump. Oil pressure is then delivered to the oil filter equipped • No.3, 4 and 5 bearings scavenges into the
with a check valve and a bypass valve. At the filter outlet, oil Accessory gearbox sump by a pump.
separates into several paths: • The reduction gearbox scavenges into the oil tank
by a pump via the airframe oil cooler.

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• The Accessory Gearbox sump scavenges into the Located in the cooler return oil line is a temperature switch
oil tank by a pump via the airframe oil cooler and an which lights the caution segment “ENG OIL HOT”, when oil
external line. temperature EXCEED 105° C.
The oil cooler is located on the L.H. engine deck and is cooled
by a blower driven by main transmission accessory gearbox,
through an aluminium shaft. The engine cooler is provided by
a thermostatic bypass valve adjusted at 80 ÷ 90° C (thermal
function) and 35 ÷ 52 PSID (bypass function). The valve
allows the cold oil to bypass cooler and permits oil flow in
case of cooler obstruction.

CONTROLS AND INDICATORS

Analog/digital indications are presented on EDU#2, for oil
temperature and pressure indications.
A double gage is installed on instrument panel for oil
temperature and pressure indication (without IDS). The oil
temperature is detected by a thermobulb located on
accessory gearbox LH side, while oil pressure is detected by
a pressure transmitter connected to an external oil pressure
line. Connected to the same fitting is also a pressure switch,
which in case of low oil pressure (below 80 PSI), will activate
the caution segment “ENG OIL PRESS”. Two chip detectors,
one located in the accessory gearbox and the other in the
reduction gearbox detect metal particles in the oil. Each chip
detector operates an independent caution segment the two
segments are labelled “ENG AGB CHIPS” and “ENG RGB
CHIPS”.

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ENGINE OIL SUPPLY SYSTEM SCHEMATIC (WITH IDS)

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ENGINE OIL SUPPLY SYSTEM SCHEMATIC (WITHOUT IDS)
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OIL SYSTEM SCHEMATIC
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OIL FILTER LOCATION
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ENGINE OIL SYSTEM REPLENISHING AND DEPLETING POINTS
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ENGINE OIL SYSTEM
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OIL SYSTEM CONTROLS AND INDICATORS
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ENGINE OIL SYSTEM CONTROLS AND INDICATORS (WITH IDS)

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ENGINE OIL SYSTEM CONTROLS AND INDICATORS (WITH IDS)
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OIL SYSTEM CONTROLS AND INDICATORS
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