Ec135 T2-Plus FLM en 2016.01.27 D1

FLIGHT MANUAL EC 135 T2+
To:
All holders of
Flight Manual EC 135 T2+
CHANGE INSTRUCTIONS
Revision No. 12.1; JAN 27, 2016
w Change procedure:
1. Remove/insert all pages affected by this revision in accordance with the attached filing list.
Pages having an entry in the EFFECTIVITY column may exist in two or more different versions.
The EFFECTIVITY feature on the page heading indicates which page applies to your particular
helicopter configuration. Check the EFFECTIVITY features of each sheet (front and back page)
and determine which sheet applies to your helicopter. Insert that sheet in the binder. Discard only
those sheets which do not apply.
NOTE D Do not discard pages having an effectivity statement, e.g. After SB ...... that
at present may not apply to the helicopter unless however, it is absolutely
certain that the stated Service Bulletin will never be incorporated, or any other
stated condition will never apply.
2. Confirm the completion by entering date and signature in the RECORD OF REVISIONS, in the
RECORD OF SUPPLEMENT REVISIONS and in the RECORD OF TEMPORARY REVISIONS.
3. Destroy all pages replaced by this revision to prevent their inadvertent use.
NOTE D With this publication two revisions 12 and 12.1 are published.
D Revision 12 of the Pilots Checklist corresponds to Revision 12.1 of the Flight
Manual.
w Revision Highlights:
Section
Description of Change
Preliminary Pages
Changes to reflect revisions 12 and 12.1

Due to a clear separation of EASA and DOAapproved pages list of
effective pages (LEP) shows a new column Approved by. (see also OOM)
Two
Additional fuel temperature limitation

Contents added for fuel quantities
Three
CHECK ENG caution inserted

Minor changes
Four
Unlatching the collective in OEI condition
page - 1
Section
Seven
Nine (FMS)
Description of Change
NEW engine control panel
Minor changes
Subsection 9.0, additional compatibility and performance data
LOS 9.1, changes to reflect this FMS-revision
FMS 9.1-4, OEI Training; Rev. 5, 25.01.2016
FMS 9.16, Limitations (T/O GM 2950kg), Rev. 4, 18.12.2015
FMS 9.1-8, OEI Training ... T/O up to 2950 kg; Rev. 2, 25.01.2016
LOS 9.2, changes to reflect this FMS-revision
FMS 9.2-20, External hoist system; Rev. 3.1, 17.12.2015
FMS 9.2-58, MARMS; Rev. 2.1, 02.12.2015
FMS 9.2-59, Standard cockpit illumination; Rev. 1.2, 27.01.2016
FMS 9.2-82, Weather Radar System RDR1600; Rev. 0.1, 27.01.2016
FMS 9.2-86, NVIS/NVG; Rev. 6.1, 15.01.2016
FMS 9.2-99, Mechanical Air Conditioning Unit; Rev. 1.1, 27.01.2016
FMS 9.2-112, Garmin GTN 650/750...; Rev. 1, 20.01.2016
FMS 9.2-117, External hoist system...; Rev. 1.1, 17.12.2015
FILING LIST
Sheets/Pages
to be
removed
Temp.
Rev. No.
EFFECTIVITY /
DATE /
REMARK
PRELIMINARY PAGES
Sheets/Pages
to be
inserted
Temp.
Rev. No.
Temporary Revision
LOTR -1/
8/
LETRP-1/
8/
SECTION 4 Temporary Revision

4-11
4-23
page - 2
EFFECTIVITY /
DATE /
REMARK
Sheets/Pages
to be
removed
Rev. No.
EFFECTIVITY/
DATE
Sheets/Pages
to be
inserted
Rev. No.
EFFECTIVITY/
DATE
PRELIMINARY PAGES
LOR -1/LOR - 2
11.4/11.6
LOR -1/LOR - 2
11.4/12.1
LEP 1/LEP 2
11.6/11.6
LEP 1/LEP 2
12.1/12.1
LEP 3/LEP 4
11.6/11.6
LEP 3/LEP 4
12.1/12.1
LEP 5/LEP 6
11.6/11.6
LEP 5/LEP 6
12.1/12.1
LEP 7/LEP 8
11.6/11.6
LEP 7/LEP 8
12.1/12.1
LEP 9/
LEP 9/
12.1/
OOM 1/OOM 2
11/11
OOM 1/OOM 2
12.1/12.1
OOM 3/OOM 4
11/11
OOM 3/OOM 4
12.1/12.1
SECTION 2
TOC 2
complete
Section 2
2-7 to 2-18
2-35/2-36
up to 10
9/11
TOC 2
complete
Section 2
2-7 to 2-18
2-35/2-36
up to 12
up to 12
9/12
SECTION 3
TOC 3
complete
Section 3
complete
up to 11
up to 11
TOC 3
complete
Section 3
complete
up to 12.1
up to 12.1
SECTION 4
TOC 4
complete
Section 4
complete
up to 11
up to 11
TOC 4
complete
Section 4
complete
up to 12.1
up to 12.1
SECTION 7
TOC 7
complete
Section 7
complete
up to 11.6
up to 11.6
TOC 7
complete
Section 7
complete
up to 12.1
up to 12.1
SECTION 9
9.0
11.5
9.0
12.1
SECTION 9.1
LOS 9.1
complete
FMS 9.1-4
complete
11.5
up to 4
LOS 9.1
complete
FMS 9.1-4
complete
12.1
up to 5
page - 3
Sheets/Pages
to be
removed
FMS 9.1-6
page 1 to 6
page 17 to 24
41/
FMS 9.1-8
complete
Rev. No.
up to 3
up to 1
3/
up to 1
EFFECTIVITY/
DATE
Sheets/Pages
to be
inserted
FMS 9.1-6
page 1 to 6
page 17 to 24
41/
FMS 9.1-8
complete
Rev. No.
up to 4
up to 4
4/
up to 2
SECTION 9.2
LOS 9.2
complete
FMS 9.2-20
page 1 to 4
page 19 to 22
FMS 9.2-58
complete
FMS 9.2-59
complete
FMS 9.2-82
complete
FMS 9.2-86
complete
FMS 9.2-99
complete
FMS 9.2-112
complete
FMS 9.2-117
complete
page - 4
11.6
up to 3
up to 2
up to 2
up to 1.1
0
up to 6
up to 1
up to 0.1
0
LOS 9.2
complete
FMS 9.2-20
page 1 to 4
page 19 to 22
FMS 9.2-58
complete
FMS 9.2-59
complete
FMS 9.2-82
complete
FMS 9.2-86
complete
FMS 9.2-99
complete
FMS 9.2-112
complete
FMS 9.2-117
complete
12.1
up to 3.1
up to 3.1
up to 2.1
up to 1.2
up to 0.1
up to 6.1
up to 1.1
up to 1
up to 1.1
EFFECTIVITY/
DATE

Log of Revisions
LOG OF REVISIONS
FIRST ISSUE
REVISION
ORIGINAL
FEB 21, 2006
(EASA Approval No. see title page)
REVISION
7
JUN 11, 2010
(EASA Approval No. 10030335)
REVISION
SEP 25, 2006
REVISION
7.1
JUL 27, 2010
REVISION
1
OCT 24, 2006
(EASA Approval No. R.C.01899)
REVISION
7.2
OCT 26, 2010
REVISION
7.3
JAN 12, 2011
REVISION
7.4
MAR 09, 2011
0.1
REVISION
1.1
JAN 11, 2007
REVISION
1.2
MAR 16, 2007
REVISION
1.3
JUN 15, 2007
REVISION
2
JUL 23, 2007
(EASA Approval No. R.A.01338)
REVISION
2.1
OCT 04, 2007
REVISION
3
NOV 27, 2007
REVISION
4
FEB 18, 2008
REVISION
5
JUN 10, 2008
(EASA Approval No. R.A.01475 & R.A.01480)
REVISION
5.1
OCT 21, 2008
REVISION
6
DEC 05, 2008
REVISION
6.1
FEB 26, 2009
REVISION
6.2
MAY 04, 2009
REVISION
6.3
OCT 23, 2009
6.4
FEB 15, 2010
REVISION
8
JUL 05, 2011
REVISION
8.1
NOV 11, 2011
REVISION
8.2
FEB 22, 2012
REVISION
9
MAR 23, 2012
REVISION
10
JUL 17, 2012
REVISION
10.1
NOV 07, 2012
REVISION
10.2
FEB 08, 2013
REVISION
10.3
JUL 04, 2013
REVISION
10.4
NOV 22, 2013
REVISION
11
MAY 12, 2014
(EASA Approval No. 10048914, REV. 1)
REVISION
11.1
JUL 25, 2014
REVISION
11.2
NOV 13, 2014
REVISION
11.3
MAR 03, 2015
CONTINUED
EASA APPROVED
Rev. 11.4
LOR - 1

Log of Revisions
LOG OF REVISIONS (CONTINUED)
REVISION
11.4
MAY 07, 2015
REVISION
11.5
JUN 25, 2015
REVISION
11.6
SEP 24, 2015
REVISION
12
DEZ 18, 2015
REVISION
12.1
(see entry below)
REVISION 12.1
Date: JAN 27, 2016
Revision No. 12.1 to FLM reference revision 12 is approved under authority of DOA No.
EASA.21J.034.
LOR - 2
EASA APPROVED
Rev. 12.1
FLIGHT MANUAL
EC 135 T2+
LIST OF EFFECTIVE PAGES APPROVED DATA (PART 1)

NOTE
N, R, or D indicate pages which are New, Revised or Deleted respectively. Remove and
dispose of superseded pages, insert the latest revision pages and complete the Record of
Revisions as necessary.
The column Approved by which is only shown for approved pages shows either the
approving authority (e.g. EASA) or, in case of minor changes according to DOA No.
EASA.21J.034, DOA.
Page
Title
Approving Authorities
Title
Manual Content
LOR 1
R LOR 2
ROR 1 thru 2
ROSR 1 thru 10
R LEP 1 thru 6
R LEP 7 thru 9
ROTR 1 thru 2
ROIV 1 thru 6
ROOT 1 thru 4
R OOM 1 thru 4
APPROVED
Rev. 12.1
Approved by
EASA
DOA
DOA
DOA
DOA
Rev
Remarks/Effectivity
No.
4
1
4
2
11.4
12.1
12.1
12.1
Brazilian registered h/c only
Log of Revisions
Log of Revisions
Record of Revisions
Record of Supplement Revisions
List of Effective Pages (part 1)
List of Effective Pages (part 2)
Record of Temporary Revisions
Record of Installed Software
Versions
Record of oil types

12.1 Organization of the Manual
LEP 1
FLIGHT MANUAL
Page
EC 135 T2+
Approved Rev Remarks/

by
No. Effectivity
Page
2-7
Section 1
EASA
1-i/
(1-ii
blank)
1-1
EASA
1-2
EASA
1-3
EASA
1-4
EASA
1-5
EASA
1-6
EASA
1-7
EASA
1-8
EASA
1-9
EASA
1-10
EASA
1-11
EASA
1-12
EASA
1-13
EASA
1-14
EASA
1-15
EASA
1-16
EASA
1-17
EASA
11
1-18
EASA
11
1-19
EASA
1-20
EASA
1-21
EASA
1-22
EASA
Section 2

by
No. Effectivity
EASA
12
2-8
EASA
2-9
EASA
10
2-10
EASA
2-11
EASA
12
2-12
EASA
12
2-13
EASA
2-14
EASA
12
2-15
EASA
12
2-16
EASA
2-17
EASA
12
2-18
EASA
2-19
EASA
2-20
EASA
2-21
EASA
2-22
EASA
2-23
EASA
2-24
EASA
2-25
EASA
2-26
EASA
2-27
EASA
2-28
EASA
2-29
EASA
2-30
EASA
2-31
EASA
2-32
EASA
2-33
EASA
2-34
EASA
2-i
EASA
2-35
EASA
2-ii
EASA
12
2-iii/
(2-iv
blank)
2-1
EASA
2-36
EASA
12
EASA
11
2-2
EASA
2-3
EASA
2-4
EASA
2-5
EASA
2-6
EASA
LEP 2
Section 3
R
R
R
R
3-i
3-ii
3-iii
3-iv
3-1
3-2
3-3
DOA
DOA
DOA
DOA
EASA
EASA
EASA
12.1
12.1
12.1
12.1
12
7
7
APPROVED
Rev. 12.1
FLIGHT MANUAL
Page
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
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R
R
R
R
R
R
3-4
3-5
3-6
3-7
3-8
3-9
3-10
3-11
3-12
3-13
3-14
3-15
3-16
3-17
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3-19
3-20
3-21
3-22
3-23
3-24
3-25
3-26
3-27
3-28
3-29
3-30
3-31
3-32
3-33
Approved
by
EASA
EASA
EASA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
DOA
Rev Remarks/
No. Effectivity
10
3
5
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
12.1
Page

by
No. Effectivity
R 3-44
DOA
12.1
R 3-45
DOA
12.1
R 3-46
DOA
12.1
R 3-47
DOA
12.1
R 3-48
DOA
12.1
R 3-49
DOA
12.1
R 3-50
DOA
12.1
R 3-51
DOA
12.1
R 3-52
DOA
12.1
R 3-53
DOA
12.1
R 3-54
DOA
12.1
R 3-55
DOA
12.1
R 3-56
DOA
12.1
R 3-57
DOA
12.1
R 3-58
DOA
12.1
R 3-59
DOA
12.1
R 3-60
DOA
12.1
R 3-61
DOA
12.1
R 3-62
DOA
12.1
R 3-63
DOA
12.1
R 3-64
DOA
12.1
R 3-65
DOA
12.1
R 3-66
DOA
12.1
R 3-67
DOA
12.1
R 3-68
DOA
12.1
R 3-69
DOA
12.1
N 3-70
DOA
12.1
Section 4
R 3-34
DOA
12.1
R 3-35
DOA
12.1
R 4-i
DOA
12.1
R 3-36
DOA
12.1
4-ii
EASA
11
R 3-37
DOA
12.1
R 4-1
DOA
12.1
R 3-38
DOA
12.1
R 4-2
DOA
12.1
R 3-39
DOA
12.1
4-3
EASA
R 3-40
DOA
12.1
4-4
EASA
R 3-41
DOA
12.1
4-5
EASA
R 3-42
DOA
12.1
4-6
EASA
R 3-43
DOA
12.1
4-7
EASA
APPROVED
Rev. 12.1
EC 135 T2+
LEP 3
FLIGHT MANUAL
Page
EC 135 T2+

by
No. Effectivity
Page

by
No. Effectivity
4-8
EASA
10
5-6
EASA
subsection 5.1
4-9
EASA
12
5-7
EASA
subsection 5.1
4-10
EASA
12
5-8
EASA
subsection 5.1
4-11
EASA
12
5-9
EASA
subsection 5.1
4-12
EASA
5-10
EASA
subsection 5.1
4-13
EASA
12
5-11
EASA
subsection 5.1
4-14
EASA
5-12
EASA
subsection 5.1
R 4-15
DOA
12.1
5-13
EASA
subsection 5.1
4-16
EASA
5-14
EASA
subsection 5.1
4-17
EASA
12
5-15
EASA
subsection 5.1
4-18
EASA
10
5-16
EASA
subsection 5.1
4-19
EASA
11
5-17
EASA
subsection 5.1
4-20
EASA
11
5-18
EASA
subsection 5.1
4-21
EASA
11
5-19
EASA
subsection 5.1
4-22
EASA
11
5-20
EASA
subsection 5.1
4-23
EASA
12
5-21
EASA
subsection 5.1
R 4-24
DOA
12.1
5-22
EASA
subsection 5.1
R 4-25
DOA
12.1
5-23
EASA
subsection 5.1
4-26
EASA
11
5-24
EASA
subsection 5.1
R 4-27
DOA
12.1
4-28
EASA
11
5-25
EASA
subsection 5.1
4-29
EASA
5-26
EASA
subsection 5.1
4-30
EASA
12
5-27
EASA
subsection 5.1
4-31
EASA
5-28
EASA
subsection 5.1
4-32
EASA
10
5-29
EASA
subsection 5.1
4-33
EASA
10
5-30
EASA
subsection 5.1
4-34
EASA
5-31
EASA
subsection 5.1
5-32
EASA
subsection 5.1
5-33
EASA
subsection 5.1
Section 5
5-i
EASA
5-34
EASA
subsection 5.1
5-ii
EASA
5-35
EASA
subsection 5.1
5-iii
EASA
5-36
EASA
subsection 5.1
5-iv
EASA
5-37
EASA
subsection 5.1
5-1
EASA
11
subsection 5.1
5-38
EASA
subsection 5.1
5-2
EASA
10
subsection 5.1
5-39
EASA
subsection 5.1
5-3
EASA
subsection 5.1
5-40
EASA
subsection 5.1
5-4
EASA
subsection 5.1
5-41
EASA
subsection 5.1
5-5
EASA
subsection 5.1
5-42
EASA
subsection 5.1
LEP 4
APPROVED
Rev. 12.1
FLIGHT MANUAL
Page
5-43
5-44
5-45
5-46
5-47
5-48
5-49
5-50
5-51
5-52
5-53
5-54
5-55
5-56
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5-58
5-59
5-60
5-61
5-62
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5-64
5-65
APPROVED
Rev. 12.1

by
No. Effectivity
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
7 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
7 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
Page
5-66
5-67
5-68
5-69
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5-73
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5-75
5-76
5-77
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5-79
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5-84
EC 135 T2+

by
No. Effectivity
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
EASA
0 subsection 5.1
continued in part 2
LEP 5
FLIGHT MANUAL
EC 135 T2+
Page
Approved by
Rev
Remarks/Effectivity
No.
Section 9
Supplements 9.1
EASA and/or
DOA
EASA and/or
DOA
F details
d t il see LEP inside
i id each
h
For
supplement
supplement.
and
Supplements 9.2
LEP 6
APPROVED
Rev. 12.1
FLIGHT MANUAL
EC 135 T2+
LIST OF EFFECTIVE PAGES MANUFACTURERS DATA (PART 2)

NOTE
N, R, or D indicate pages which are New, Revised or Deleted respectively. Remove and dispose of superseded pages, insert the latest revision pages and complete the Record of Revisions as necessary.
Page
5-85
Rev Remarks/
No. Effectivity
2 subsection 5.2
5-86
subsection 5.2
5-87
subsection 5.2
5-88
subsection 5.2
5-89
subsection 5.2
5-90
subsection 5.2
5-91
subsection 5.2
5-92
subsection 5.2
5-93
subsection 5.2
5-94
subsection 5.2
5-95
subsection 5.2
5-96
subsection 5.2
5-97
subsection 5.2
5-98
subsection 5.2
5-99
subsection 5.2
5-100
subsection 5.2
5-101
subsection 5.2
5-102
subsection 5.2
5-103
subsection 5.2
5-104
subsection 5.2
5-105
subsection 5.2
5-106
subsection 5.2
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subsection 5.2
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subsection 5.2
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subsection 5.2
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subsection 5.2
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subsection 5.2
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subsection 5.2
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subsection 5.2
5-114
subsection 5.2
5-115
subsection 5.2
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subsection 5.2
MANUFACTURERS DATA
APPROVED
Rev. 12.1
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Effectivity
subsection 5.2
subsection 5.2
subsection 5.2
subsection 5.2
Section 6
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EC 135 T2+
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Section 11
Appendices
STCs
R 9.0
12.1
R Log of Supple12.1
ments (LOS 9.1)
R Log of Supple12.1
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MANUFACTURERS DATA
APPROVED
Rev. 12.1
L E P 9/(L E P 10 blank)

Organization of the Manual
ORGANIZATION OF THE MANUAL

1.
GENERAL
To achieve the required degree of safety, this manual must be used in conjunction with
the relevant regulations covering aircraft operation, such as aerial navigation laws in the
operators country.
It is essential for the crew to become familiar with the contents of this manual, special
certification requirements and any information specific to customized configurations, and
to check all revisions and related requirements.
2.
PAGE NUMBERING
The numbering of pages within each section consists of the section number or
designation, a dash and the consecutive number of the page beginning with 1; e.g. for
Section 3: 3-1, 3-2, etc.
Figures are likewise numbered consecutively by section, such as Fig. 3-1, Fig. 3-2, etc.
Exceptions:
The numbering of the Table of Contents pages preceding each section in this
manual consists of the section number, a dash and the consecutive Roman numeral
(lower case) of the page, beginning with i; e.g. for Section 3: 3-i, 3-ii, etc.
The page numbers of the Flight Manual Supplements and Appendices consist of
the section number, a dash, the number of the Supplement/Appendix, a dash and
the consecutive number of the page; e.g. for FMS 9.1-17: 9.1-171, 9.1-172, etc.
Figures within a Flight Manual Supplement and Appendix are numbered

consecutively, such as Fig. 1, Fig. 2, etc.
The numbers of blank reversed pages are printed on the preceding page by using dual
page numbering; e.g. 3-9 / (3-10 blank).
If, at a later date, pages have to be added to the initial printing, the new pages may carry
the number of the preceding page plus a letter suffix; e.g. 2-6A, 2-6B, etc.
2.1
Flight Manual Supplements (FMS)

Each FMS is self-contained and corresponds in its general arrangement to the basic Flight
Manual, but only additional information or different data will be the subject of an FMS.
Each FMS, although complete in nature, shall therefore be used in conjunction with the
basic Flight Manual.
A Log of Supplements is provided for each applicable subsection as an index listing the
current supplements.
Rev. 12.1
OOM - 1

The manufacturer retains the right to convert optional equipment to standard equipment
at any time as a product improvement program. FLM coverage of the converted optional
equipment, however, will remain as an FMS in Section 9 and also as an optional
equipment item entry in the Equipment List. An entry in the STD EQPT EFFECTIVITY
column of the Log of Supplements is used to indicate the converted optional equipment
by providing an effectivity statement of the affected helicopters.
FMSs of non-installed optional equipment and FMSs of non-intentioned special
operations, need not to be carried in the helicopter. These FMSs can be filed in the
binder EXTRANEOUS FLIGHT MANUAL SUPPLEMENTS.
2.2
Flight Manual Appendices (FMA)

Each FMA is self-contained and corresponds in its general arrangement to the basic Flight
Manual, but only additional information or different data will be the subject of a FMA.
Each FMA, although complete in nature, shall therefore be used in conjunction with the
approved Flight Manual.
When two or more Appendices are issued, a Log of Appendices will be provided as an index
listing the current Appendices.
3.
EFFECTIVITY STATEMENTS
3.1
Definition of Effectivity identification

The contents of this Manual applies to all the EC 135 helicopter model variants listed on
the title page and defined in this Section. However, certain portions of the manual may
apply to only specific models, variants, serial numbered helicopters, etc... Therefore, an
effectivity identification system is used to indicate where differences brought about by
helicopter modifications, Service Bulletins, customer options, variations of the basic
model helicopter, etc. occur within the manual.
This system comprises effectivity statements, identified by the word EFFECTIVITY
followed by the definition of applicability. The applicability may be defined using:
a specified model or variant type,
an eight-digit numeric indicator,
a Service Bulletin (SB) modification number, and/or
a clear text definition.
The eight-digit numeric indicator begins with the four digits of the lowest assigned
manufacturer s serial number, to indicate first effectivity, and ends with the four digits of
the highest assigned manufacturers serial number, to indicate last effectivity, of an
unbroken sequence of assigned serial numbered helicopters. A hyphen is shown
between the two numbers. Open ended effectivity is indicated by 9999 in the last
effectivity, e.g. 0415-9999 indicates helicopter serial number S-415 and subsequent.
An SB effectivity is indicated as either Before SB... or After SB... meaning respectively
before and after incorporation of the specific numbered Service Bulletin on the helicopter.
OOM - 2
Rev. 12.1

3.2
Method of indicating Effectivity

The amount of manual coverage required by the differences brought about by model,
variants or modification differences (effectivity) varies from small or minor (portions of
text) to extensive (entire pages). Therefore, the effectivity statements may apply to
portions of a page or an entire page.
Effectivity statements applying to portions of a page immediately precede and are
located in the extreme left hand margin directly above the text to which they relate. When
the defined applicability ends, an effectivity statement defined as All is used to mean
that the information following applies again to all models, variants, etc. as listed on the
FLM title page or, when applicable, as defined by the page effectivity statement.
Effectivity statements applying to the entire page content will be located at the bottom of
the page adjacent to the page number. Pages that are applicable for the basic series
helicopter therefore, will not have an effectivity statement at the bottom of the page.
3.3
Incorporating pages having entire page Effectivity statements

Compare the effectivity statements of those pages having identical page numbers and
determine which page(s) applies to your helicopter (front and backpage, if necessary).
Insert that page(s) in the FLM binder. Discard the page(s) which does not apply.
NOTE
4.
Do not discard pages having a page effectivity statement After SB...... that
at present may not apply to the helicopter unless however, it is absolutely
certain that the stated Service Bulletin will never be incorporated.
REVISION SERVICE
This manual is kept up-to-date by revisions and temporary revisions.
4.1
Revisions
Revisions are issued periodically. They are printed on white paper and are incorporated
into the Manual in accordance with a Change Instructions sheet which need not be
inserted in the Manual. Revisions are numbered consecutively beginning with the No. 1.
4.2
Temporary Revisions
Temporary revisions are provided to transmit information between revisions. They are
printed on yellow paper and are accompanied by a Change Instructions sheet and an
updated List of Effective Temporary Revisions page.
Temporary revisions are numbered consecutively beginning with the No. 1; e.g. Temp.
Rev. 1, Temp. Rev. 2, etc...
4.3
Revisions of Supplements
Revisions of Supplements are issued as required. They are independent from revisions
of the Basic Manual. Revisions of Supplements are numbered consecutively beginning
with the No. 1 (The original is Rev. 0). They are printed on white paper and are
incorporated into the Manual in accordance with a Change Instructions sheet which
need not to be inserted in the Manual.
Rev. 12.1
OOM - 3

4.4
Identifying revised material

Changes (except as noted below) to the text and tables (including new material on
added pages) are indicated by a vertical line in the outer margin.
Change symbols will not be shown for:
Introductory material.
Correction of minor inaccuracies, such as spelling, punctuation, relocation of

material, etc., unless such correction changes the meaning of instructive information
and procedures.
Changes to illustrations (except diagrams and schematics) may be indicated by a

miniature pointing hand. A vertical line next to changed text and callouts on illustrations
may be used in lieu of a pointing hand.
4.5
Procedure for minor changes in the Flight Manual

In the event of minor changes according to DOA No. EASA.21J.034 and changes on
manufacturers data pages, AIRBUS HELICOPTERS is authorized by EASA to release a
revision which needs not to be certified by the authorities. In this case the procedures for a
normal revision apply, except of the revision number mentioned on the LEP and on the
bottom of each page which follows the rules stated below:
Example: Supplement 9.224, last revision was Rev. 4, afterwards on page 4 a typing error
was found and has been corrected. The revision for the minor change is numbered with the
next subsequent revision number (here 4.1), which has to be mentioned on the respective
page and on the LEP. The next normal revision, approved by EASA (with a corresponding
approval number), will be Rev. 5.
Page
R
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by
No.
Remarks/
Effectivity
Page
Approved Rev
by
No.
9.2-24-1
EASA
9.2-24-5
EASA
9.2-24-2
DOA
4.1
9.2-24-6
EASA
9.2-24-3
EASA
9.2-24-7
EASA
9.2-24-4
DOA
4.1
9.2-24-8
EASA
Remarks/
Effectivity
Page approval status

Approved pages are marked with APPROVED on the bottom of the page. Pages
containing manufacturers data are marked with MANUFACTURERS DATA. For the
approved pages the LEP gives the details about the approval.
OOM - 4
When the page is approved by an authority (e.g. EASA) the LEP shows EASA in
column Approved by.
When the page is approved by AIRBUS Helicopters under authority of DOA No.
EASA.21J.034 the LEP shows DOA in column Approved by. See as example
table above.
Rev. 12.1

LIMITATIONS
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
Page
2.1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1
2.2
KINDS OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1
2.3
BASIS OF CERTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1
2.4
MINIMUM FLIGHT CREW / MAXIMUM NUMBER OF OCCUPANTS . . . . . . 2 - 1
2.5
FLIGHT WITH OPTIONAL EQUIPMENT INSTALLED . . . . . . . . . . . . . . . . . . . 2 - 1
2.6
MASS AND LOAD LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2
2.6.1
Maximum gross mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2
2.6.2
Minimum gross mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2
2.6.3
Loading limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2
2.6.4
Tie-down ring limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2
2.7
CENTER OF GRAVITY LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3
2.7.1
Longitudinal center of gravity limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3
2.7.2
Lateral center of gravity limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 4
2.8
AIRSPEED LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 5
2.8.1
Forward flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 5
2.9
ALTITUDE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 6
2.10
ENVIRONMENTAL OPERATING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . 2 - 7
2.10.1
Ambient air temperature limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 7
2.10.2
Demisting system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 7
2.10.3
Icing conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 7
2.10.4
Battery temperature limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 7
2.11
ROTOR RPM LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 8
2.12
ENGINE AND TRANSMISSION POWER LIMITATIONS . . . . . . . . . . . . . . . . . 2 - 9
2.13
OTHER ENGINE AND TRANSMISSION LIMITATIONS . . . . . . . . . . . . . . . . 2 - 10
2.13.1
Engine starter / generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 10
2.13.2
Ground power starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 10
APPROVED
Rev. 8
2i

LIMITATIONS
Page
2.14
FUEL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11
2.14.1
Fuel viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11
2.14.2
Fuel temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11
2.14.3
Fuel specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11
2.14.3.1 Primary fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11

2.14.3.2 Secondary fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 12
2.14.4
Fuel altitude-temperature envelope and restrictions . . . . . . . . . . . . . . . . . . . . 2 - 14
2.14.5
Fuel additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 15
2.14.6
Fuel quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 17
2.15
OIL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 18
2.15.1
Oil specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 18
2.15.2
Oil quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 18
2.15.3
Engine oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 18
2.15.4
Engine oil temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 18
2.15.5
Main transmission oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 19
2.15.6
Main transmission oil temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 19
2.16
HYDRAULIC SYSTEM LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 19
2.16.1
Hydraulic fluid specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 19
2.16.2
Hydraulic system quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 19
2.17
OPERATIONAL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 20
2.17.1
Rotor starting and stopping in high wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 20
2.17.2
Slope operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 20
2.17.3
Hover turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 20
2.17.4
Collective override stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 20
2.17.5
Prohibited flight maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 20
2.17.6
Operation with Gross Mass (GM) above 2835 kg . . . . . . . . . . . . . . . . . . . . . . 2 - 20
2.17.7
Operational information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 20
2.18
INSTRUMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 21
2.18.1
Analog instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 21
2.18.1.1 Airspeed indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 21

2.18.1.2 Triple tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 21
2.18.2
VEMD displayed instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 22
2.18.2.1 First Limit Indicator (FLI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 22

2.18.2.2 Engine/transmission oil temperature/pressure bar graph indicators . . . . . . . 2 - 24
2.18.2.3 Engine/transmission oil temperature/pressure bar graph markings . . . . . . . 2 - 25
2.19
2 ii
PLACARDS AND DECALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 26

APPROVED
Rev. 12

LIMITATIONS
LIST OF FIGURES
Fig. 2-1
Allowable C.G. Envelope (longitudinal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3
Fig. 2-2
Allowable C.G. Envelope (lateral) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 4
Fig. 2-3
Never-exceed speed (VNE kt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 5/6
Fig. 2-4
Primary Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11
Fig. 2-5
Altitude-temperature envelope for primary fuels . . . . . . . . . . . . . . . . . . . . . 2 - 14
Fig. 2-6
Minimum engine oil temperature (versus fuel temperature)

required for power application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 15
Fig. 2-7
Anti-icing additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 16
Fig. 2-8
FLI marking symbology on analog display . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 22
Fig. 2-9
Digital data display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 23
Fig. 2-10
Typical bar graph display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 24
Fig. 2-11
Engine/transmission oil temperature/pressure bar graph markings . . . . . 2 - 25
APPROVED
Rev. 8
2 iii/( 2 iv blank)

Limitations
2.10
ENVIRONMENTAL OPERATING CONDITIONS
2.10.1
Ambient air temperature limitations

Minimum air temperature is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35_C
NOTE
If the helicopter is cold soaked for more than one hour below 19_C, respect
fuel temperature limitations for engine starting (see Para. 2.14.2).
Maximum air temperature is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA+ 39_C

(max. + 50_C)
For OAT 30_C . . . . . . . . . . . . . . . . . . . . . . . . cockpit ventilation must be set to maximum
Pull for Heating/Defog lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Push
If Air Condition Unit (9.238) is not installed, Pull for Air lever . . . . . . . . . . . . . . . . Pull
If Air Condition Unit (9.238) is installed, AIR COND sw . . . . . . . . . . . . . . . . . . . . . . . ON
EFFECTIVITY
For Transport Canada registered helicopters only
It is prohibited to start the rotorcraft following exposure to temperatures less than 27 C

for more than one hour.
NOTE
If the helicopter is cold soaked for more than an hour below 27 C, the helicopter has to be heated up inside a hanger for a sufficient period before start up
and/ or by careful use of a hot air generator so that the temperature of all helicopter systems is increased above 27 C.
Aircraft ambient temperature limits are also affected by fuel temperature limits, 2.14.2.
The helicopter shall not be operated at ambient temperatures below the minimum fuel
temperature for the fuel in use.
EFFECTIVITY
2.10.2
All
Demisting system
An approved heating system for demisting must be installed.
2.10.3
Icing conditions
Flight into icing conditions is prohibited.
2.10.4
Battery temperature limits

For engine start-up at outside air temperatures below 20C using the aircraft battery,
the aircraft battery shall be preheated to at least 20C.
APPROVED
Rev. 12
2-7

Limitations
2.11
ROTOR RPM LIMITATIONS

WARNING MAIN ROTOR LEADLAG RESONANCE MAY OCCUR IN THE 6068%
ROTOR RPM RANGE. WHEN ROTOR RPM IS WITHIN THIS RANGE, ANY
STIMULATION OF LEADLAG OSCILLATION MAY RESULT IN SEVERE
DAMAGE OF THE MAIN ROTOR BLADES. THEREFORE, MAINTAIN THE
CYCLIC STICK IN NEUTRAL POSITION AND THE COLLECTIVE IN FULL
DOWN POSITION.
Power ON
CONDITION
Power OFF
Minimum Transient (max. 20 s)
85 %
Minimum Continuous
1500 kg GM < 1900 kg
1900 kg GM
97 %
97 %
80 %
85 %
Maximum Continuous
104 %
106 %
Maximum Transient (max. 20 s)
112 %
RPM Warning Light and AUDIO Warnings:

NR RPM
RPM-Light
AUDIO-Tone
Reset
NR 97 %
ON
Intermittent Low
Yes
NR 106 %
Flashing
Gong
Yes
NR 112 %
Flashing
Continuous High
No
NOTE D In normal Power On operation the rotor speed is governed automatically as

a function of density altitude (see Sec. 7 Engine Control System).
D Observe High NR mode for GM above 2835 kg in Sec.7.
2-8
APPROVED
Rev. 8

Limitations
2.12
ENGINE AND TRANSMISSION POWER LIMITATIONS

Engine:
Turbomeca ARRIUS 2B2
Transmission: Zahnradfabrik Friedrichshafen AG (ZF) FS 108
FLI
Marking
Engine Operating Limits
Transmission
(Helicopter)
Limits
max.
torque
max.
TOT
(Gasgenerator)
(Output Shaft)
_C
min. 60
min. 85 (20
sec)
max. 108 (20
sec)
CONDITION
Starting Transient
(max. 5 sec)
11.0
895
Starting
8.5
810
Transient
max.
N1-SPEED/
max. 102
(5 sec)
Partial power
(max. 2 x 10 % torque)
2 x 10
max.
N2-SPEED
106
All Engines Operating

Takeoff Power (5 min)
VvVy
10.0 2)
2 x 78
897
86.1 100
104
Max. Continuous Power
9.02)
2 x 69
879
85.3 99
104
30 sec. Power1)
13.5 2)
1 x 1283)
1024
91.7 105
104
2.0 min. Power1)
13.0 2)
1 x 125
994
91.7 103.5
104
Max. Contin. Power
11.02)
1 x 89.5
942
87.4 101.3
104
One Engine Inoperative
1) Max. torque, max. N1 and max. TOT are logged automatically by the EECU. Read out
the stored values from the EECU and record duration and maximum value in the helicopter and engine logbook. For information and maintenance action refer to the Engine Maintenance Manual and the helicopter Maintenance Manual. Use of this OEI
Power settings may significantly reduce the engine life time.
2) Markings for torque, TOT and nN1 only.
3) When the 128% torque limit has been exceeded, read out the stored values from the
EECU and record duration and maximum value in the helicopter logbook. For information and maintenance action refer to the helicopter Maintenance Manual.
NOTE D When reaching topped values on FLI, the pilot has to respect the RPM values
with the collective.
D A transient AEO TOP power limit of 2 x 82% torque (10.4 FLI) has been established for VvVy and unintended use of max. 10 seconds duration only. Exceeding of any one of those limits requires maintenance action (refer to the
maintenance manual)
CAUTION
APPROVED
Rev. 10
THE OEI POWER RATINGS ARE LIMITED TO USE ONLY AFTER

FAILURE OF AN ENGINE EXCEPT OF THE MCP VALUES WHICH MAY
2-9

Limitations
ALSO BE USED FOR TRAINING OR DEMONSTRATION PURPOSES.

EXCEEDANCE OF THE OEI MCP VALUES MAY REQUIRE
MAINTENANCE ACTION.
2.13
OTHER ENGINE AND TRANSMISSION LIMITATIONS
2.13.1
Engine starter/generator
When starting engines, the starter energize time is the time which elapses between initiation of the starter and ignition in the turbine.
When performing engine ventilation, the starter energize time is the time which elapses
while the starter switch is placed to the VENT position.
To prevent starter overheat damage, the starter energize time is limited as follows:
EFFECTIVITY
If 25 Ah or 26 Ah or 27 Ah battery is installed.
30
60
30
60
30
30
EFFECTIVITY
If 40 Ah or 44 Ah battery is installed or when using ground power unit.

15
30
15
30
15
30
EFFECTIVITY
seconds ON
seconds OFF
seconds ON
seconds OFF
seconds ON
minutes OFF
seconds ON
seconds OFF
seconds ON
seconds OFF
seconds ON
minutes OFF
All.
The 30 minute cooling period is required before beginning another starting cycle.
Maximum continuous load per generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 A
PA > 15000 ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 A
2.13.2
Ground power starts

The current flow shall be limited to 700 A as a maximum, when using 28V DC ground
power units for starting.
CAUTION
2 - 10
CONNECT EPU ONLY IF BATTERY IS CONNECTED.
APPROVED
Rev. 8

Limitations
2.14
FUEL LIMITATIONS
2.14.1
Fuel viscosity
Maximum fuel viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 cSt
2.14.2
Fuel temperature
Minimum fuel temperature for engine starting (primary fuels, TS1, T1, T2) . . . . . . 19_C
Minimum fuel temperature for engine starting
(secondary fuels except TS1, T1, T2) . . . . . . . . . . . . . . . . . . . . . . 35_C
2.14.3
Fuel specifications
NOTE
Specifications apply to the latest index, latest amendment in force.
Fuel conforming to the following specification is authorized for use:

2.14.3.1 Primary fuels
Using these primary fuels (see Fig. 2-4), the engine shall operate satisfactorily
throughout the altitude-temperature envelope (see Fig. 2-5):
TYPE OF
FUEL
SPECIFICATION
Primary Fuels
NATO
symbol
USA
UK
CIS
Kerosene-50
(AVTURFSII)
JP-8
F 34
MILDTL-83133
DEFSTAN
91-87
DCSEA134
Kerosene-50
(AVTUR)
JET A-1
F 35
ASTM D1655
JET A-1
DEFSTAN
91-91
DCSEA134
Kerosene
ASTM D1655
JET A
High flash point

Kerosene JP-5
(AVCAT-FS II)
F 44
MIL-DTL-5624
JP-5
DEFSTAN
91-86
DCSEA144
Fig. 2-4
Primary Fuels
NOTE D It is the operators responsibility to make certain that the fuel used contains an
anti-icing additive when necessary (see Para. 2.14.5). Additional antiicing
additives shall not be added to pre-blended fuels.
D Normally JP5/JP8 fuels are preblended with anti-icing additives.
APPROVED
Rev. 12
2 - 11

Limitations
2.14.3.2 Secondary fuels

JET B, JP 4; T2:
Fuel temperature range . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35_C to + 32_C
Max. Pressure Altitude (without TU 751) installed) . . . . . 10000 ft
Max. Pressure Altitude (with TU 75 installed) . . . . . . . . . . 5000 ft
TS1, T1:
Max. Pressure Altitude (without TU 75 installed) . . . . . . . 10000 ft
1) TU
2 - 12
75: Fueloil heat exchanger kit from Turbomeca
APPROVED
Rev. 12

Limitations
INTENTIONALLY LEFT BLANK
APPROVED
Rev. 8
2 - 13

Limitations
2.14.4
Fuel altitude-temperature envelope and restrictions (Primary fuels)
Special inflight restart procedure

for F34, F35, F44 and Jet A
(see Sect. 3).
Engine starting envelope restriction

(see Para. 2.14.2).
20000
17500
PRESSURE ALTITUDE (ft)
15000
Primary fuels only

12500
10000
7500
5000
2500
TU75 installed
0
2500
40
35
30
25
20
15
10
10
15
20
25
30
35
40
45
50
55
EC135_FLH_0483_R
Envelope for primary fuels

Helicopter operating limitation
Envelope for secondary fuels
Envelope for secondary fuels with TU75 installed
Altitudetemperature envelope limitation
Fig. 2-5
NOTE
2 - 14
Altitude-temperature envelope for primary and secondary fuels
Observe Para. 2.14.5 for use of additives.
APPROVED
Rev. 12

Limitations
2.14.5
Fuel additives
Anti-icing fuel additives:
EFFECTIVITY
Before SB EC13511010 or SB EC13571027
No fuel additives required for fuel temperatures down to 115C.

NOTE
When using fuels without anti-ice additive for fuel temperatures between 115C
and 205C, a minimum engine oil temperature has to be reached depending on
fuel temperature according to Fig. 2-6.
Engine oil warm up should be performed with collective fully down and engines
in IDLE or FLIGHT.
Minimum fuel temperature (
C)
10
12
15
15
19
20
SHADED AREA MUST BE AVOIDED !

25
30
5
Fig. 2-6
10
20
30
40
50
60
Minimum oil temperture ( C)
70
80
85
Minimum engine oil temperature (versus fuel temperature) required for power application
APPROVED
Rev. 12
2 - 15

Limitations
EFFECTIVITY
After SB EC13511010

NOTE
EFFECTIVITY
When using fuel without anti-icing additive for fuel temperaturesv13_C, a minimum engine oil temperature of + 50_C for continuous operation must be
reached.
After SB EC13571027

NOTE
EFFECTIVITY
reached. It is permissible to apply low power when the engine oil temperature
reaches 10_C (0_C for 3cSt oil) to reduce the ground run time.
All
Respect para. 2.15.4 for engine oil warm up.

When operating with a fuel temperature out of the approved fuel limitations one of the
following antiicing additives is required:
When using fuels with anti-icing additives (pre-blended or added) it has to be assured
that the following requirements are fulfilled:
Concentration by volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max 0.15%, min 0.10%
NOTE
Observe FLM Sec. 8 para. 8.2.

Fuel System Anti-Icing Additives/ Icing Inhibitors (FSII)
Type
NATO
symbol
Joint
Service
Designat
EGME
S748
DiEGME
S1745
USA
UK
FRANCE
CIS
AL31
MIL-I27686 or
MIL-DTL27686
DERD
2451
AIR
3652
AL41
MIL-I85470 or
MIL-DTL85470
DEF STAN
68-252
AIR
3652
Fig. 2-7
2 - 16
Specifications
Anti-icing additives
APPROVED
Rev. 8

Limitations
2.14.6
Fuel quantities
Fuel mass values are based on a fuel density of 0.8 kg/liter (8.018 lb/gal (imp.);
6.676 lb/gal (U.S.)).
EFFECTIVITY
For helicopters with 680 liters fuel tank
TANK
TOTAL FUEL
USABLE FUEL
liters
kilograms
liters
kilograms
Main
565.0
452.0
560.75
448.60
Supply
115.0
92.0
109.80
87.80
Totals
680.0
544.0
670.55
536.40
EFFECTIVITY
TOTAL FUEL
USABLE FUEL
liters
kilograms
liters
kilograms
Main
593.1
474.50
588.85
471.10
Supply
116.9
93.50
111.70
89.30
Totals
710.0
568.00
700.55
560.40
4.25
2 x 2.6
9.45
kilograms
3.4
2 x 2.1
7.6
UNUSABLE FUEL
liters
4.25
2 x 2.6
9.45
kilograms
3.4
2 x 2.1
7.6
All
CAUTION
APPROVED
Rev. 12
liters
TANK
EFFECTIVITY
UNUSABLE FUEL
PRIMARY SOURCE FOR FUEL QUANTITY INFORMATION IS THE

DISPLAYED DIGITAL VALUE. THE PICTORIAL INDICATION HAS TO BE
CONFIRMED BY THE DIGITAL VALUE.
2 - 17

Limitations
2.15
OIL LIMITATIONS
2.15.1
Oil specifications
Oil Type / Specifications
Engine
Refer to TM ARRIUS 2B2 Maintenance

Manua l
For 5 cST visco. oil the Temp. Range is -30 5C up to 50C;
For 3 cST visco. oil the Temp. Range is -35 5C up to 30C.
ZFN L 3001: ZF Oil specification for

aviation gearboxes
Main Transmission
NATO O156; MIL-PRF-23699
Fenestron
Gearbox
for: 35_CvOATv50_C
for: 30_CvOATv50_C
NOTE
2.15.2
or ZFN L 3001: ZF Oil specification for aviation gearboxes

MIL-PRF-6086; Air - 3525 B;
NATO O155;
Do not mix different oil specifications when refill.
Oil quantities
Liters*
Engines (each tank)
Main Transmission
Fenestron Gearbox
*Oil mass values are assumed as 1.0 kg/ltr.
2.15.3
4.85
10.0 12.0
0.5
Engine oil pressure

Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 bar
Continuous operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-5 bar
Caution range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10 bar
Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar
For engine starting (max. 2min.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 15 bar
2.15.4
Engine oil temperature

Caution range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45C to 10 C
Continuous operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10C to 110 C
Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 C
Minimum for starting (observe 2.15.1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35C
Minimum for power application with 5 cSt and 3.9 cSt oil . . . . . . . . . . . . . . . . . . . . . . . 10C
Minimum for power application with 3 cSt oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0C
NOTE
2 - 18
For oil warm up, the engines have to run in FLIGHT mode at low pitch, and the
gas generator speed (N1) must remain below 90%.
APPROVED
Rev. 9

Limitations
Placard:
Location: Outside, upper part LH and RH sliding door

Placard:
Location: Inside, upper part LH and RH sliding door

Placard: (optional)
EXIT
Location: Inside, cockpit door LH and above sliding doors LH and RH
APPROVED
Rev. 9
2 - 35

Limitations
Placard:
BEI GESCHLOSSENER TR
MUSS DER GRIFF VOLLSTNDIG
VERRIEGELT SEIN
(PARALLEL ZUM FENSTERRAHMEN)
WHEN THE DOOR IS CLOSED,
THE HANDLE MUST BE IN
FULLY CLOSED POSITION
(PARALLEL TO WINDOW FRAME)
Location: Sliding doors, inside, and cockpit door copilot, inside
Placard:
MAX 3 Kg
Location: Beside luggage net on LH and /or RH clamshell door
EFFECTIVITY
After SB EC13525018
Placard:
NOT FOR HELICOPTER EMERGENCY EXIT

Location: Depending on the installation position of the emergency hammer
EFFECTIVITY
2 - 36
All
APPROVED
Rev. 12

Emergency and Malfunction Procedures
SECTION 3
EMERGENCY AND MALFUNCTION PROCEDURES
TABLE OF CONTENTS
Page
3.1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1
3.1.1
3.1.2
3.1.3
Basic rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1
Memory items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1
Operating condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 2
3.1.4
3.1.5
3.1.6
Urgency of landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 2
Resetting tripped circuit breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 2
Definition of terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 3
3.2
WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 4
3.2.1
Warning light indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 5

BAT DISCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 5
BAT TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 6
CHECK ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 7
FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 8
LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 9
LOW FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 9
ROTOR RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 10
XMSN OIL P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 10
3.2.2
Caution light indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 11

MASTER CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 11
3.2.3
CPDS caution indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 12

BAT DISCON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 12
BUSTIE OPN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 12
CAU DEGR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 14
CAD FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 14
CPDS OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 14
DEGRADE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 15
ENG CHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 16
ENG CHIP CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 17
APPROVED
Rev. 12.1
3i

Page
ENG EXCEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 17
ENG FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 17
ENG MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 18
ENG O FILT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 19
ENG OF CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 19
ENG OIL P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 20
EPU DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 20
EXT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 21
FADEC FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 22
FLI DEGR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 24
FLI FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 25
F FILT CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 25
F PUMP AFT and F PUMP FWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 26
F PUMP AFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 26
F PUMP FWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 27
F QTY DEGR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 27
F QTY FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 28
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 28
FUEL FILT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 29
FUEL PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 29
FUEL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 30
F VALVE CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 30
GEN DISCON (single) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 31
GEN DISCON (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 32
GEN OVHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 33
EFFECTIVITY
Up to S/N 999
HTG OVTEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 33
EFFECTIVITY
S/N 1000 and subsequent
HTG OVTEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 34
EFFECTIVITY
3 ii
All
APPROVED
Rev. 12.1

Page
HYD PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 35
IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 35
INP FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 36
OVSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 36
OVSP/ ENG FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 37
P0 MISCMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 37
PITOT HTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 38
PRIME PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 38
REDUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 39
SHED EMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 39
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 40
T1 MISCMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 41
TRGB CHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 41
TRGB CHP CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 42
TWIST GRIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 42
VEMD FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 42
XMSN CHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 43
XMSN CHP CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 43
XMSN OIL P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 44
XMSN OIL T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 44
XMSN OT CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 45
YAW SAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 45
3.3
CPDS MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 46
3.3.1
Failure of VEMD lane 1 (upper display) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 46
3.3.2
Failure of VEMD lane 2 (lower display) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 47
3.3.3
Failure of CAD lane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 48
3.3.4
Failure of both VEMD lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 50
APPROVED
Rev. 12.1
3 iii

Page
3 iv
3.4
ENGINE EMERGENCY CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 51
3.4.1
Single Engine Failure - HIGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 51
3.4.2
Single Engine Failure - HOGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 52
3.4.3
Single Engine Failure - Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 53
3.4.4
Single Engine Failure - Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 54
3.4.5
Single Engine Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 55
3.4.6
Single Engine Emergency Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 56
3.4.7
Inflight Restart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 57
3.4.8
Engine Overspeed - Driveshaft Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 58
3.4.9
Engine Overspeed - Governing Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 59
3.4.10
Engine Oil Temperature High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 60
3.4.11
Double Engine Failure - HIGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 61
3.4.12
Double Engine Failure - Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 62
3.4.13
Double Engine Emergency Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 62
3.4.14
Autorotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 63
3.5
FIRE EMERGENCY CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 64
3.5.1
Cabin Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 64
3.5.2
Electrical Fire / Short Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 65
3.6
TAIL ROTOR FAILURE CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 67
3.6.1
Tail Rotor Drive Failure - Hover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 67
3.6.2
Tail Rotor Drive Failure / Fixed-pitch Tail Rotor Control Failure Forward Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 68
3.7
SYSTEM EMERGENCY/MALFUNCTION CONDITIONS . . . . . . . . . . . . . . . 3 - 69
3.7.1
Cyclic Trim Actuator Failure / Runaway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 69
3.7.2
Pitot / Static Port Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 69
3.7.3
Abnormal Vibration During Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 69
3.7.4
Failure of HIGH NR mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 70
APPROVED
Rev. 12.1

SECTION 3
3.1
GENERAL
This section contains the recommended procedures for managing various types of emergencies, malfunctions and critical situations.
WARNING AFTER AN ACTUAL EMERGENCY OR MALFUNCTION MAKE AN ENTRY
IN THE HELICOPTER LOGBOOK AND, WHEN NECESSARY, THE AFFECTED SYSTEM LOGBOOK (E.G. ENGINE LOGBOOK). MAINTENANCE
ACTION MAY BE REQUIRED AND NECESSARY BEFORE NEXT FLIGHT.
For definitions of terms, abbreviations and symbols used in this Section, refer to Section 1.
3.1.1
Basic rules
These procedures deal with common emergencies. Although the procedures contained
in this section are considered the best available, the pilots sound judgement is of
paramount importance when confronted with an emergency. The pilot may deviate from
these procedures if judged necessary under the given circumstances (specific failure
condition, outside factors, and type of terrain overflown).
To assist the pilot during an inflight emergency, three basic rules have been established:
1. Maintain aircraft control
2. Analyse the situation
3. Take proper action
NOTE
3.1.2
It is impossible to establish a predetermined set of instructions which would provide a ready-made decision applicable to all situations.
Memory items
Emergency procedure steps which shall be performed immediately without reference to either this Manual or the pilots checklist are written in boldface letters on
a gray background (as shown here) and shall be committed to memory.
Therefore, those emergency procedures appearing without boldface letters on a gray
background may be accomplished referring to this Manual, and when time and situation
permit.
APPROVED
Rev. 12
3-1

3.1.3
Operating condition
The following terms are used in emergency procedures to describe the operating condition of a system, subsystem, assembly or component:
3.1.4
Affected
Fails to operate in the normal or usual manner
Normal
Operates in the normal or usual manner
Urgency of landing
NOTE
The type of emergency and the emergency conditions combined with the pilots
analysis of the condition of the helicopter and his proficiency are of prime importance in determining the urgency of a landing.
The following terms are used to reflect the degree of urgency of an emergency landing
(for IFR operation observe FMS 9.2-44 and 9.2-56):
LAND IMMEDIATELY
The urgency of landing is paramount. Primary consideration is to assure survival of
the occupants. Landing in water, trees or other unsafe areas should be considered
only as a last resort.
LAND AS SOON AS POSSIBLE (LAND ASAP)
Land without delay at the nearest adequate site (i.e. open field) at which a safe approach and landing can be made.
LAND AS SOON AS PRACTICABLE
The landing site and duration of flight are at the discretion of the pilot. Extended flight
beyond the nearest approved landing area where appropriate assistance can be expected is not recommended.
3.1.5
Resetting tripped circuit breakers

General:
There is a latent danger in resetting a circuit breaker (cb) tripped by an unknown
cause because the tripped condition is a signal that something may be wrong in the
related circuit. Until it is determined what has caused a trip to occur, crew members
have no way of knowing the consequences of resetting a tripped cb.
OntheGround:
A cb tripped by an unknown cause may only be reset on the ground after
maintenance has determined the cause of the trip and has determined that the cb
may be safely reset. A cb may be cycled (tripped, pulled or reset) where it is required
to be performed within approved maintenance inspection criteria, or as part of an
approved troubleshooting procedure, unless doing so is specifically prohibited.
Resetting a cb tripped by an unknown cause should normally be a maintenance
function conducted on the ground.
3-2
APPROVED
Rev. 7

InFlight: A tripped cb shall not be reset in flight unless doing so is consistent with
explicit procedures specified in the approved Flight/Maintenance Manual, its
supplements and checklists used by the crew members or unless, in the judgment of
the pilotincommand, resetting the cb is necessary for the safe completion of the
flight. Crew members should limit resetting of cbs to one inflight reset where this
action is required.
No attempt should be made to reset a cb if it trips a second time.
Logbook entry: A detailed logbook writeup is a proven safety practice.
3.1.6
Definition of terms
The term
OEI flight condition .... Establish
is used as a leading step in some engine emergency procedures to express the following:
1. In case that power of affected engine tends to zero:
Maintain the normal engine within OEI limits.
Attempt to obtain a safe single engine flight condition. If a climb is necessary to

reach a safe flight altitude, attempt to obtain Vy = 65 kts (best rate of climb)
or VTOSS = 40 kts (best climb gradient speed).
Continue with the remaining steps of the relevant procedure.
2. In case that affected engine still delivers power:
If deemed necessary, try to escape from immediate danger with both engines
operating.
Establish steady level flight and determine if the situation will allow for OEI flight.
As a rule of thumb, this can be done by checking that the sum of the individual
engine torques is lower than the OEI torque limit. If this is fulfilled, re-check OEI
power available by setting the affected engine to IDLE while maintaining the normal engine within appropriate OEI limit.
D If engine power is sufficient for OEI flight and if a safe OEI landing can be
assumed, continue with the remaining steps of the relevant procedure.
D If engine power is not sufficient for OEI flight or if a safe OEI landing is not
assured, LAND AS SOON AS POSSIBLE. If necessary, re-establish power of
affected engine before landing. After landing perform single engine emergency shutdown of affected engine.
APPROVED
Rev. 7
3-3

3.2
WARNINGS AND CAUTIONS

Emergency situations will be indicated either by a red warning light on the WARNING
PANEL coming on together with a gong signal, or a caution indication on the CAD and
a yellow master caution light on the instrument panel.
A red warning light on the WARNING PANEL coming together with a gong signal or
dedicated audio signal indicates an emergency condition requiring immediate action.
A yellow caution on the CAD and a yellow master caution light on the instrument
panel indicates a malfunction or failure condition which do not require immediate crew
action but the possible need for future corrective action.
The cautions, indicated at the CAD, are divided into three sections, SYSTEM I, MISC and
SYSTEM II. SYSTEM I indicates the operating conditions of the left power plant or the
system 1 of a redundant system. SYSTEM II provides the same features for the right
power plant or the system 2 of a redundant system. MISC indicates the operating
conditions of the non-redundant systems.
The yellow master caution light in the pilots field of view leads the pilots attention to the
indication(s) on the CAD whenever a caution has been activated there.
Each caution (CAD-indication and master caution light) must be acknowledged by the
pilot (copilot) by pushing the CDS/AUDIO RES button on the cyclic stick grip or the
SELECT key on the CAD. Acknowledged cautions are indicated in sequence of arrival. In
case of lack of space on the screen, further confirmed cautions will be stored on
additional pages, which will be indicated by the 1 of 2 message on top of the middle
column. They can be called up via the SCROLL key. Any new unconfirmed caution
overlies the previous caution and is bordered by two flashing lines to draw the pilots
attention to the new caution.
It is always possible that a warning light or caution indication will come on unnecessarily.
Whenever possible, check the light or indication against its associated instrument to
verify that an emergency condition has actually occurred.
Following is an alphabetical listing of the warning light indications (WARNING PANEL)
and caution indications (CAD) with the relevant conditions, any further indications and
the emergency procedures.
3-4
APPROVED
Rev. 10

3.2.1
Warning light indications
WARNING LIGHT INDICATIONS
BAT
DISCH
Conditions/Indications
Battery is the only electrical power source.
Warning GONG will be activated
NOTE
Normal during engine start
Procedure
1. DC VOLTS, GEN AMPS and BAT AMPS
Check
2. Electrical consumption
Reduce as much as possible to

save battery power
3. LAND AS SOON AS PRACTICABLE
APPROVED
Rev. 3
3-5

BAT
TEMP
Battery overtemperature (above 70 _C)
Procedure
F ON GROUND
1. BAT MSTR sw
OFF
2. Engines
Shut down
CAUTION
BATTERY MUST BE INSPECTED OR REPLACED PRIOR TO NEXT FLIGHT.
F IN FLIGHT
Single pilot operation:

1. BAT MSTR sw
2.
OFF
LAND AS SOON AS POSSIBLE
3. Engine shutdown
Perform
4. Visual inspection of battery
Perform
If visual inspection reveals no indication of battery overheating:

5. Start-up procedure
Perform
6. BAT MSTR sw
OFF
Continue flight in VMC only. On CAD the BAT DISCON caution will appear.
NOTE

Dual pilot operation:
1. BAT MSTR sw
2.
OFF
3. Pilot remaining on seat
Hands on
4. Engines
Leave running in IDLE
5. Visual inspection of battery
Perform
NOTE
Continue flight (VMC) only if visual inspection reveals no indication of

battery overheating. Leave battery OFF or disconnect battery.
On CAD the BAT DISCON caution will appear.

CAUTION
3-6
BATTERY MUST BE INSPECTED OR REPLACED PRIOR TO NEXT FLIGHT.

APPROVED
Rev. 5

EFFECTIVITY
For helicopters with S/N 1225 and subsequent or after SB EC13531081
CHECK
ENG
Unlatching the collective in OEI condition
Beeping warning tone will be activated
CHECK ENG flashes
NOTE D Acknowledging the CHECK ENG warning might result in a general warning
panel GONG which can be acknowledged by a repeated pushing of the reset
button on the cyclic stick.
D Under very particular OEI conditions, i.e. autorotation flight at cold
temperatures with a very large right hand pedal input, the collective lever
value might fall below the SETO condition and the CHECK ENG warning will
be triggered.
Procedure
1. Affected engine
Identify
2. Respective ENG MAIN sw
Check IDLE or OFF
If engine is in IDLE:
3. Respective ENG MAIN sw
FLIGHT
If engine is OFF:
3.
EFFECTIVITY
APPROVED
Rev. 12.1
Refer to para 4.4.1.2 Starting Second Engine of the basic FLM

All
3-7

FIRE
or
(ENGINE 1)
FIRE
(ENGINE 2)
Overtemperature in engine compartment
Warning BELL will be activated

Procedure
F ON GROUND
1. Respective EMER OFF sw

NOTE
Open switch guard, press and

release
Respective engine will be automatically cut off, ACTIVE will illuminate on the
EMER OFF SW panel and F VALVE CL will illuminate on the CAD.
2. Both FUEL PRIME PUMPS
Check OFF
3. Double engine emergency shutdown
Perform
F IN FLIGHT
1. OEI flight condition
Establish
2. Respective EMER OFF sw
Open switch guard, press and

release
NOTE
Respective engine will be automatically cut off, ACTIVE will illuminate on the
EMER OFF SW panel and F VALVE CL will illuminate on the CAD.
3. Affected engine
Identify
4. Single engine emergency shutdown
Perform
If FIRE WARNING light is off:

5.
If FIRE WARNING light remains on:

5.
NOTE
3-8
LAND IMMEDIATELY
For safety reasons alert and evacuate the passengers as soon as possible.
APPROVED
Rev. 12.1

LIMIT
(ON VEMD)
One of the following limits is exceeded:
Torque, TOT, nN1, Mastmoment, OEI 30 sec. time limit, OEI 2.0 min. time limit, TOP
time limit

Procedure
1. Respective parameter
Reduce
LOW
FUEL 1
LOW
FUEL 2
and / or
(SYSTEM I)
(SYSTEM II)
Respective supply tank fuel quantity below threshold value

Procedure
1. Fuel quantity indication
Check
If positive fuel indication in the main tank:

2. Both fuel pump XFER sw (F + A)
Check ON
3. Both fuel pump XFER circuit breaker (F + A)
Check in
If LOW FUEL warning light remains on:

4. Air Condition (if installed)
Switch OFF
5. Bleed Air
Switch OFF (If OAT > 5_C)
For helicopters with 680 liters fuel tank (673 liters if selfsealing supplytanks are
installed)
EFFECTIVITY
6. LAND WITHIN 8 MINUTES

For helicopters with 710 liters fuel tank (701 liters if selfsealing supplytanks are
installed)
EFFECTIVITY
6.
EFFECTIVITY
WARNING
APPROVED
Rev. 12.1
LAND WITHIN 10 MINUTES

All
THE LOW FUEL WARNING OVERRULES THE FUEL QUANTITY INDICATION.
3-9

ROTOR
RPM
NRo LOW
NRO 97% or less - steady light
Audio signal - intermittent low tone (800 Hz)
NRo HIGH
NRO 106% or above - flashing light and warning GONG
Audio signal at 112% or above - flashing light and continuous high tone (2400 Hz)
Procedure
F NRO LOW / NRO HIGH
1. Rotor RPM indicator
Check
2. Collective lever
Adjust as necessary to maintain NRO within normal range
NOTE
If in addition to the above indications NRO is below both N2 suspect NRO

indication system failure. In this case maintain torque above 10% to keep N2
and Rotor RPM matched.
XMSN
OIL P
XMSN oil pressure is below minimum
Both XMSN OIL P cautions on CAD are on

Procedure
NOTE D Reduce power as much as possible.

D If immediate safe landing is impossible, reduce power to a minimum for the
continuation of the flight (Vy in level flight) to a safe landing site. Main gearbox
dryrun capabilities have been demonstrated in a bench test (AEO condition)
over more than 25 minutes.
3 - 10
APPROVED
Rev. 12.1

3.2.2
Caution light indications
CAUTION LIGHT INDICATIONS
MASTER
CAUTION
Caution indication appeared on CAD
Procedure
1. Caution indication on CAD
Check and perform corresponding emergency procedure(s)
2. RESET pb
(on cyclic stick)
Push to reset
APPROVED
Rev. 12.1
3 - 11

3.2.3
CPDS caution indications
CAUTION INDICATIONS
BAT DISCON
(MISC)
Battery is off-line (normal during EPU start or the BAT MSTR switch is in OFF position).
Procedure
1. BAT MSTR sw
Reset then ON
If caution indication remains on:

CAUTION INDICATIONS
BUSTIE OPN
and / or
(SYSTEM I)
BUSTIE OPN
(SYSTEM II)
Electrical systems are separated
High load bus disconnected
In some cases the generator(s) may be disconnected and GEN DISCON may not
appear
CAUTION
IF BUSTIE OPN APPEARS AS A RESULT OF AN ELECTRICAL FAILURE,

RESETTING THE BUS TIE COULD LEAD TO ADDITIONAL DAMAGE AND
ELECTRICAL FIRE. THEREFORE, A RESET SHOULD ONLY BE PERFORMED IF THE BUS TIE WAS DELIBERATELY OPENED.
Procedure
1. GEN AMPS
Verify normal value(s)
If GEN AMPS shows normal value:

NOTE
3 - 12
Automatic reconfiguration of the BUS connection.

For the respective engine the starting with open BUS TIE is not possible.
APPROVED
Rev. 12.1

If one GEN AMPS value shows XXX:

2. Failed system
GEN sw OFF

NOTE
For the failed system (elctrical/generator) the essential bus will be supplied by
the remaining generator through the battery bus.
The SHED BUS can not be activated.
If both GEN AMPS values show XXX:

2. Double GEN DISCON procedure
NOTE
APPROVED
Rev. 12.1
Perform
Observe that both generators are disconnected from the power distribution
system. When consumers are reduced, the remaining flight time on battery is at
least 30 minutes depending on battery type and load condition.
3 - 13

CAUTION INDICATIONS
CAU DEGR
(On VEMD if CAD is inoperative or on CAD if both VEMD lanes are inoperative)
Degraded caution indication because of loss of CAD lane or both VEMD lanes
Procedure
see para 3.3.3 and 3.3.4
CAUTION INDICATIONS
CAD FAN
(MISC)
Failure of CAD fan has been detected during CPDS EXTERNAL TEST.
Procedure
Do not start engines. Maintenance action required.
CAUTION INDICATIONS
CPDS OVHT
(MISC)
Normal operating temperature of instrument panel exceeded
Procedure
1. Pull for Heating/Defog knob
Push
2. Pull for Air knob
Pull
3. VENT SYST rheostat
turn to MAX
If CAUTION indication remains on:

4. Land within 30 min
3 - 14
APPROVED
Rev. 12.1

CAUTION INDICATIONS
DEGRADE
or/ and
(SYSTEM I)
DEGRADE
(SYSTEM II)
FADEC degrade indicates a change of governing functions.
CAUTION D AVOID USING MAXIMUM POWER AND PERFORM POWER VARIATION SLOWLY.
D MAINTAIN, IN FLIGHT, A MINIMUM TORQUE OF 20% ON EACH
ENGINE.
D IN CASE OF ENG MAIN SWITCH FAILURE, FOR SHUTDOWN, USE
THE RESPECTIVE TWIST GRIP.
Procedure
1. Engine parameter
Monitor
(compare with normal engine, if
possible)

After landing:
3. Normal engine shutdown procedure
Perform
4. CAD (SYS 1/2)
Check for FADEC FAIL caution

indication
NOTE
APPROVED
Rev. 12.1
Perform appropriate logbook entry. Maintenance action is required.
3 - 15

CAUTION INDICATIONS
ENG CHIP
or
(SYSTEM I)
ENG CHIP
(SYSTEM II)
Metal particles detected in engine oil.
Procedure
F ON GROUND
1. Affected engine
Identify
Perform
F IN FLIGHT
Establish
2. Affected engine
Identify
1. Alternative:
Perform
2. Alternative:
3.
ENG main switch
CAUTION
IDLE
THE SECOND ALTERNATIVE ENABLES THE CREW TO USE THE

AFFECTED ENGINE FOR LANDING IF NECESSARY. BE
PREPARED FOR ENGINE FAILURE. MONITOR N1, TOT, TORQUE,
OIL PRESSURE AND TEMPERATURE OF AFFECTED ENGINE
CLOSELY. IF THE PARAMETERS FLUCTUATE OR THEIR LIMITS
ARE EXCEEDED PERFORM SINGLE ENGINE EMERGENCY
SHUTDOWN IMMEDIATELY.
3 - 16
APPROVED
Rev. 12.1

CAUTION INDICATIONS
ENG CHP CT
ENG CHP CT
or
(SYSTEM I)
(SYSTEM II)
Test of cables and connectors to the sensor failed during CPDS EXTERNAL TEST
ENG CHIP CAUTION IS NOT AVAILABLE.
CAUTION
Procedure
CAUTION INDICATIONS
ENG EXCEED
(SYSTEM I)
or / and
(indication only on ground)
ENG EXCEED
(SYSTEM II)
Counter for OEI 30 sec./ 2 min. power limitations expired or engine parameter has been
exceeded.
Procedure
Maintenance action required before flight.
CAUTION INDICATIONS (CAD & FLI)
ENG FAIL
or
(SYSTEM I)
ENG FAIL
(SYSTEM II)
Respective N1-RPM below threshold value.
Procedure
Establish
2. Affected engine
Identify
Perform

APPROVED
Rev. 12.1
3 - 17

ENG MANUAL
or
(SYSTEM I)
ENG MANUAL
(SYSTEM II)
Engine MANUAL mode has been selected by setting ENG MODE SEL sw from NORM to
MAN.
NOTE
If ENG MANUAL comes together with TWIST GRIP, refer to TWIST GRIP
caution indication.
Following functions of the respective engine are inoperative:
automatic acceleration, deceleration during power (collective) changes
N1 limiter
NORM start is impossible

Procedure
WARNING OPERATE THE TWIST GRIP WITH GREAT CARE AND AVOID QUICK TWIST
GRIP ROTATIONS.
HOLD MIN. 10% TORQUE ON THE NORMAL ENGINE TO MAINTAIN
AUTOMATIC CONTROL OF NRO.
The ENG MANUAL mode may be used for training of the FADEC FAIL procedure.
After training is completed return to NORM mode.
Respective ENG MODE SEL selector sw
NORM
Respective TWIST GRIP
Turn gradually to NEUTRAL

position
ENG MANUAL caution
Check off
TWIST GRIP caution
Check off
Wait 10 sec. before any power variation.

Correct operation in NORM mode
3 - 18
Verify by small collective

movements
APPROVED
Rev. 12.1

CAUTION INDICATIONS
ENG O FILT
ENG O FILT
or
(SYSTEM I)
(SYSTEM II)
Engine oil filter contaminated.
NOTE
During starting the engines it is possible for the caution light to come on for up to
two minutes.
Procedure
1. Engine oil pressure and engine oil
temperature
Monitor
CAUTION INDICATIONS
ENG OF CT
or
(SYSTEM I)
ENG OF CT
(SYSTEM II)
CAUTION
ENG O FILT CAUTION IS NOT AVAILABLE.
Procedure
APPROVED
Rev. 12.1
3 - 19

CAUTION INDICATIONS
ENG OIL P
ENG OIL P
or
(SYSTEM I)
(SYSTEM II)
Affected engine oil pressure below minimum.
Procedure
1. Engine oil pressure indicator (VEMD)
Check
If indication out of limit:

Establish
3. Affected engine
Identify
Perform
If indication in the limits:

CAUTION INDICATIONS
EPU DOOR
(MISC)
External power receptacle access door is open.
Procedure
F ON GROUND
After EPU starts:

EPU access door
Close
F IN FLIGHT
3 - 20
APPROVED
Rev. 12.1

CAUTION INDICATIONS
EXT PWR
(MISC)
External power is applied to the electrical distribution system.
NOTE
EXT PWR caution indication going OFF does not indicate that the EPU cable is
disconnected.
Procedure
After EPU starts:
1. EPU cable
Disconnect
2. EPU access door
Close
Check EPU door indication OFF
APPROVED
Rev. 12.1
3 - 21

CAUTION INDICATIONS
FADEC FAIL
(SYSTEM I)
or
FADEC FAIL
(SYSTEM II)
Fuel metering valve is blocked.
n N1 indication and Torque indication may not be available.
Following functions of the respective engine are inoperative:
automatic acceleration, deceleration during power (collective) changes
N1 / torque limiter, n N1 indication
NORM start is impossible

Procedure
1. Collective lever
NOTE
Adjust as necessary to maintain NRO within normal range
No immediate action is required as long as power setting (collective) can remain

constant.
In case of FADEC FAIL indication during an acceleration/ deceleration phase,
wait until engine parameters are stabilized.
2. Affected engine
Identify by small collective

changes
3. Respective TWIST GRIP
Adjust slowly to set 80%

($ 2%) N1 on the affected
engine (TWIST GRIP caution
may come on)
Simultaneously adjust
collective to maintain engine
within limits
NOTE
When the OAT is below 10_C, adjust N1 to 77% ($ 2%) instead of 80%.
GRIP ROTATIONS.
AUTOMATIC CONTROL OF VARIABLE NRO IN ACCORDANCE WITH
SECTION 7 / FIG 7-17.
CAUTION
NOTE
3 - 22
DO NOT MOVE TWIST GRIP OF NORMAL ENGINE.
If the flight situation requires maximum engine power, the power setting of the
affected engine may be increased. However, rotor speed and engine
parameters shall be observed closely. Do not exceed the N1 / torque value of
the normal engine and the AEO limits.
APPROVED
Rev. 12.1


After landing:
CAUTION
NOTE
APPROVED
Rev. 12.1
Reduce, before lowering the

collective lever to full down
position (to keep N2/NRO within
limits)
THERE IS NO NRO GOVERNING FOLLOWING FADEC FAILURES OF

BOTH ENGINES. NRO AND POWER MUST BE CONTROLLED BY THE
PILOT USING A COMBINATION OF COLLECTIVE AND TWIST GRIP
MOVES.
Perform appropriate logbook entry. Maintenance action is required.
3 - 23

FLI DEGR
or
(System I)
FLI DEGR
(System II)
Loss of one engine parameter.
the numerical value of the failed parameter disappeared
the parameter designation is yellow

Procedure
CAUTION
IF THE LOST PARAMETER WAS DESIGNATED AS FIRST LIMIT

BEFORE THE FAILURE, THE FIRST LIMIT STATUS WILL CHANGE
AUTOMATICALLY TO THE NEXT LIMITING PARAMETER ON THE
AFFECTED SYSTEM. THUS, A NEEDLE SPLIT MAY BE
ENCOUNTERED ON THE FLI.
1. Do not try to match needles when different parameters are designated as first
limit
CAUTION
AVOID USING MAXIMUM POWER. USE THE NEEDLE OF THE

OTHER ENGINE FOR LIMIT INDICATION. COMPARE REMAINING
DIGITAL PARAMETER VALUES.

NOTE
3 - 24
If nN1 failed, N1 digital value will be underlined according to the following table:
YELLOW underlining
RED underlining
AEO
96%N1<96.9%
N196.9%
OEI
98.4% N1<101%
N1101%
APPROVED
Rev. 12.1

FLI FAIL
FLI FAIL
or
(System I)
(System II)
Loss of two (TRQ, nN1) out of three signals (nN1, TRQ, TOT) of the same engine.
the numerical values of the failed parameters disappeared
the parameter designations is yellow (nN1 symbol will be displayed above the N1
digital value, N1 will be underlined according to fixed values)
the needle of the respective engine disappeared
NOTE
If the cautions FLI FAIL and FADEC FAIL appear simultaneously, refer to
FADEC FAIL procedure.
Procedure
1. Do not try to trim engines
CAUTION
AVOID USING MAXIMUM POWER. USE THE NEEDLE OF THE

OTHER ENGINE FOR LIMIT INDICATION. COMPARE REMAINING
DIGITAL PARAMETER VALUES.
CAUTION INDICATIONS
F FILT CT
or
(SYSTEM I)
F FILT CT
(SYSTEM II)
CAUTION
FUEL FILT CAUTION IS NOT AVAILABLE.
Procedure
APPROVED
Rev. 12.1
3 - 25

CAUTION INDICATIONS
F PUMP AFT
F PUMP FWD
and
(MISC)
(MISC)
Failure of fuel transfer pumps, or dry run.
Procedure
1. Fuel quantity indication of main tank/supply
tanks (CAD)
Check
2. FUEL PUMP XFER-A and F sw
Check ON
3. FUEL PUMP XFER-A and F cb
Check in

NOTE D Remaining flight time is approx. 30 min with max endurance speed (Vy) or
approx. 20 min with max range speed.
D Be prepared for LOW FUEL warning.
CAUTION INDICATIONS
F PUMP AFT
(MISC)
Failure of aft fuel transfer pump, or dry run.
Procedure
1. Fuel level in the main tank
Check
If main tank fuel quantity is sufficient to keep both fuel pumps wet:
2. FUEL PUMP XFER-A sw
Check ON
3. XFER-A PUMP circuit breaker
Check in
If F PUMP AFT indication remains on:

OFF
If main tank fuel quantity is low:

OFF
NOTE D Each fuel transfer pump is capable of feeding more fuel than both engines will
consume.
D In hover flight conditions the unusable fuel can be up to 71 kg. The quantity of
unusable fuel can be reduced to 7.5 kg when flying with 80 KIAS or more.
3 - 26
APPROVED
Rev. 12.1

CAUTION INDICATIONS
F PUMP FWD
(MISC)
Failure of forward fuel transfer pump, or dry run.
Procedure
1. Fuel level in the main tank
Check
If main tank fuel quantity is sufficient to keep both fuel pumps wet:
2. FUEL PUMP XFER-F sw
Check ON
3. XFER-F PUMP circuit breaker
Check in
If F PUMP FWD indication remains on:

OFF
If main tank fuel quantity is low:

OFF
NOTE D Each fuel transfer pump is capable of feeding more fuel than both engines will
consume.
D In forward flight conditions the unusable fuel can be up to 59 kg. The quantity
of unusable fuel can be reduced to 3.6 kg when flying with 80 KIAS or less.
CAUTION INDICATIONS
F QTY DEGR
(MISC)
Failure of one main tank sensor.
CAUTION
THE DEGRADED FUEL QUANTITY INDICATION REPRESENTS THE

MINIMUM FUEL LEVEL WITHIN PITCH ATTITUDE RANGES OF 3 TO
+6.
Procedure
Set pitch attitude between 0 and +/1 before reading fuel quantity, then calculate
remaining flight endurance in accordance with that degraded fuel quantity indication.
NOTE
APPROVED
Rev. 12.1
In this attitude for endurance calculations conservative fuel quantity is displayed.
3 - 27

CAUTION INDICATIONS
F QTY FAIL
(MISC)
Failure of the fuel quantity indication system.
CAUTION
THE FUEL QUANTITY INDICATION SYSTEM HAS FAILED. DO NOT

CALCULATE FLIGHT ENDURANCE ACCORDING THE FUEL QUANTITY
INDICATION.
FUEL QUANTITY INFORMATION ONLY BY LOW FUEL WARNING LIGHT ON
THE WARNING PANEL AND BY GONG.
Procedure
CAUTION INDICATIONS
FUEL
(MISC)
NOTE D For helicopters with 680 liters fuel tank:
The fuel quantities of the supply tanks begin to decrease. Caution appears
when fuel quantity is approx. 40 kg (tank 1) or 35 kg (tank 2).
D For helicopters with 710 liters fuel tank:
The fuel quantities of the supply tanks begin to decrease. Caution appears
when fuel quantity is approx. 36 kg/45 ltr (tank 1) or 32kg/40 ltr (tank 2).
Procedure
1. Fuel quantity indication of main tank/supply
tanks (CAD)
Check
If there is still fuel indication in in the main tank:

2. FUEL PUMP XFER-A and F sw
Check ON
Check OFF
If main tank fuel indication shows zero:

2.
FUEL PUMP XFER-A and F sw

NOTE
3 - 28
Be prepared for LOW FUEL warning

APPROVED
Rev. 12.1

CAUTION INDICATIONS
FUEL FILT
FUEL FILT
and / or
(SYSTEM I)
(SYSTEM II)
Engine fuel filter(s) contaminated.
Procedure
One caution indication:
NOTE
Be prepared for single engine failure.
Both caution indications:

BE PREPARED FOR DOUBLE ENGINE FAILURE.
CAUTION
CAUTION INDICATIONS
FUEL PRESS
or
(SYSTEM I)
FUEL PRESS
(SYSTEM II)
Engine fuel pump pressure low.
NOTE
Caution FUEL PRESS may stay on when Prime Pump I/II selected on and
engine is not running.
Procedure
1. FUEL PRIME PUMP sw
(affected engine)
ON; PRIME PUMP caution

indication will come on.

NOTE
APPROVED
Rev. 12.1
3 - 29

CAUTION INDICATIONS
FUEL VALVE
or
(SYSTEM I)
FUEL VALVE
(SYSTEM II)
Fuel valve is in a position other than commanded.
NOTE
A FUEL VALVE caution indication coming on for a short time while valve is in
transition from open to closed position, or vice versa, indicates normal operation.
Procedure
NOTE
CAUTION INDICATIONS
F VALVE CL
(SYSTEM I)
or
F VALVE CL
(SYSTEM II)
Fuel valve is in closed position.
The respective ACTIVE light on the EMER OFF pb panel (left/right side of the warning
panel) will illuminate.
NOTE
The F VALVE CL caution indication will come on after pushing the respective
EMER OFF pb marked FIRE.
Procedure
None
NOTE
3 - 30
Before starting the engines, check that respective EMER OFF pb marked FIRE
is depressed and the ACTIVE light is off.
APPROVED
Rev. 12.1

CAUTION INDICATIONS
GEN DISCON
or
(SYSTEM I)
GEN DISCON
(SYSTEM II)
Respective generator has failed or is disconnected from the power distribution system
High load bus disconnected
CAUTION
IF GEN DISCON APPEARS AS A RESULT OF AN ELECTRICAL FAILURE,

RESETTING THE GENERATOR COULD LEAD TO ADDITIONAL DAMAGE
AND ELECTRICAL FIRE. THEREFORE, A GENERATOR RESET SHOULD
ONLY BE PERFORMED IF THE GENERATOR WAS DELIBERATELY
SWITCHED OFF.
Procedure
1. Affected GEN sw
OFF
Check
If battery is discharged:
3. Electrical consumers
NOTE
Reduce as much as possible
One generator alone will provide sufficient power for normal services.
APPROVED
Rev. 12.1
3 - 31

CAUTION INDICATIONS
GEN DISCON
GEN DISCON
and
(SYSTEM I)
(SYSTEM II)
Both generators have failed or are disconnected from the power distribution system.
Only ESS BUS I + II are available
CAUTION
IF GEN DISCON APPEARS AS A RESULT OF AN ELECTRICAL FAILURE,

RESETTING THE GENERATOR COULD LEAD TO ADDITIONAL DAMAGE
AND ELECTRICAL FIRE. THEREFORE, A GENERATOR RESET SHOULD
ONLY BE PERFORMED IF THE GENERATOR WAS DELIBERATELY
SWITCHED OFF.
Procedure
1. Both GEN sw
NOTE
OFF
The battery will supply the ESS BUS I and II.
Reduce (as much as possible)
3. SHED BUS sw
EMER ON if necessary
4. DC VOLTS and BAT AMPS
Check
below 62 Amps during landing
below 51 Amps during cruise
5. Land within 30 minutes

NOTE
3 - 32
Flight time depends on battery type and load condition.
APPROVED
Rev. 12.1

CAUTION INDICATIONS
GEN OVHT
GEN OVHT
or
(SYSTEM I)
(SYSTEM II)
Temperature of generator high.
Procedure
1. Affected GEN switch
OFF
If GEN OVHT caution indication remains on for more than 1 minute:

Establish
3. Affected engine
Identify
Perform
EFFECTIVITY
For helicopters up to S/N 0999
CAUTION INDICATIONS
HTG OVTEMP
(MISC)
The temperature in the duct system or the cabin is exceeded by a certain amount.
The shut off valves are closed automatically.

Procedure
1. BLD HTG rheostat
OFF
If the HTG OVTEMP caution disappear:

2. BLD HTG rheostat
Turn on
If the HTG OVTEMP caution comes on again:

3. BLD HTG rheostat
APPROVED
Rev. 12.1
OFF
3 - 33

EFFECTIVITY
For helicopters with S/N 1000 and subsequent
CAUTION INDICATIONS
HTG OVTEMP
(MISC)
The temperature in the duct system or the cabin is exceeded by a certain amount.
The shut off valves are closed automatically.

Procedure
1. BLD HTG sw
OFF
If the HTG OVTEMP caution disappear:

2. BLD HTG sw
NORM
If the HTG OVTEMP caution comes on again:

3. BLD HTG sw
EFFECTIVITY
3 - 34
OFF
All
APPROVED
Rev. 12.1

CAUTION INDICATIONS
HYD PRESS
or
(SYSTEM I)
HYD PRESS
(SYSTEM II)
Pressure loss in the respective system, the other system retains power.
WARNING D DO NOT OPERATE HYD TEST SWITCH IN FLIGHT.
D EXTENDED FLIGHT WITH FAILED HYDRAULIC SYSTEM SHOULD BE
AVOIDED. ADDITIONAL LOSS OF THE SECOND HYDRAULIC
SYSTEM WOULD RENDER THE HELICOPTER UNCONTROLLABLE.
CAUTION
IN CASE OF HYD PRESS (SYSTEM II) FAILURE, YAW SERVO BOOST

WILL BE LOST. PEDAL FORCES WILL INCREASE BUT YAW
CONTROLLABILITY IS UNAFFECTED. IN HOVER FLIGHT, INCREASE OF
FORCES ON LEFT PEDAL WILL BE SIGNIFICANT.
Procedure
IDLE
or
(SYSTEM I)
IDLE
(SYSTEM II)
The respective engine switch is in IDLE position.

Procedure
None
APPROVED
Rev. 12.1
3 - 35

CAUTION INDICATIONS
INP FAIL
(MISC)
Input test has detected one or more missing cautions on CAD
missing caution(s) flashing
External test indicated on VEMD
WARNING
THE FLASHING CAUTION HAS FAILED AND WILL NOT BE INDICATED

IN REAL FAILURE CASE.
Procedure
1. Do not start engines
2. Maintenance action required
CAUTION INDICATIONS
OVSP
or
(SYSTEM I)
OVSP
(SYSTEM II)
Overspeed protection system failure.
Procedure
F ON GROUND
Do not start engines, maintenance action is required.

F IN FLIGHT

CAUTION
3 - 36
THE AFFECTED ENGINE IS NO LONGER PROTECTED AGAINST

POWER TURBINE OVERSPEED BY THE OVERSPEED PROTECTION
SYSTEM.
APPROVED
Rev. 12.1

CAUTION INDICATIONS
OVSP
or
in conjunction with
OVSP
in conjunction with
or
ENG FAIL
(SYSTEM I)
ENG FAIL
(SYSTEM II)
The affected engine will be shut off automatically due to an engine overspeed event.
Procedure
Proceed as for ENG FAIL caution
CAUTION INDICATIONS
P0 MISCMP
(MISC)
A discrepancy of P0 engine SYS 1 or 2 w 20 mbar is detected. nN1 calculation of
engine SYS 1 or 2 could be affected.
Procedure
If nN1 is the limiting parameter of both engines:
1. Do not trim the engines.
2. Highest nN1 has to be respected.
3. Avoid using maximum power and perform power variation slowly.
APPROVED
Rev. 12.1
3 - 37

CAUTION INDICATIONS
PITOT HTR
PITOT HTR
and / or
(SYSTEM I)
(SYSTEM II)
Pitot tube heater pilot/copilot / static port heater pilot/copilot is switched off or has failed.
Procedure
1. PIT/STATIC HTR PILOT switch
Check ON, if necessary
If switch is in ON position:
2. Altitude indicator
Check
3. IAS
Check
If indications are unrealistic or pointer deflections may be sluggish:

4. Static pressure switch
Select alternate source
CAUTION INDICATIONS
PRIME PUMP
and / or
(SYSTEM I)
PRIME PUMP
(SYSTEM II)
Prime pump(s) switched ON.
Procedure
None (normal operation during starting engines)
NOTE
3 - 38
Prime pumps must be OFF during normal flight operations.
APPROVED
Rev. 12.1

CAUTION INDICATIONS
REDUND
REDUND
or / and
(SYSTEM I)
(SYSTEM II)
FADEC REDUND indicates loss of redundancy or failure with no effect on fuel control
system.
Procedure
NOTE D Perform appropriate logbook entry. Maintenance action is required.
D If on ground during pre-start check, both REDUND caution indications
(sys I and sys II) appear and remain, do not start engines. Maintenance action
is required.
CAUTION INDICATIONS
SHED EMER
(MISC)
SHED BUS switch is switched to EMER because of double generator failure.
NOTE
See also emergency procedure for double GEN DISCON failure.
SHED BUS switch is switched to EMER inadvertently.

Procedure
In case of double generator failure :

Reduce as much as possible

In case of inadvertent switch to EMER :
1. SHED BUS switch
APPROVED
Rev. 12.1
Set to NORM
3 - 39

CAUTION INDICATIONS
STARTER
or
(SYSTEM I)
STARTER
(SYSTEM II)
F ON GROUND
If STARTER caution indication remains on after reaching IDLE speed a relay blockage is
evident.
NOTE
The indication is normal during engine starting or ventilation and needs no

corrective action.
Procedure
1. Affected engine
Identify
Perform
F IN FLIGHT
Procedure
1. Affected GEN sw
OFF
2. STARTER caution
Check off
3. Electrical load
Check
Reduce (as much as possible)
If STARTER caution is still on:

5. START cb
NOTE
Pull
The engine stop electro valve is disabled.
After landing:
6. Shutdown affected engine with twist grip
3 - 40
Perform;
to
avoid
overtemperature
engine
APPROVED
Rev. 12.1

CAUTION INDICATIONS
T1 MISCMP
(MISC)
A discrepancy of T1 engine SYS 1 and 2 w 20_C is detected. nN1 calculation of engine
SYS 1 and 2 could be affected.
Procedure
If nN1 is the limiting parameter of both engines:
1. Do not trim the engines.
2. Highest nN1 has to be respected.
3. Avoid using maximum power and perform power variation slowly.
CAUTION INDICATIONS
TRGB CHIP
(MISC)
Metal particles detected in the tailrotor gearbox.
Procedure
APPROVED
Rev. 12.1
3 - 41

CAUTION INDICATIONS
TRGB CHP CT
(MISC)
TRGB CHIP CAUTION IS NOT AVAILABLE.
CAUTION
Procedure
CAUTION INDICATIONS
TWIST GRIP
TWIST GRIP
or
(SYSTEM I)
(SYSTEM II)
Respective engine TWIST GRIP is not in the NEUTRAL position.
NOTE
In general, respective engine has automatically switched over to DEGRADE

mode and the DEGRADE caution indication comes on.
FADEC DEGRADE indicates a change of governing functions. The DEGRADE
caution should disappear as soon as the Twist Grip is in NEUTRAL position.
Procedure
1. Respective engine TWIST GRIP
Check, NEUTRAL position
If the TWIST GRIP caution indication is still on:

CAUTION INDICATIONS
VEMD FAN
(MISC)
Failure of VEMD fan has been detected during CPDS EXTERNAL TEST.
Procedure
3 - 42
APPROVED
Rev. 12.1

CAUTION INDICATIONS
XMSN CHIP
(MISC)
Metal particles detected in the main transmission.
Procedure
1. XMSN oil pressure
Check in normal range

NOTE
Reduce power as much as possible
CAUTION INDICATIONS
XMSN CHP CT
(MISC)
CAUTION
XMSN CHIP CAUTION IS NOT AVAILABLE.
Procedure
APPROVED
Rev. 12.1
3 - 43

CAUTION INDICATIONS
XMSN OIL P
XMSN OIL P
or
(SYSTEM I)
(SYSTEM II)
XMSN oil pressure in respective pump system is below minimum.
Procedure
1. XMSN oil pressure indicator
Check in normal range
CAUTION INDICATIONS
XMSN OIL T
(MISC)
Transmission oil temperature above maximum.
Procedure
1. XMSN oil temperature and oil pressure in- Check
dication
If indications are within limits:
If indications are out of limits:
2. Power
Reduce, as much as possible
If oil temperature indication remains out of limits:

3. LAND AS SOON AS POSSIBLE
3 - 44
APPROVED
Rev. 12.1

CAUTION INDICATIONS
XMSN OT CT
(MISC)
CAUTION
XMSM OIL T CAUTION IS NOT AVAILABLE.
Procedure
CAUTION INDICATIONS
YAW SAS
(OPTIONAL)
(MISC)
Yaw SAS inoperative

Procedure
1. SAS DCPL pushbutton
Press
2. P&R // YRST switch
Reset YAW SAS and check

proper function
If still inoperative:
3. SAS DCPL pushbutton
APPROVED
Rev. 12.1
Press
3 - 45

CPDS MALFUNCTIONS
3.3
CPDS MALFUNCTIONS
3.3.1
Failure of VEMD lane 1 (upper display)

Upper VEMD screen blank or abnormal data appearance
LANE 1 FAILED and PRESS OFF1 appears on the lower VEMD screen
FADEC caution indication of engine 1 is limited to FADEC FAIL (No indication of

IDLE, ENG MANUAL, TWIST GRIP, DEGRADE and REDUND)
Digital TOT indication not available
FLI 1 DEGR appears on CAD and lower left side of the FLI Page on the lower
VEMD
NOTE
Detected overlimits or cautions that are not visible in the current display status
will be indicated in the message zone of the FLI.
List of possible messages:
CAUTION DETECTED
VEH PARAM OVER LIMIT
GEN PARAM OVER LIMIT
BAT PARAM OVER LIMIT
DC VOLT PARAM OVER LIMIT
FUEL PARAM OVER LIMIT
Procedure
1. OFF 1 button on the VEMD
NOTE
Press
Pressing the OFF 1 button removes power from the faulty lane 1. The FLI
appears automatically on the lower VEMD screen and replaces the ELEC/VEH
page. The ELEC/VEH page may be displayed on the CAD screen by pushing
the SCROLL button on the VEMD. Pressing again the SCROLL button causes
the CAD screen to return to the standard CAU/FUEL page display. In case of
loss of SCROLL button, press RESET button on VEMD to go back to default
page.

NOTE
3 - 46
Cycle counter indication on FLIGHT REPORT page is incorrect.
APPROVED
Rev. 12.1

3.3.2
Failure of VEMD lane 2 (lower display)

Lower VEMD screen blank or abnormal data appearance
No audio warning in case of overlimit
LANE 2 FAILED and PRESS OFF 2 appears on the upper VEMD screen
FADEC caution indication of engine 2 is limited to FADEC FAIL (No indication of

IDLE, ENG MANUAL, TWIST GRIP and DEGRADE)
If HIGH NR mode is selected, rotorspeed increases to high rotorspeed
Digital TOT indication not available
FLI 2 DEGR appears on CAD and lower right side of the FLI Page on the upper
VEMD
Degraded Master Caution indication (only one lamp)
NOTE
CAUTION DETECTED
Procedure
1. OFF 2 button on the VEMD
NOTE
Press
Pressing the OFF 2 button removes power from the faulty lane 2. The
ELEC/VEH page may be displayed on the CAD screen by pushing the SCROLL
button on the VEMD. Pressing again the SCROLL button causes the CAD
screen to return to the standard CAU/FUEL page display. In case of loss of
SCROLL button, press RESET button on VEMD to go back to default page.
Above 55 KIAS, if HIGH NR mode is selected:

2. HI NR pb
Push, deselect HIGH NR mode
Below 50 KIAS, if HIGH NR mode is necessary:

3. HI NR pb
Push, select HIGH NR mode

NOTE
APPROVED
Rev. 12.1
Cycle counter indication on FLIGHT REPORT page is incorrect.
3 - 47

3.3.3
Failure of CAD lane

CAD screen blank or abnormal data appearance
CAU DEGR appears on VEMD
CAD FAILED and PRESS OFF appears on the FLI (message zone)
FLI 1 DEGR and FLI 2 DEGR appear on lower left/right side of the FLI page on the
upper VEMD
nN1 1+ 2 are not available; numerical N1 value remains
No fuel indication available
Degraded Master Caution indication (only one lamp)
NOTE
CAUTION DETECTED
CAUTION D AFTER CAD LANE FAILURE THE CAUTION INDICATION ON THE

VEMD SCREEN IS DEGRADED TO THE FOLLOWING CAUTIONS:
SYSTEM I
MISC
SYSTEM II
ENG CHIP
XMSN CHIP
ENG CHIP
FADEC FAIL
T1 MISCMP
FADEC FAIL
FLI FAIL
P0 MISCMP
FLI FAIL
FLI DEGR
FLI DEGR
IDLE
IDLE
ENG MANUAL
ENG MANUAL
TWIST GRIP
TWIST GRIP
DEGRADE
DEGRADE
ENG FAIL
ENG FAIL
HYD PRESS
HYD PRESS
ENG EXCEED
ENG EXCEED
D IN SOME CASES THE FADEC FAIL CAUTION MAY BE NO MORE

AVAILABLE. PROPER FADEC FUNCTION CAN BE CHECKED BY THE
FLI AND THE NRO/N2 INDICATOR.
3 - 48
APPROVED
Rev. 12.1

Procedure
1. OFF button on the CAD
NOTE
Press
Pressing the OFF button removes power from the faulty lane. The CAU/FUEL
page takes priority over the ELEC/VEH page and appears automatically on the
lower VEMD screen. The ELEC/VEH page may be reselected on the lower
VEMD screen by pushing the SCROLL button on the VEMD. Pressing twice
causes SYSTEM STATUS page to appear. To return to the CAU/FUEL page,
press the SCROLL button again. In case of loss of SCROLL button, press
RESET button on VEMD to go back to default page.

2. HI NR pb

3. HI NR pb
APPROVED
Rev. 12.1
3 - 49

3.3.4
Failure of both VEMD lanes

Abnormal FLI indication
CAU DEGR appears on CAD
CAUTION D AFTER DOUBLE VEMD LANE FAILURE THE AVAILABLE CAUTION INDICATION ON THE CAD SCREEN IS DEGRADED TO THE FOLLOWING:
MISC
SYSTEM I
SYSTEM II
ENG FAIL
TRGB CHIP
ENG FAIL
ENG OIL P
XMSN OIL T
ENG OIL P
FADEC FAIL
F QTY DEGR
FADEC FAIL
FUEL PRESS
DECOUPLE
FUEL PRESS
FUEL FILT
F PUMP FWD
FUEL FILT
ENG O FILT
F PUMP AFT
ENG O FILT
FUEL VALVE
BAT DISCON
FUEL VALVE
F VALVE CL
EXT POWER
F VALVE CL
PRIME PUMP
SHED EMER
PRIME PUMP
XMSN OIL P
F QTY FAIL
XMSN OIL P
GEN OVHT
ACTUATION*
GEN OVHT
GEN DISCON
EPU DOOR
GEN DISCON
FIRE EXT
YAW SAS*
FIRE EXT
FIRE E TST
ICE DETECT*
FIRE E TST
BUSTIE OPN
P DAMPER*
BUSTIE OPN
STARTER
AUTOPILOT*
STARTER
* If appropriate optional equipment installed

Procedure
1. OFF 1 and OFF 2 button on the VEMD
CAUTION
Press; refer to CAD/BACKUP

page
WHEN FLYING IN HIGH ALTITUDE nN1 COULD BE THE LIMITING

PARAMETER. DESCENT BELOW 10000 FT. AVOID USING
MAXIMUM POWER.

2. HI NR pb

3. HI NR pb
3 - 50
APPROVED
Rev. 12.1

ENGINE EMERGENCY CONDITIONS

3.4
3.4.1
Single Engine Failure - HIGE

Slight jerk in the yaw axis, nose left
Possible change in noise level
Affected engine:
ENG FAIL caution indication (CAD & FLI)
ENG OIL P caution indication
FUEL PRESS caution indication
GEN DISCON caution indication
Instruments indicate power loss

Procedure
1. Collective lever
Adjust to maintain rotor RPM
2. Landing attitude
Establish
3. Collective lever
Raise as necessary to stop

descent and cushion landing
NOTE
Below 95% rotor RPM, the torque could increase from 128% up to 133%.
After landing:
4. Affected engine
Identify
Perform
APPROVED
Rev. 12.1
3 - 51


3.4.2
Single Engine Failure - HOGE

Affected engine:

Procedure
1. Airspeed
and simultaneously
Increase if possible
2. Collective lever
F FORCED LANDING
3. Landing attitude
Establish
4. Collective lever

NOTE
After landing:
5. Affected engine
Identify
Perform
F TRANSITION TO OEI - FLIGHT
3. Airspeed
and simultaneously
Gain, 65 KIAS (VY)
4. Collective lever
Adjust to OEI-limits or below
After reaching safe altitude:

5. Collective lever
Reduce to OEI MCP or below
6. Affected engine
Identify
Perform
3 - 52
APPROVED
Rev. 12.1


3.4.3
Single Engine Failure - Takeoff

Affected engine:

Procedure
1. Collective lever
F REJECTED TAKEOFF
2. Landing attitude
Establish
3. Collective lever

NOTE
After landing:
4. Affected engine
Identify
Perform
F TRANSITION TO OEI - FLIGHT
2. Collective lever
Adjust to OEI-limits or below
3. Airspeed
Gain, 65 KIAS (VY)
After reaching safe altitude:

4. Collective lever
Reduce to OEI MCP or below
5. Affected engine
Identify
Perform
APPROVED
Rev. 12.1
3 - 53


3.4.4
Single Engine Failure - Flight

Affected engine:

Procedure
Establish
2. Affected engine
Identify
Perform
3 - 54
APPROVED
Rev. 12.1


3.4.5
Single Engine Landing

One engine inoperative (OEI)
Procedure
LANDING APPROACH:
1. Bleed Air Heating (if installed)
check off
2. Airspeed
65 KIAS (VY)
3. Shallow approach
Establish
ON FINAL, AT 50FT AGL:

4. Airspeed
40 KIAS
5. Rate of descent
300 ft/min R/D< 500ft/min
TOUCHDOWN:
6. Airspeed
Reduce to minimum, depending

on power available
7. Landing attitude
Establish
8. Collective lever

NOTE
CAUTION
AN OSCILLATION, WHICH COULD BE UNINTENTIONALLY INDUCED/

ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED DURING
RUNNING LANDING OR HARDER VERTICAL LANDINGS.
IN CASE OF PIO/PAO, RAPIDLY INCREASE OR DECREASE
COLLECTIVE LEVER, WHATEVER SITUATION ALLOWS, UNTIL
OSCILLATION HAS STOPPED.
AFTER LANDING:
APPROVED
Rev. 12.1
9. Collective lever
Lower slowly
10. Cyclic stick
Maintain neutral position
3 - 55


3.4.6
Single Engine Emergency Shutdown

NOTE D Before performing an inflight single engine emergency shutdown, determine if
the situation will allow for OEI flight.
D Make certain that:
the controls of the affected engine are selected, and
the collective lever is adjusted to maintain the normal engine within the
OEI limits
START cb is not pulled
D In case of a single engine failure/ emergency shutdown, the bleed air heating
will be switched off automatically. Depending on the power margin of the
normal engine, the bleed air heating may be re-engaged by selecting heater
switch position EMER.
D If CAD message BLEED AIR remains on after single engine failure, the
system must be switched off manually. Depending on the power margin of the
normal engine, the bleed air heating may be re-engaged.
Procedure
1. ENG MAIN sw (affected engine)
IDLE, check indications,

then OFF
If there is an indication that the engine is still running:

CAUTION
NOTE
3 - 56
Turn to min. fuel stop, verify

correct engine then shut off
AVOID CARRYING OUT A VENTILATION IMMEDIATELY AFTER

SHUTDOWN WHEN 30 SEC. COOLING RUN (ENGINE IN IDLE) WAS NOT
PERFORMED. IN THIS CASE WAIT 1 MIN. BEFORE ENGINE
VENTILATION.
A ventilation is only possible when the START cb is not pulled.
APPROVED
Rev. 12.1


3.4.7
Inflight Restart
NOTE
An inflight restart may be attempted after a flameout or shutdown subject to the

pilots evaluation of the cause of flameout.
CAUTION
DO NOT ATTEMPT INFLIGHT RESTART IF CAUSE OF ENGINE FAILURE

IS OBVIOUSLY MECHANICAL.
Procedure
1. Collective lever
Adjust to OEI MCP or below
2. Collective lever friction
Adjust to maintain position of

lever when released
Reduce
4. ENG MAIN sw
Check OFF
5. FADEC sw
Check ON
6. ENGINE MODE SEL sw
Check NORM
7. Engine PRIME PUMP sw
ON
8. Engine TWIST GRIP
N position
EFFECTIVITY
For F34, F35, F44 and JETA, when fuel temperature is below 30_C
and PA > 10000ft (refer to Sect. 2, Para. 2.14.4):
When N1 reaches 0% wait 10 sec.:

9. ENG MAIN sw
EFFECTIVITY
For all other primary fuels and temperature/altitude conditions:
9. ENG MAIN sw
NOTE
EFFECTIVITY
FLIGHT; STARTER caution

comes on
FLIGHT; STARTER caution
comes on
Start will occur when N1 is dropped below 17%. In the case of switching on at
higher N1 the engine will start automatically when N1 has decreased below 17%.
All
When N1 > 50%:

10. Engine PRIME PUMP sw
OFF
As required
12. Starting triangles
Check disappeared
If restart is not successful:

APPROVED
Rev. 12.1
Perform
3 - 57


3.4.8
Engine Overspeed - Driveshaft Failure

NRO decrease
Affected engine:
Torque decreases to zero
N2 increases above NRO and engine is automatically shutoff by the overspeed

protection system
Normal engine (after shut off of effected engine):
Torque, N1 and TOT increase
N2 decrease/increase depending on previous torque setting

Procedure
Establish
2. Affected engine
Identify
Perform
3 - 58
APPROVED
Rev. 12.1


3.4.9
Engine Overspeed - Governing Failure

ROTOR RPM warning may come on
NRO and N2 increase
Affected engine:
Torque, N1 and TOT increase and engine might be automatically shutoff by the
overspeed protection system, if N2 exceeds limitation.
Normal engine:
Torque, N1 and TOT decrease
N2 decrease
Procedure
1. Collective lever
Raise to maintain N2 and NRO

within limits
2. Affected engine
Identify
3. TWIST GRIP (affected engine)
Reduce torque until the

normal engine takes the load
(TWIST GRIP and DEGRADE
cautions come on)
4. Collective lever
Readjust as required to stay

within limits
5. ENG MODE SEL sw (affected engine)
MAN
Adjust torque manually to

2030% according to weight
and ambient conditions
7. Collective lever
Readjust
as
necessary
without changing TWIST GRIP
position

After landing:
Reduce before lowering the

collective lever to full down
position (to keep N2/NRO within
limits)
GRIP ROTATIONS.
AUTOMATIC CONTROL OF VARIABLE NRO IN ACCORDANCE WITH
SECTION 7 / FIG 7-17
APPROVED
Rev. 12.1
3 - 59


3.4.10
Engine Oil Temperature High

Affected engine:
Oil temperature indication out of limits

Procedure
1. Airspeed
Increase if possible
If engine oil temperature decreases below limit:

If engine oil temperature remains above limit:
2. Affected engine
Identify
Establish
4. Engine main sw (affected engine)
Ground Idle
5. Oil temperature indicator (affected Monitor

engine)
If engine oil temperature decreases below limit:
NOTE
If conditions require, engine can be switched back to FLIGHT.

If engine oil temperature still remains above limit:
6. Single engine emergency shut- Perform
down
7.
3 - 60
APPROVED
Rev. 12.1


3.4.11
Double Engine Failure - HIGE

Yawing motion nose left
NRO and both N2 decrease
ROTOR RPM warning (NRO low) on
Both ENG FAIL caution indications (CAD & FLI)
Both ENG OIL P caution indications
Both FUEL PRESS caution indications
Both GEN DISCON caution indications

Procedure
1. Right pedal
Apply as necessary to stop

yaw
2. Landing attitude
Establish
3. Collective lever
Raise as necessary to
cushion landing
After steady ground contact:

4. Collective lever
APPROVED
Rev. 12.1
Lower rapidly
3 - 61


3.4.12
Double Engine Failure - Flight

Yawing motion, nose left
NRO and both N2 decrease
ROTOR RPM warning (NRO low) on
Both ENG FAIL caution indications (CAD & FLI)
Both ENG OIL P caution indications
Both FUEL PRESS caution indications
Both GEN DISCON caution indications

Procedure
Autorotation
Perform

3.4.13
Double Engine Emergency Shutdown

Procedure
F ON GROUND
1. Both ENG MAIN sw
OFF
2. Both FADEC sw
OFF
3. Both Fuel PRIME PUMP sw
OFF
4. BAT MSTR sw
OFF
If there is an indication that the engines are still running:

5. Both TWIST GRIPS
Turn to shut off
F IN FLIGHT
1. Both ENG MAIN sw
OFF
2. Both FADEC sw
OFF
NOTE
The shut off valves are inoperative when START cb is pulled.
If there is an indication that the engines are still running:

3. Both TWIST GRIPS
3 - 62
Turn to shut off

APPROVED
Rev. 12.1


3.4.14
Autorotation
Procedure
1. Collective lever
Reduce to maintain NRO

within limits
2. Airspeed
75 KIAS recommended
NOTE
Maximum range airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 KIAS

Minimum rate-of-descent airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 KIAS
Perform
AT APPROXIMATELY 100FT AGL:

4. Flare attitude
Establish
TOUCHDOWN:
5. Landing attitude
Establish
6. Heading
Maintain
7. Collective lever
Increase to stop descent and

cushion landing
AFTER TOUCHDOWN:
8. Collective lever
Lower slowly to prevent an

abrupt stop of the helicopter
9. Cyclic stick
Maintain in neutral position
10. BAT MSTR sw
OFF
APPROVED
Rev. 12.1
3 - 63

FIRE EMERGENCY CONDITIONS

3.5
3.5.1
Cabin Fire
Smoke, burning odor, flames

Procedure
F ON GROUND
Perform
2. Passengers
Alert/Evacuate
3. Fire
Extinguish if possible
F IN FLIGHT
1. Airspeed
Reduce, if necessary
(65 KIAS recommended)
2. Passengers
Alert
3. Heating/Air conditioning (if installed)
OFF
4. Fire
5. Fumes, smoke
Eliminate, open sliding doors,

windows and vents (fresh air)
6.
After landing:
3 - 64
Perform
APPROVED
Rev. 12.1


3.5.2
Electrical Fire / Short Circuit

Odor of burning insulation and/or acrid smoke

Procedure
F ON GROUND
Perform
2. Passengers
Alert/Evacuate
3. EPU, if connected
Disconnect
4. Fire
In flight procedure see next page
APPROVED
Rev. 12.1
3 - 65

Electrical Fire / Short Circuit (continued)

F IN FLIGHT
WARNING BE PREPARED FOR LOSS OF DISPLAY SYSTEMS, AFCS, COM. SYSTEMS

AND OTHER HELICOPTER SYSTEMS EXCEPT STANDBY INSTRUMENTS.
NOTE D If conditions require, open window(s) or sliding door(s) and vents for fresh air.
D If the source of the smoke or fire can be positively identified, remove electrical
power to the equipment, either by switching it off, or by pulling the associated
circuit breaker.
D HYD PRESS caution will illuminate when power is lost to the respective essential bus. The respective hydraulic system is not turned off.
D Affected electrical systems can generate a caution on the CAD.
1. Both BUS TIE sws
OFF
2. Both BUSTIE OPN cautions
Check on
Compare, note higher load
4. BAT MSTR sw
OFF
If fire / smoke continues:

5. Respective GEN sw (higher load)
OFF
6. Respective GEN DISCON caution
Check on

7. Both GEN sws
NORM
8. Both GEN DISCON cautions
Check off
9. Other GEN sw
OFF
10. Respective GEN DISCON caution
Check on

CAUTION
WITH BATTERY AND GENERATORS SWITCHED OFF, ALL

ELECTRICAL SYSTEMS WILL BE OFF (BLACK COCKPIT).
11. Both GEN sws
OFF

If fire / smoke eliminated:
7.

5.
3 - 66

APPROVED
Rev. 12.1

TAIL ROTOR FAILURE CONDITIONS

3.6
3.6.1
Tail Rotor Drive Failure - Hover

Complete loss of tail rotor thrust
Tail rotor failure in power-on flight is indicated by a yawing motion nose right; the yaw
rate depends on the aircraft power at the time of failure.
Procedure
F HOVER IN GROUND EFFECT
1. Both TWIST GRIPs
Turn to minimum
and simultaneously:
2. Landing attitude
Establish
3. Collective lever
Apply as necessary
After landing:
Perform
F HOVER OUT OF GROUND EFFECT
1. Collective lever
Reduce immediately
2. Both TWIST GRIPs
Turn to minimum
If height permits:
3. Airspeed
Gain
4. Collective lever
Raise to stop descent and

cushion landing
After landing:
APPROVED
Rev. 12.1
Perform
3 - 67


3.6.2
Tail Rotor Drive Failure / Fixed-pitch Tail Rotor Control Failure - Forward Flight
No directional response after pedal inputs and/or
Complete loss of tail rotor thrust and/or
Locked pedals
NOTE
The procedure will vary depending on flight conditions, power setting and mass
of the helicopter
Procedure
1. Collective lever
Reduce to obtain minimum

sideslip angle
2. Airspeed
Maintain 70 KIAS or higher
3. Suitable landing area
Select
NOTE D Surface of the landing area should be hard (e.g. concrete, asphalt) and flat.
D Crosswind from the left is advantageous
4. Shallow approach with nose left
Perform
If the airspeed can be reduced below 40 kts with the nose still pointing to the left:
5. Airspeed
Reduce close to the ground

until nose is aligned with the
flight direction
6. Landing
Perform
If the nose direction changes from left to right at airspeeds higher than 40 kts:
5. Airspeed
Increase (nose down)
6. Approach
Abort, climb to sufficient

height for autorotation
NOTE
Headwind is advantageous
7. Autorotation
Perform
NOTE D In autorotation zero sideslip can be expected at about 60 to 70 kts.

D Before touchdown, the groundspeed should be reduced to a minimum
D In final phase of flare the helicopter can yaw to the left due to friction effects.
3 - 68
APPROVED
Rev. 12.1

SYSTEM EMERGENCY/MALFUNCTION CONDITIONS

3.7
SYSTEM EMERGENCY/MALFUNCTION CONDITIONS
3.7.1
Cyclic Trim Actuator Failure / Runaway

NOTE
FTR pb on cyclic stick is labeled as TRIM REL or FTR.
Unsymmetrical cyclic stick forces
Procedure
1. FTR pb on cyclic stick
Press to reduce stick forces
If, after releasing FTR pb, stick forces reappear:

2. Circuit breaker TRIM ACT
NOTE
3.7.2
Pull
The FTR pb remains functional for force trimming.
Pitot / Static Port Failure

Pitot and/or static ports blocked by foreign objects.
Barometric instruments:
indications are unrealistic
pointer deflections may be sluggish

Procedure
1. STATIC PRESSURE SELECTOR VALVE
sw
NOTE
3.7.3
ALTERNATE SOURCE
For alternate static system correction, refer to Section 5 of this Manual.
Abnormal Vibration During Flight

Possible deposit of foreign objects (e.g. water, ice etc.) in the control cuff(s).
Procedure
APPROVED
Rev. 12.1
3 - 69

3.7.4
Failure of HIGH NR mode

F NRO fails to increase below 50 KIAS
below 50 KIAS, NRO fails to increase and/or HI NR advisory is off
NOTE
When the HI NR pb is selected at DA > 9000ft, no NRO/N2 increase/decrease

happens, due to the normal NRO variation with density altitude (see sec.7).
Procedure
1. HIGH NR mode
Check selected
2. NRO
Check
If NRO is 103% :
3. Continue Flight/Approach
If NRO remains nominal :
3. Continue Flight
NOTE
Avoid landing with right cross wind for gross masses above 2835 kg and up
to 2910 kg.
F NRO fails to decrease above 55 KIAS or NRO increase above 55 KIAS
above 55 KIAS, NRO fails to decrease and/or HI NR advisory is on
above 55 KIAS, NRO increase and/or HI NR advisory is on
NOTE

happens, due to the normal NRO variation with density altitude (see sec.7).
Procedure
1. HI NR pb
Push, check off and HIGH NR

advisory goes off
2. NRO
Check
If NRO is nominal :
3. Continue Flight
If NRO 103% :
3. Airspeed
Observe, max. airspeed

VNE 25 kts or below
4. Continue Flight
NOTE
3 - 70
Select HIGH NR mode below 50 KIAS, when it has been deselected.

APPROVED
Rev. 12.1

NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
Page
4.1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1
4.2
PREPARATION FOR FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1
4.2.1
Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1
4.2.2
Mass and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2
4.3
PREFLIGHT CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2
4.3.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2
4.3.2
Exterior Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2
4.3.3
Interior Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 9
4.4
STARTING ENGINES AND SYSTEM CHECKS . . . . . . . . . . . . . . . . . . . . . . 4 - 10
4.4.1
Standard start up procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 10
4.4.1.1 PreStart check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 10

4.4.1.2 Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 13
4.4.1.3 System Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 17
4.4.2
Quick start up procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 19
4.4.2.1 Additional preflight checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 19

4.4.2.2 Starting phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 23
4.5
PRE-TAKEOFF CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 26
4.6
TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 27
4.7
PRE-LANDING CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 28
4.8
LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 28
4.9
ENGINE SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 29
4.10
ENGINE VENTILATION (DRY CRANK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 30
4.11
CHANGING ENGINE CONTROL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 31
4.11.1
Switch over from NORM to MANUAL mode : . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 31
4.11.2
Switch over from MANUAL to NORM mode: . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 31
APPROVED
Rev. 12.1
4i

NORMAL PROCEDURES
Page
4.12
EFFECTIVITY
BLEED AIR HEATING SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . 4 - 32

4.12.1
Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 32
4.12.2
Deicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 32
4.12.3
Defogging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 33
4.12.4
Bleed air heating system off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 33
EFFECTIVITY
4.12.5
Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 33
4.12.6
Deicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 34
4.12.7
Defogging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 34
4.12.8
Bleed air heating system off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 34
EFFECTIVITY
All
LIST OF FIGURES
Fig. 4-1
4 ii
Exterior Check Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 3
APPROVED
Rev. 11

Normal Procedures
SECTION 4
NORMAL PROCEDURES
GENERAL
4.1
This Section contains instructions and recommended procedures which are peculiar to
the operation of this helicopter.
For definition of terms, abbreviations and symbols used in this Section refer to Section 1.
NOTE D For para. 4.3.2 Exterior Check and para. 4.3.3 Interior Check observe:
All steps/checks which are mandatory before each flight are marked with an
asterisk (L).
All other steps/checks in these two paras have only to be performed before the first
flight of the day or for aircraft on alert / on call status these items should be per
formed within a 24 hours cycle.
D From para. 4.4 to para. 4.10 all steps/checks are mandatory before each flight.
D All high intensity lights installed on the aircraft could cause injuries to eyes.
EFFECTIVITY
D
Switching off the BAT MSTR sw during flight will trigger a SETO self-test upon engine
shut down.
EFFECTIVITY
4.2
All
PREPARATION FOR FLIGHT
EFFECTIVITY
NOTE
Helicopters equipped with dual controls

Before helicopter operation with a passenger on copilots seat the cyclic stick,
collective lever and the pedals have to be removed from their quick releaseable
connections on copilots side and the dual control covers (see FMS 9.2-3) have
to be installed.
If cyclic stick, collective lever and pedals remain installed (adjust pedals to max.
forward position) or have been removed and the covers are not available, the
passenger must be briefed properly before starting engines not to interfere with
any pilots control operation.
EFFECTIVITY
4.2.1
All
Flight Planning
Refer to Section 5 to determine required fuel, airspeeds and power settings for takeoff,
climb, cruise, hovering and landing data necessary to accomplish the mission.
APPROVED
Rev. 12.1
4-1

Normal Procedures
4.2.2
Mass and Balance

The takeoff and anticipated landing gross mass and balance should be obtained before
takeoff and checked against mass and load limits and center of gravity restrictions (see
Section 2).
4.3
PREFLIGHT CHECK
4.3.1
General
The preflight check shall be accomplished in accordance with the Flight Manual.
The preflight check is not a detailed mechanical inspection, but essentially a visual check
of the helicopter for correct condition.
When unusual local conditions dictate, the extent and/or frequency of this check shall be
increased as necessary to promote safe operation.
NOTE D The following list contains only check items for the standard configuration.
D In addition to these items, check antennas and all installed optional equipment.
D Make certain that all relevant intermediate and special inspections in accordance with the Maintenance Manual have been complied with.
D For optional equipment check items, refer to the respective Flight Manual
Supplement or Maintenance Manual.
4.3.2
Exterior Check
The exterior check is laid out as a walk-around check, starting forward right at the pilots
door, proceeding clockwise to the tail boom, to the left hand side (including the upper
and lower areas of the helicopter) and is completed at the helicopter nose area.
NOTE D The helicopter shall be headed into the wind.
D The area around the helicopter should be clear of all foreign objects.
D To avoid excessive drain on the helicopter battery, particularly during cold
weather, all ground operations should be conducted using an external power
unit (EPU). Prior to EPU connection make sure that battery is connected.
D When the battery is used, the operation of electrical equipment should be kept
to a minimum.
4-2
APPROVED
Rev. 12.1

Normal Procedures
EC135_FLH_0031_D
3
1.
Fuselage RH
4.
Cabin roof
2.
Rear structure
5.
Nose area
3.
Fuselage LH
Fig. 4-1
Exterior Check Sequence
BEFORE EXTERIOR CHECK:

L Helicopter and mission documents
Check, complete
L Weight, CG
Check
L Covers and tie-downs
Removed
L Ice and snow (if any)
Removed
L Ground handling wheels
Removed
Fuel tanks
L Equipment and cargo
NOTE
APPROVED
Rev. 7
Drained
Secured
For required checks of the installed Hand Fire Extinguisher(s) observe national
regulations and manufacturers safety advise.
4-3

Normal Procedures
DC System Check (EPU is disconnected)

BAT MSTR switch
ON
VEMD
Check DC voltage indication for

system 1 and 2 w24 VDC
BUS TIE sw (1 and 2)
OFF; Check cautions BUS TIE

OPEN 1 and 2 appear
VEMD

system 1 and 2 is approx. equal
to battery voltage
(max. n is 1V)
NORM; Check cautions BUS
TIE OPEN 1 and 2 disappear
BUS TIE sw (1 and 2)

VEMD

system 1 and 2 is approx. equal
to battery voltage
(max. n is 1V)
Fuel XFER Pumps Check
4-4
SHED BUS sw
EMER (to test XFER pump aft)
CAD
Check SHED EMER caution on
Fuel XFER pumps (AFT and FWD)
ON; Check cautions (F PUMP

AFT/ F PUMP FWD) off
Fuel XFER pumps (AFT and FWD)
OFF
SHED BUS sw
NORM and guarded
CAD
Check SHED EMER caution off
BAT MSTR switch
OFF
APPROVED
Rev. 8

Normal Procedures
EXTERIOR CHECK
Fuselage - RH:
Cockpit air intake
Clear
Pilot door
Condition, function
BAT MSTR switch
Check, OFF
Sliding door
Condition, function
Landing gear and step
Condition
Drain port
Clear
Fuselage underside
Condition, no leakage
Antennas on underside (if any)
Condition
Windshield, upper part
Condition
Cabin air intake
Clear
Antennas on roof (if any)
Condition
Oil cooler fan inlet screen
Clear
Oil cooler fan
Condition
Sliding door
Check closed
OAT-Sensor
Condition, clear
Transmission & Engine Compartments - RH:

Transmission compartment
No leakage, no foreign objects
Oil cooler air inlet duct
Check clear
Oil cooler
Clear, condition
Hydraulic pressure supply system 2
Condition
Fluid level indicator
Check fluid level
Sight glass
Check oil visible
Transmission oil filter clogging indicator pin
Check in
Transmission oil level
Check
Generator intake
Clear
Air opening in access door
Clear
L Transmission access door

Engine compartment, wiring, linkages and lines
L Engine II oil tank
Closed, secured
Condition, no leakage,
no foreign objects
Oil level
Engine air intake
Clear
Engine air intake access door
Closed, locked
Engine oil and fuel filter clogging indicator pins
Check in
Engine drive shaft
Check free wheeling
Air openings (NACA & vent) in engine cowling
Clear
L Engine access door

APPROVED
Rev. 8
Closed, secured
4-5

Normal Procedures
Fuselage - RH (continued):
L Maintenance step
Avionic bay cooling vent
L EPU access
Check in
Clear
Circuit breaker in, door closed if
EPU not connected
Battery
Condition, connected
Vent screen (2) on the top
Clear
L Battery compartment door
Closed and secured
L Static port(s) (2, if copilots system installed)
Clear
Engine exhaust pipe
Condition
Clam shell doors
Condition, function
First aid kit
On board, condition
Avionic rack
Secured
L Clam shell doors

Hinges
Closed, secured
Condition
Rear Area:
L Tail boom - right side
Condition
Antennas (if any)
Condition
Drain port(s)
Clear
L RH horizontal and vertical stabilizer, position light

Tail bumper
Condition
Condition
L If inspection window for aft Trimm Weight(s) is installed

Number of installed weights
Check, verify according to C.G.

calculation
Trimm Weight(s)
Check installation, secured
Fenestron structure
L Tail rotor blades
4-6
Condition
Condition, free play
Tail rotor
Check centered within fenestron

structure (constant blade tip
clearance); visual check
Slip marks on tail rotor fairing and hub
Check no dislocation
Ring frame between tail boom and Fenestron, RH
Condition, no cracks
Vertical fin tip, RH
Condition
Position and anti-collision light
Condition
Ring frame between tail boom and Fenestron, LH
Condition, no cracks
Vertical fin tip, LH
Condition
Stators
Condition
APPROVED
Rev. 8

Normal Procedures
L Tail gearbox
Condition, no leakage, oil level
Oil filler cap
Condition, closed
Tail gearbox cover
Condition, no foreign objects,

camlocks closed
L LH horizontal and vertical stabilizer, position light
Condition
L Tail boom - left side
Condition
Antennas (if any)
Condition
Fuselage - LH:
L Static port(s) (2, if copilots system installed)
Clear
Engine exhaust pipe
Condition
Avionic bay cooling vent
Clear
Transmission & Engine Compartments - LH:

Engine compartment, wiring, linkages and lines
L Engine I oil tank
Condition, no leakage,
no foreign objects
Oil level
Engine air intake
Clear
Engine air intake access door
Closed, locked
Engine oil and fuel clogging indicator pins
Check in
Engine drive shaft
Check free wheeling
Air openings (NACA & vent) in engine cowling
Clear
L Engine access door
Closed, secured
Transmission compartment
No leakage, no foreign objects
Oil cooler air inlet duct
Check clear
Oil cooler
Clear, condition
Hydraulic pressure supply system 1
Condition
Check fluid level
Sight glass
Check oil visible
Swash plate sliding sleeve bushing (lower part)
Condition, no shift
Generator intake
Clear
Air opening in access door
Clear
L Transmission access door
Closed, secured
Main Rotor Area:

Swash plate
Condition
Swash plate sliding sleeve bushing (upper part)
Condition, no shift
Driving links assembly
Condition
Rotor blades (4)
Condition, turn rotor and check

free run
PU Erosion-protective film (if fitted)
APPROVED
Rev. 8
Condition, no separation
4-7

Normal Procedures
Blade underside in the area between drain Condition, no cracks

holes and beginning of metallic erosion
protection
Trim tabs (8)
Condition
Static discharger (4)
Condition
Rotating control rods (4)
Condition, free movement
L Blade attachment area of main rotor mast (upper Condition, no cracks

and lower)
Blade attachment bolts (8)
Secured
Rotor hub cap
Condition
Blade dampers (8)

Control cuffs (4)
Condition
Condition
If control cuff covers are installed:

Control cuff covers (4)
Condition
If control cuff covers are damaged or not

installed:
Control cuff drain holes
No foreign objects
Control cuff opening (as far as visible)
No foreign objects
Lower part of blade dampers
Feel for foreign objects, water or

snow inside
Fuselage - LH (continued):
Deck cowlings
Condition
Cowling left side
Condition
Antennas on roof (if any)
Condition
Windshield, upper part
Clean
L Maintenance step
Fuel filler cap
L Fuel filler door
Closed
Closed, secured
Closed, locked
Landing gear and step
Condition
Vents (2), drainports (2)
Clear
Antennas on underside (if any)
Condition
Fuselage underside
Condition, no leakage
Sliding door
Condition, function
If the optional precatch device is installed the door must be in fully closed position prior next opening. The pilot/crew has to instruct the passengers for safety
reasons.
Cockpit air intake
4-8
Clear
APPROVED
Rev. 10

Normal Procedures
Copilot door
Condition, function
Copilot seat safety belts, if seat not occupied
Fastened, secured
Nose area:
Windshield, front and lower part
L Pitot tube(s) (2, if copilots system installed)
Condition, no foreign objects
Windshield wiper (if installed)
Condition
Nose windows
Condition
L Pedal areas
4.3.3
Condition, clean
No foreign objects
Landing lights
Condition
L Fuselage bottom
Condition
Interior Check
L Seats and pedals
Adjusted and locked
L Safety belt
Fastened
L Pilot/Copilot door
Check all latches properly engaged by pushing the door(s)

outwards
If the optional precatch device is installed the door must be in fully closed position prior next opening.
L Overhead panel:
All circuit breakers
In
All switches
OFF or NORM
Rotor brake lever (if rotor brake installed)
Check in off (upward) position
L Instrument panel:
Instruments
Check
Clock
Check and set
All switches
OFF or NORM
STATIC PRESSURE SELECTOR VALVE sw
STATIC TUBE
L Center console:
COM/NAV equipment
Check condition
L Collective lever:
All switches
OFF, NORM, guarded if possible
Twist grips
NEUTRAL
Collective lever
Check locked
APPROVED
Rev. 12
4-9

Normal Procedures
4.4
STARTING ENGINES AND SYSTEM CHECKS
4.4.1
Standard start up procedure
4.4.1.1 PreStart check

AFTER BAT MSTR SW IS SWITCHED ON, THE LOW ROTOR RPM AUDIO
TONE APPEARS. DO NOT PRESS THE RESET PB (CYCLIC STICK) UNTIL
THE END OF THE CPDS TEST. OTHERWISE THE INPUT FAIL CAUTION
LOGIC MAY BE CORRUPTED.
CAUTION
Instrument panel:
BAT MSTR switch
ON; CPDS internal test starts
NR/N2 instrument
GND PWR (or GND ON) sw(s) (if installed)
Check full deflection

OFF
NOTE
Do not switch off CPDS during or after flight. However, if it has been switched off
even though, proceed as follows for a correct reactivation:
1. CAD OFF pb
Press
2. VEMD OFF 1 & OFF 2 pb
Press one after the other; several cautions may appear for a few
seconds.
CAD
NOTE
Check no INP FAIL caution

press scroll or review the
following page(s).
If INP FAIL appears in conjunction with the appropriate caution(s), this caution(s)
will not be provided during flight. Abort pre-start check. Maintenance action is
required.
Low NRO-RPM audio tone
Reset
Overhead panel Fire Protection Test:

NOTE
If a single or dual fire extinguisher system is installed, refer to respective FMS

for pre-start check procedure.
FIRE EW 1 test switch
4 - 10
EXT/WARN
Warning panel
FIRE I must come on
Headset
Aural warning signal must come

on
OFF
EXT/WARN
Warning panel
FIRE II must come on
Headset

on
APPROVED
Rev. 12

Normal Procedures
OFF
Overhead panel Continued:

CDS/WARN UNIT TEST sw
WARN UNIT (all warning lights

and double gong must come on)
Comes on and must be reset
CDS; Check CPDS display self

test
Fuel PRIME pumps (1 and 2)
ON, PRIME PUMP (sys1/sys2)

caution indications come on and
both FUEL PRESS caution
indications should go off
NOTE
To ensure that the engines are supplied enough fuel, prime pumps must be on
for at least 10 sec. before starting engines.
A-COLL light sw
ON
If dual color anti-collision light installed:

A-COLL light sw
NOTE
RED or WHT
On ground or during taxiing the white mode should not be used.
Instrument panel:
1)
Instrument panel cooling
Check operative
CAD & VEMD brightness
Adjust as required
VEMD
DC voltage: minimum 24V DC
CAD fuel quantity indication
Check quantity
NAV/COM
As required
FTR pb (on cyclic stick)
Press
Cyclic stick
Centered
CAUTION
1)
DO NOT SWITCH ON FADEC UNTIL CPDS SELF TEST HAS BEEN

COMPLETED.
APPROVED
Rev. 12
4 - 11

Normal Procedures
FADEC sw I then II
ON;
CAD
Check following CAUTION

indications on CAD coming up
for a few seconds (SYS 1/2):
- TRAINING
- ENG MANUAL
- DEGRADE
- REDUND
- ENG EXCEED
- OVSP
NOTE
If one of these cautions remain on, abort pre-start check. Maintenance action is
required.
FADEC Parameter Check

SCROLL button on VEMD
Select
SYSTEM
STATUS
PAGE;
compare P0 between system
1 and 2, max. allowable difference is t 20 hPa
compare T1 between system
1 and 2, max. allowable difference is t 4_C
Select ELEC/VEH page
NOTE
4 - 12
If a bigger difference of T1s is indicated and the aircraft has been exposed to
the sun for an extended period repeat the test after engine start prior to takeoff.
APPROVED
Rev. 6

Normal Procedures
4.4.1.2 Starting Engines

Before starting engines
Fire guard
Posted (if available)
Rotor area
Clear
Abort start procedure

CAUTION IMMEDIATELY ABORT START AND, IF INDICATED,
MAINTENANCE
ACTION
BEFORE
RESTART
FOR
ANY
FOLLOWING:
PERFORM
OF
THE
D IF IGNITION DOES NOT TAKE PLACE AFTER REACHING OF N1= 20%

BUT LATEST AFTER 15 SECONDS.
NOTE: WAIT ANOTHER 30 SECONDS AND PERFORM A 15 SEC.
ENGINE VENTILATION (see 4.10). WAIT FOR 60 SECONDS BEFORE
TRYING STARTING AGAIN.
D IF ABNORMAL NOISES ARE HEARD. (CHECK SOURCE OF NOISE,

MAINTENANCE ACTION MAY BE REQUIRED!)
D TOT RISES ABNORMALLY RAPIDLY ABOVE 810_C AND IS QUICKLY
APPROACHING 895_C.
(If start is aborted but TOT limits are not exceeded, wait 30 seconds after
N1 RPM has returned to zero before attempting restart. This permits
excessive fuel to drain from combustion chamber.)
D IF ENGINE HANGS. (Stagnation below GROUND IDLE)
D NO POSITIVE ENGINE OR TRANSMISSION OIL PRESSURE
INDICATIONS UPON REACHING GROUND IDLE CONDITION.
(MAINTENANCE ACTION!)
D N2 RPM AND ROTOR RPM NEEDLES ARE NOT MATCHED AFTER
REACHING STABILIZED GROUND IDLE CONDITION.
D IF N1 OR N2 INCREASE BEYOND ENGINE LIMITS.
D ABNORMAL VIBRATIONS DURING NRO INCREASE. (CHECK SOURCE
OF VIBRATION, MAINTENANCE ACTION MAY BE REQUIRED!)
D IF STARTER STILL ENGAGED AT N1 > 50%.
APPROVED
Rev. 12
4 - 13

Normal Procedures
ENG MAIN sw(s)
OFF
If the engine is still running:

Respective TWISTGRIP
Turn to SHUT-OFF
NOTE D If, for any reason, a starting attempt is discontinued, the entire starting sequence must be repeated from the beginning.
D In case of a repeated engine start, wait 30 seconds and perform a 15 second
engine ventilation (see para. 4.10).
Starting First Engine
EFFECTIVITY
Engines with TU130 service bulletin or subsequent installed
NOTE D During engine start, if ignition does not take place before reaching N1 = 20%,
the engine will automatically interrupt the starting process and automatically
perform a restart when N1 has decreased to 9%. This may lead to 15 seconds starting time without pilots action for the first starting attempt. The starting time for the automatically restart has to be observed in accordance with
the abort startup procedure.
D Only one automatic restart will be performed.
D If the automatic restart is not successful, the abort start procedures shall be
applied.
EFFECTIVITY
All
NOTE D In case of operation under low OAT, observe oil limits, fuel limits and warm up
procedure as detailed in FLM.
D Either engine may be started first.
First Limit Indicator
Check needle shows TOT
ENG MAIN sw first engine
IDLE, simultaneously start clock

Monitor:
- N1 increase
- TOT rise ( 720 _C);
note that FLI needle moves
not until 350 _C.
- Engine oil pressure increase
- N2 and NRO increase
NOTE
During start GEN PARAM OVERLIMIT message on the FLI is normal.
Ground IDLE (within 45 sec)
4 - 14
Check N2 70%
APPROVED
Rev. 8

Normal Procedures
HYDRAULIC Check:
CAUTION
HYD TEST MUST NOT BE OPERATED DURING FLIGHT
HYD test sw
SYS 1 and hold

Check caution indication:
HYD PRESS (System 2)
Perform small movements:

1)
with cyclic stick (FTR pb is pressed)
Check Mast Moment indication

(if installed) and correct operation
with collective lever
Check correct operation
with pedals
Check higher forces
HYD test sw
SYS 2 and hold

Check correct operation with small cyclic stick, collective lever and pedal movements.
EFFECTIVITY
Collective lever
EFFECTIVITY
1)
Push fully down
All
APPROVED
Rev. 12.1
4 - 15

Normal Procedures
Starting Second Engine

Engines with TU130 service bulletin or subsequent installed
EFFECTIVITY
NOTE D During engine start, if ignition does not take place before reaching N1 = 20%,
the engine will automatically interrupt the starting process and automatically
perform a restart when N1 has decreased to 9%. This may lead to 15 seconds starting time without pilots action for the first starting attempt. The starting time for the automatically restart has to be observed in accordance with
the abort startup procedure.
D Only one automatic restart will be performed.
D If the automatic restart is not successful, the abort start procedures shall be
applied.
EFFECTIVITY
All
First Limit Indicator
ENG MAIN sw second engine
IDLE, simultaneously start clock

Monitor:
- N1 increase
- TOT rise ( 720 _C);
not until 350 _C.
NOTE
During start GEN PARAM OVERLIMIT message on the FLI is normal.
When IDLE speed of N2 76% is reached (within 45 sec):

Avionic Master switches
ON
Inverter sw (if inverter(s) installed)
ON
Pitot Heater 1/2
ON
Both Fuel XFER pumps
ON
Both Fuel PRIME pumps
OFF
Position Lights (mandatory for Night Flight)
ON
Avionics
Check on and set
Instruments
Set and check
Both ENG MAIN switches
FLIGHT
NOTE
Due to start sequence the FLI needle of the second started engine can show
TOT start mode instead of torque. Switch this engine to FLIGHT position first.
After rotor RPM has stabilized:

Both ENG MAIN switch guards
4 - 16
Close
APPROVED
Rev. 8

Normal Procedures
4.4.1.3 System Checks

NOTE D The overspeed system (OVSP sw on overhead panel) has to be checked
during scheduled inspections in accordance with the Maintenance Manual.
Miscellaneous Checks
Optional equipment checks
As required (refer to Section 9)
Power Check
Perform power check as required (refer to Section 5).
YAW SAS Check
SAS DCPL push-button
Press
Check CAUTION indication:
YAW SAS
P&R // Y RST switch
Reengage YAW SAS
Cyclic Trim System Check

Cyclic stick:
Cyclic trim system
NOTE
Check function in all four main

directions
Monitor Mast Moment Indication, if installed, while performing small cyclic inputs.
Standby horizon check (if installed; required for IFR):

Cage knob
Pull and rotate (cage)
STBY/HOR switch
TEST position (5 seconds)
CAD
HOR BAT illuminates on (MISC)
NOTE
HOR BAT must at least momentarily remain illuminated to indicate that the
emergency battery is adequately charged. If HOR BAT on the CAD goes off immediately when the switch is moved in TEST position, the emergency battery is
probably incapable of providing power for 30 minutes in case of emergency.
STBY/HOR switch
ON
CAD
HOR BAT must go off
After 60 seconds:
Cage knob
APPROVED
Rev. 12
Release cage, check correct indication
4 - 17

Normal Procedures
Bleed Air Heating check: (Before first flight, if the use of the heating system is intended.)
PULL for HEATING/DEFOG knob
Pull
or, dependig on installation

Distribution flap knob
DEFOG
BLD HTG switch
NORM
BLD HTG rheostat
MAX; check if BLEED AIR advisory comes on
WARNING
EFFECTIVITY
MOISTURE THAT MAY HAVE ACCUMULATED IN THE HEATER SYSTEM

DUCTING WILL CAUSE THE WINDSHIELDS TO FOG UPON INITIAL ACTIVATION OF THE HEATER. THEREFORE, BEFORE TAKEOFF, MAKE
CERTAIN THAT ANY MOISTURE IN THE HEATER SYSTEM IS ELIMINATED BY OPERATING THE HEATER IN THE DEFOGGING MODE UNTIL INDICATIONS OF MOISTURE ON THE WINDOWS ARE NO LONGER
PRESENT.
BLD HTG rheostat

EFFECTIVITY
OFF; check if BLEED AIR advisory disappears
BLD HTG rheostat
MIN
BLD HTG switch
OFF; check BLEED AIR advisory disappears
EFFECTIVITY
All
HIGH NR Check (if gross mass > 2835 kg):

HI NR pb
Push, check ON illuminates

and NRO increases by up to
3%
HIGH NR advisory
Check on
NOTE
4 - 18
When the HI NR pb is selected at DA > 9000 ft, no NRO/N2 increase/decrease

happens, due to the normal NRO variation with density altitude.
APPROVED
Rev. 10

Normal Procedures
4.4.2
Quick start up procedure

CAUTION
NOTE
AFTER BAT MSTR SW IS SWITCHED ON, THE LOW ROTOR RPM AUDIO
TONE APPEARS. DO NOT PRESS THE RESET PB (CYCLIC STICK) UNTIL
THE END OF THE CPDS TEST. OTHERWISE THE INPUT FAIL CAUTION
LOGIC MAY BE CORRUPTED.
Quick startup procedure is recommended only if special circumstances require.
4.4.2.1 Additional preflight checks

NOTE
Standard preflight checks (according to para. 4.3) and the additional preflight
checks must be performed to prepare the helicopter for a subsequent quick start
(according to para. 4.4.2.2).
Instrument panel:
BAT MSTR switch
NR/N2 instrument
Check full deflection
GND PWR (or GND ON) sw(s) (if installed)
OFF
CAD
Check no INP FAIL caution
Reset
Overhead panel Fire Protection Test:

NOTE
If a single or dual fire extinguisher system is installed, refer to respective FMS

for pre-start check procedure.
EXT/WARN
Warning panel
FIRE I must come on
Headset

on
OFF
EXT/WARN
Warning panel
FIRE II must come on
Headset

on
OFF
Overhead panel Continued:

WARN UNIT (all warning lights

and double gong must come on)
Comes on and must be reset
APPROVED
Rev. 11
4 - 19

Normal Procedures
CDS; Check CPDS display self

test
SHED BUS
EMER
Standby horizon check (if installed, required for IFR):
NOTE
Cage knob
Pull and rotate (cage)
STBY/HOR switch
TEST position (5 seconds)
CAD
HOR BAT illuminates on (MISC)
HOR BAT must at least momentarily remain illuminated to indicate that the
emergency battery is adequately charged. If HOR BAT on the CAD goes off immediately when the switch is moved in TEST position, the emergency battery is
probably incapable of providing power for 30 minutes in case of emergency.
STBY/HOR switch
ON
CAD
HOR BAT must go off
After 60 seconds:
Cage knob
Instrument panel:
1)
Instrument panel cooling
Check operative
CAD & VEMD brightness
Adjust as required
VEMD
CAD fuel quantity indication
Check quantity
FTR pb (on cyclic stick)
Press
Cyclic stick
Centered
FADEC sw I then II
ON;
Check following CAUTION
indications on CAD coming up
for a few seconds and disappear
(SYS 1/2):
- TRAINING
- ENG MANUAL
- DEGRADE
- REDUND
- ENG EXCEED
- OVSP
1)
4 - 20

APPROVED
Rev. 11

Normal Procedures
FADEC Parameter Check

Select
SYSTEM
STATUS
PAGE;
compare P0 between system
1 and 2, max. allowable difference is t 20hPa
compare T1 between system
1 and 2, max. allowable difference is t 4_C
Select ELEC/VEH page
NOTE
If a bigger difference of T1s is indicated and the aircraft has been exposed to
the sun for an extended period repeat the test after engine start prior to takeoff.
Avionic checks:
Avionic Master switch(es)
ON
ON
Avionics
Check on and set
Instruments
Set and check
NAV/COM
As required
FCDS (if installed)
Test
Rad alt (if installed)
Test
YAW SAS check:

SAS DCPL push-button
Press,
check CAUTION indication:
YAW SAS
P&R // Y RST switch
Reengage YAW SAS
Bleed Air Heating check: (Before first flight, if the use of the heating system is intended.)
Pull

DEFOG
BLD HTG switch
EMER
BLD HTG rheostat
MAX; check if BLEED AIR advisory comes on
EFFECTIVITY
APPROVED
Rev. 11
BLD HTG rheostat
BLD HTG switch
NORM
4 - 21

Normal Procedures
EFFECTIVITY
EFFECTIVITY

BLD HTG rheostat
MIN
BLD HTG switch
All
Optional Equipment
Check as far as possible
OFF
Static inverters
OFF
Preparation for night flight:

Cockpit lighting
Set
Landing lights
Check / set
Power OFF:
4 - 22
SHED BUS
NORM and guarded
FADEC sw I then II
OFF
BAT MSTR switch
OFF
Helicopter
Ensure that settings or condition

are not interfered with until quick
start is necessary.
APPROVED
Rev. 11

Normal Procedures
4.4.2.2 Starting phase

CAUTION
NOTE
DO NOT USE THE QUICKSTART PROCEDURE IF, AFTER COMPLETION

OF THE STANDARD AND ADDITIONAL PREFLIGHT CHECKS, ANY OF
THE FOLLOWING APPLIES:
THE HELICOPTER WAS LEFT UNATTENDED.
THE HELICOPTERS SETTINGS OR CONFIGURATION WERE
CHANGED OR INTERFERED WITH.
SINCE COMPLETION OF THE STANDARD AND ADDITIONAL PRE
FLIGHT CHECKS, MORE THAN 12 HOURS HAVE PASSED.
In case of operation under low OAT, observe oil limits, fuel limits and warm up procedure as detailed in FLM.
Interior & Prestart Checks

BAT MSTR switch
GND PWR sw(s) (if installed)

OFF
Safety belt
Fastened
Pilot / Copilot door
Check all latches properly engaged by pushing the door(s)

outwards
If the optional precatch device is installed the door must be in fully closed position prior next opening.
Fuel PRIME pumps (1 and 2)
A-COLL light sw
ON, PRIME PUMP (sys1/sys2)

caution indications come on and
both FUEL PRESS caution
indications should go off
ON
If dual color anti-collision light installed:

A-COLL light sw
NOTE
RED or WHT
On ground or during taxiing the white mode should not be used.
CAUTION
DO NOT SWITCH ON FADEC UNTIL CPDS SELF TEST HAS BEEN

COMPLETED.
FADEC sw I then II
ON
VEMD
First Limit Indicator (FLI)
Starting engines
NOTE
For engine start abort refer to para. 4.4.1.2
Fire guard
Posted (if available)
Rotor area
Clear
APPROVED
Rev. 12
4 - 23

Normal Procedures
Both ENG MAIN switches

NOTE
FLIGHT,
clock
simultaneously
start
Only one engine will begin starting cycle. After reaching N1 50% (first engine
starter drop out), the second engine will begin its starting cycle automatically.
Monitor:
- N1 increase
- TOT rise ( 720 _C);
not until 350 _C.
N1
> 50%, check starter dropout

first engine
ON
ON
Pitot Heater 1/2
ON
Both Fuel XFER pumps
ON
Both Fuel PRIME pumps
OFF
Position Lights (mandatory for Night Flight)
ON
HYDRAULIC Check:
CAUTION
HYD TEST MUST NOT BE OPERATED DURING FLIGHT
HYD test sw
SYS 1 and hold

Perform small movements:

1)
with cyclic stick (FTR pb is pressed)
Check Mast Moment indication

(if installed) and correct operation
with collective lever
Check correct operation
with pedals
Check higher forces
HYD test sw
SYS 2 and hold

continued
1)
4 - 24

APPROVED
Rev. 12.1

Normal Procedures
NOTE
EFFECTIVITY
Check correct operation with small cyclic stick, collective lever and pedal movements.
Collective lever
EFFECTIVITY
Push fully down
All
Avionics
Check on and set
Instruments
Set and check
Standby horizon (if installed)
System Checks:
Cyclic trim system
NOTE
Check function in all four main

directions
Monitor Mast Moment Indication, if installed, while performing small cyclic inputs.
Optional Equipment
Check as required (refer to FLM,

Secton 9)
When both engines in Flight idle:

Both ENG MAIN switch guards
Close
HGH NR Check (if gross mass > 2835 kg):

HI NR pb
Push, check ON illuminates

and NRO increases by up to
3%
HIGH NR advisory
Check on
NOTE
APPROVED
Rev. 12.1
When the HI NR pb is selected at DA > 9000 ft, no NRO/N2 increase/decrease

4 - 25

Normal Procedures
4.5
PRE-TAKEOFF CHECK
CAUTION
CHECK THAT THE ADJUSTMENT OF THE INTERCOM VOLUME REGULATOR GUARANTEES AUDIBLE SIGNALS.
NRO / N2
All WARNING, CAD & VEMD indications
Check 100% and HIGH NR illuminates

Check
All doors
Closed
Cabin
Check secured
Cyclic stick
Check centering device secured
Collective lever
Unlock; check correct friction
CAUTION
NOTE
4 - 26
Check 97%,
If gross mass > 2835 kg:
COLLECTIVE LEVER MUST NOT INTERFERE WITH LOCKING DEVICE.

CHECK ADEQUATE CLEARANCE.
In case of operation under low OAT condition observe engine oil temperature
limits and warm up procedure as stated in section 2 para. 2.15.
APPROVED
Rev. 11

Normal Procedures
4.6
TAKEOFF
Collective
EFFECTIVITY
NOTE
EFFECTIVITY
Check if starting triangles disappeared, if not, perform small input ( 30% torque)

In case of unlatching the collective in OEI condition, a beeping warning tone will
be activated and CHECK ENG flashes in the warning panel.
In order to enable OEI ground runs with power, the tone can be reset after 5
seconds. Then CHECK ENG is still illuminated continuously.
All
Hover flight
Perform
NR/N2 instrument
Check 100%
If gross mass > 2835 kg:
Check 103%
FLI needles
Check matched at same parameter
Check
Recommended takeoff procedure:

CAUTION

ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED INFLIGHT
IN TURBULENT WEATHER CONDITIONS.
IN CASE OF PIO/PAO, RELEASE COLLECTIVE LEVER MOMENTARILY
AND INCREASE COLLECTIVE LEVER BRAKE FRICTION.
Acceleration and climb
Start nose down pitch rotation

and simultaneously increase
power smoothly so that the helicopter gains speed and height
Observe
HeightVelocitydiagram as described in Section 5
When reaching 50 KIAS
Maintain airspeed until reaching

50ft AGL, then accelerate to VY
(65 kt) and climb through 100ft
AGL
Takeoff with gross mass > 2835 kg:

When IAS above 55 KIAS
APPROVED
Rev. 12.1
Check decrease in NRO to nominal value (by up to 3 %);

HIGH NR advisory goes off
4 - 27

Normal Procedures
4.7
PRE-LANDING CHECK
All instruments
Check
Check
Cabin
Check secured
Landing with gross mass > 2835 kg:

When IAS below 50 KIAS
4.8
Check increase in NRO to

103% and HIGH NR comes
on
LANDING
CAUTION

ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED DURING
RUNNING LANDING OR HARDER VERTICAL LANDINGS.
IN CASE OF PIO/PAO, RAPIDLY INCREASE OR DECREASE COLLECTIVE LEVER, WHATEVER SITUATION ALLOWS, UNTIL OSCILLATION
HAS STOPPED.
Recommended landing procedure:
4 - 28
After reaching 50 ft AGL
Descent with 300 ft/minvR/D

t 500 ft/min at 40 KIAS
Before touchdown
Establish flare attitude to reduce

ground speed and raise collective lever to cushion landing
Touchdown
Establish with zero groundspeed
HI NR pb (if High NR mode was active)
Push, check ON goes off and

decrease in NRO by up to 3 %;
HIGH NR advisory goes off
Cyclic stick
Centered
Collective lever
Lock
APPROVED
Rev. 11

Normal Procedures
4.9
ENGINE SHUTDOWN
ENG I / II main switches
IDLE
Clock
Start
Inverter sw(s)
OFF
Avionic Master switches
OFF
STBY/HOR sw (if installed)
OFF
Fuel XFER F + A pumps
OFF
All electrical consumers
OFF; except anti-collision light

and FADEC sw
Cyclic stick
Centered
After 30 seconds:
ENG I/II main switches
OFF
Engine parameters
Monitor
If TOT rises rapidly:

Respective TWISTGRIP
CAUTION
Turn to SHUT-OFF
IF AFTER ENGINE SHUTDOWN A FIRE IN THE ENGINE COMPARTMENT DUE TO UNDRAINED/RESIDUAL FUEL IS DETECTED (SMOKE
OBSERVED EXITING EXHAUST PIPE), AN ENGINE VENTILATION (DRY
CRANK) SHALL BE PERFORMED.
When rotor has stopped:

Anti-collision light
OFF
VEMD
Check FLIGHT REPORT page

for counter cycles and perform
appropriate logbook entry.
CAD (SYS 1/2)
FADEC switches (2)
Check for FADEC FAIL, DEGRADE and REDUND caution

indication and perform appropriate logbook entry.
OFF
BAT MSTR switch
OFF
APPROVED
Rev. 9
4 - 29

Normal Procedures
4.10
ENGINE VENTILATION (DRY CRANK)
ENG main switch
OFF
When N1 < 10% and 30 seconds have elapsed since start abort to allow proper fuel
drainage:
VENT switch
VENT position, max. 15 sec.
4 - 30
APPROVED
Rev. 12

Normal Procedures
4.11
CHANGING ENGINE CONTROL MODE
4.11.1
Switch over from NORM to MANUAL mode :

To choose MANUAL-Mode for pilots training:
Respective ENG MODE SEL sw
MAN; ENG MANUAL caution

comes on (CAD & FLI)
Refer to ENG MANUAL emergency procedure

NOTE
4.11.2
In order to minimize the reaction time in case of emergency, the manual mode
may be entered only by turning the respective twist grip out of the neutral position (refer to section 3).
Switch over from MANUAL to NORM mode:

In case of deliberately chosen MANUAL-Mode for pilots training by means of the ENG
MODE SEL switch:
Respective ENG MODE SEL selector sw
NORM;
ENG MANUAL caution
Check off
Respective Twist grip
Turn gradually
position
TWIST GRIP caution
Check off
to
NEUTRAL
Wait 10 sec. before any power variation.

Correct operation in NORM mode
APPROVED
Rev. 7
Verify by small collective movements
4 - 31

Normal Procedures
4.12
BLEED AIR HEATING SYSTEM OPERATION
EFFECTIVITY
4.12.1
Normal operation
Pull, set as required

Set as required
BLD HTG rheostat
Turn towards MAX as far as desired; check if BLEED AIR advisory comes on
Ventilation system air outlets
Set as required
Ventilation system blower
Set as required
BLD HTG rheostat
Check temperature; adjust if re

quired
NOTE
4.12.2
In case of blower failure check c/b VENT SYST POWER (overhead panel) engaged. For blower reactivation pull and push c/b VENT SYST CONTROL (overhead panel).
If c/b VENT SYST POWER is engaged check c/b VENT PWR (c/bpanel 22VE,
located in the baggage compartment RHside). This check is only possible on
ground. For blower reactivation pull and push c/b VENT SYST CONTROL (overhead panel).
Deicing
In case of iced windows proceed as follows:
PULL for AIR knob
Pull

Air circulation knob
Pull
PULL for HEATING/DEFOG
Pull
4 - 32
DEFOG
Set to 2/3 power
BLD HTG rheostat
Turn to MAX
Air outlets Instrument panel
Close
Air outlets pilot/copilot; if installed
Close
APPROVED
Rev. 10

Normal Procedures
4.12.3
Defogging
In case of fogged windows proceed as follows:
PULL for AIR knob
Pull

Pull
Pull

DEFOG
Turn to MAX
BLD HTG rheostat
Turn to MAX
Close
Close
NOTE
4.12.4
Additionally open the sliding window (if installed) for more fresh air.
Bleed air heating system off

BLD HTG rheostat
EFFECTIVITY
4.12.5
Normal operation
Pull, set as required

Set as required
BLD HTG sw
NORM; check BLEED AIR advisory comes on
BLD HTG rheostat
Turn towards MAX as far as desired
Ventilation system air outlets
Set as required
Set as required
BLD HTG rheostat
Check temperature; adjust if re

quired
NOTE
APPROVED
Rev. 10
In case of blower failure check c/b VENT SYST POWER (overhead panel) engaged. For blower reactivation pull and push c/b VENT SYST CONTROL (overhead panel).
If c/b VENT SYST POWER is engaged check c/b VENT PWR (c/bpanel 22VE,
located in the baggage compartment RHside). This check is only possible on
ground. For blower reactivation pull and push c/b VENT SYST CONTROL (overhead panel).
4 - 33

Normal Procedures
4.12.6
Deicing
PULL for AIR knob
Pull

Pull
PULL for HEATING/DEFOG
Pull

DEFOG
In case of iced windows proceed as follows:
4.12.7
Set to 2/3 power
BLD HTG sw
BLD HTG rheostat
Turn to MAX
Close
Close
Defogging
In case of fogged windows proceed as follows:
PULL for AIR knob
Pull

Pull
Pull

DEFOG
Turn to MAX
BLD HTG sw
BLD HTG rheostat
Turn to MAX
Close
Close
NOTE
4.12.8
Additionally open the sliding window (if installed) for more fresh air.
Bleed air heating system off

BLD HTG sw
EFFECTIVITY
4 - 34
All
APPROVED
Rev. 9

Systems Description
SECTION 7
SYSTEMS DESCRIPTION
TABLE OF CONTENTS
Page
7.1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1
7.2
COCKPIT ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1
7.2.1
7.2.1.1
7.2.2
7.2.3
Overhead Console . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overhead Switch Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Power Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrument Panel and Consoles (Fig. 7-5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-2
7-3
7-4
7-5
7.2.3.1 Warning Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 6

7.2.3.2 Ground Power switch (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 8
7.3
FLIGHT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 9
7.3.1
7.3.2
YAW SAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 10
Cyclic Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 11
7.3.3
Collective lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 12
7.3.3.1 Twist grips (version I and version II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 14
7.4
POWER PLANT AND RELATED SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 17
7.4.1
7.4.2
7.4.3
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 17
Engine Oil System (Fig. 7-16) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 18
Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 19
7.4.3.1
7.4.3.2
7.4.3.3
7.4.3.4
FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine control panel with SETO warning system . . . . . . . . . . . . . . . . . . . . . .
Manual engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7 - 19
7 - 21
7 - 21
7 - 22
7.4.3.5
7.4.3.6
7.4.3.7
7.4.3.8
Engine ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N2 ADJUST rheostat (see Fig. 7-20) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30 sec./ 2min. topping selection switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine overspeed protection system (OVSP) . . . . . . . . . . . . . . . . . . . . . . . .
7 - 23
7 - 23
7 - 23
7 - 23
7.5
HIGH NR MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 24
7.6
FUEL SYSTEM (FIG. 7-22) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 26
7.6.1
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 26
7.6.2
7.6.3
Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 28
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 28
7.7
BLEED AIR HEATING SYSTEM KEITH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 29
7.7.1
7.7.2
Alternative installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 30
Bleed air installation schemes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 30
MANUFACTURERS DATA
Rev. 12.1
7i

Systems Description
Page
7.8
TRANSMISSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 33
7.8.1
Main Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 33
7.8.2
Main Transmission Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 34
7.8.3
Main Transmission Cautions and Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 34
7.8.4
Antiresonance-Rotorisolation System (ARIS) . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 35
7.9
ROTOR SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 36
7.9.1
Main Rotor System (Fig. 7-34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 36
7.9.2
Tail Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 36
7.10
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 38
7.11
ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 40
7.11.1
Cockpit Light (typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 41
7.12
NEW MAP HOLDER (OPTIONAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 42
7.13
HOLDER FOR TABLET PC (OPTIONAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 42
7.13.1
Tablet PC holder for single pilot instrument panel (optional) . . . . . . . . . . . . 7 - 43
7.14
DUAL COLOR ANTICOLLISION LIGHT (OPTIONAL) . . . . . . . . . . . . . . . 7 - 43
7.15
CENTRAL PANEL DISPLAY SYSTEM (CPDS) . . . . . . . . . . . . . . . . . . . . . . . 7 - 44
7.15.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 46
7.15.2
CPDS function modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 47
7.15.2.1 Maintenance mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 47

7.15.2.2 Configuration mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 49
7.15.2.3 Flight mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 52
7.15.3
VEMD and CAD page control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 71
7.15.3.1 Normal mode (all three lanes available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 71

7.15.3.2 Derivative mode with one VEMD lane off . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 72
7.15.3.3 Derivative mode with CAD off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 73
7.15.3.4 Derivative mode with both VEMD lanes off . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 74
7.15.3.5 Derivative mode with CAD and one VEMD lane off . . . . . . . . . . . . . . . . . . . . 7 - 75
7ii
MANUFACTURERS DATA
Rev. 12.1

Systems Description
LIST OF FIGURES
Page
Fig. 7-1
Fig. 7-2
Fig. 7-3
Cockpit arrangement typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1

Overhead console typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 2
Overhaed panel typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 3
Fig. 7-4
Fig. 7-5
High power buses typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 4

Instrument panel arrangement typical installation . . . . . . . . . . . . . . . . . . . 7 - 5
EFFECTIVITY
For helicopters up to S/N 925 and before SB EC13531081
Fig. 7-6
EFFECTIVITY
Warning panel typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 6

For helicopters with S/N 926 to S/N 1224 and before SB EC13531081
Fig. 7-7
EFFECTIVITY

For helicopters up to S/N1224 and after SB EC13531081,
and for all helicopters with S/N 1225 and subsequent
Fig. 7-8
EFFECTIVITY

All
Fig. 7-9
Flight control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 9
Fig. 7-10
Cyclic stick typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 11
EFFECTIVITY
Fig. 7-11
EFFECTIVITY
Fig. 7-12
EFFECTIVITY
Collective lever typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 12
Collective lever typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 13
All
Fig. 7-13 Twist grips version I (collective lever) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 15

Fig. 7-14 Twist grips version II (collective lever) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 16
Fig. 7-15 Power plant typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 17
Fig. 7-16
Fig. 7-17
EFFECTIVITY
For helicopters up to S/N 0900 and before ASB EC13531A045
Fig. 7-18
EFFECTIVITY
Engine oil system typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 18

Rotor RPM vs Density Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 19
Engine control panel typical installation . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 20
For helicopters up to S/N 0900 and after ASB EC13531A045,

Fig. 7-19 Engine control panel typical installation . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 20

EFFECTIVITY For helicopters up to S/N1224 and after SB EC13531081,
Fig. 7-20
EFFECTIVITY
Engine control panel typical installation . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 20
All
MANUFACTURERS DATA
Rev. 12.1
7iii

Systems Description
Page
Fig. 7-21
ENG MODE SEL switches typical installation . . . . . . . . . . . . . . . . . . . . 7 - 21
Fig. 7-22
HIGH NR mode switches and advisory indication . . . . . . . . . . . . . . . . . . 7 - 25
Fig. 7-23
Fuel system typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 26
Fig. 7-24
Engine fuel system typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 27
Fig. 7-25
Fuel pump switches typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 28
Fig. 7-26
Disrtribution flap knob typical installation . . . . . . . . . . . . . . . . . . . . . . . . 7 - 30
Fig. 7-27
Air circulation knob typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 30
EFFECTIVITY
Fig. 7-28
EFFECTIVITY
Fig. 7-29
EFFECTIVITY
7iv
Bleed Air Heating system typical installation . . . . . . . . . . . . . . . . . . . . . 7 - 31
Bleed Air Heating system typical installation . . . . . . . . . . . . . . . . . . . . . 7 - 32
All
Fig. 7-30
Main transmission typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 33
Fig. 7-31
Main transmission oil system typical installation . . . . . . . . . . . . . . . . . . 7 - 34
Fig. 7-32
Antiresonance-Rotorisolation System typical installation . . . . . . . . . . . 7 - 35
Fig. 7-33
Tail rotor typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 36
Fig. 7-34
Main rotor blade typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 37
Fig. 7-35
Main rotor system typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 37
Fig. 7-36
Pressure supply system typical installation . . . . . . . . . . . . . . . . . . . . . . 7 - 38
Fig. 7-37
Pressure supply system switch typical installation . . . . . . . . . . . . . . . . 7 - 38
Fig. 7-38
Hydraulic system typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 39
Fig. 7-39
DC power distribution typical installation . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 40
Fig. 7-40
Cockpit light typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 41
Fig. 7-41
Holder for Tablet PC typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 43
Fig. 7-42
CAD typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 44
Fig. 7-43
VEMD display typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 45
Fig. 7-44
MAINTENANCE MENU page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 47
Fig. 7-45
Access to MAINTENANCE mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 48
Fig. 7-46
A/C CONFIG page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 49
Fig. 7-47
Access to CONFIG mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 50
Fig. 7-48
Installation state modifying (A/C CONFIG page) . . . . . . . . . . . . . . . . . . 7 - 51
Fig. 7-49
FLI page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 53
Fig. 7-50
LIMIT sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 55
Fig. 7-51
VEMD display with optional EPC page (version) typical installation . 7 - 56
Fig. 7-52
VEMD display with optional EPC result page (version)

typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 57
Fig. 7-53
VEMD display with optional EPC FAIL page typical installation . . . . . 7 - 58
Fig. 7-54
FLIGHT REPORT page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 59

MANUFACTURERS DATA
Rev. 12.1

Systems Description
Page
Fig. 7-55
ELEC/VEH page typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 60
Fig. 7-56
Installation state modifying (ELEC/VEH page) . . . . . . . . . . . . . . . . . . . . 7 - 61
Fig. 7-57
CAU/FUEL page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 62
Fig. 7-58
CAU/FUEL FAIL page on VEMD in case of CAD failure . . . . . . . . . . . . . 7 - 63
Fig. 7-59
CAU/FUEL FAIL page on CAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 63
Fig. 7-60
CPDS cautions (depending on configuration) typical installation . . . . 7 - 66
Fig. 7-61
CAU/FUEL page controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 68
Fig. 7-62
CAU/BACKUP page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 69
Fig. 7-63
SYSTEM STATUS page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 70
Fig. 7-64
Degraded caution indication in case of CAD and one VEMD lane off . 7 - 76
MANUFACTURERS DATA
Rev. 12.1
7v/( 7vi blank)

Systems Description
SECTION 7
SYSTEMS DESCRIPTION
7.1
GENERAL
This section contains information that applies specifically to EC 135 T2+ helicopters with
Central Panel Display System installed .
7.2
COCKPIT ARRANGEMENT
13
2
3
5
DH
T
S
T
DH
BARO
EXT
CRS
NAV
PFD
SOURCE
ND
S
T
D
POS
T
S
T
BARO
EXT
CRS
NAV
PFD
SOURCE
ND
S
T
D
POS
12
EC135_FLH_0117_R
11
10
9
1
2
3
4
5
Overhead console
Rotor brake lever
Cockpit light
Instrument panel
Cyclic stick
6 Center post
7 Collective lever
8 Collective lever friction brake
Fig. 7-1
MANUFACTURERS DATA
Rev. 11
9 Fire extinguisher
10 Ventilation system
control lever
11 Center console
12 Slant console
13 Compass
Cockpit arrangement typical installation
7-1

Systems Description
7.2.1
Overhead Console
The overhead console is divided in several sections
to provide easy access to the respective
circuit breaker or switches.
1
3
4
RESET
OVSP I OVSP II
ENG I
O
F
F
M
A
X
ENG II
EC135_WAH_0068_D
1
2
3
4
Bus system I
Bus system II
Bus control switches
AC Bus II (optional)
Fig. 7-2
7-2
5
6
7
8
Overhead panel
Essential buses
Shedding buses
AC Bus I (optional)
Overhead console typical installation
MANUFACTURERS DATA
Rev. 9

Systems Description
7.2.1.1 Overhead Switch Panel
1
RESET
OVSP I OVSP II
ENG I
O
F
F
M
A
X
3
ENG II
EC135_FLH_0056_D
1 Test switches
2 Avionic switches
3 Heating, ventilation, wiper switches
and rheostat
Fig. 7-3
MANUFACTURERS DATA
Rev. 9
4
5
6
7
Fuel pump switches

Light switches and rheostat
Engine switches and rheostat
Optional system switches
Overhaed panel typical installation
7-3

Systems Description
7.2.2
High Power Buses
EC135_FLH_0084_R
The high power buses are accessible from inside of the cargo compartment (see
Fig. 7-4).
Fig. 7-4
7-4
High power buses typical installation
MANUFACTURERS DATA
Rev. 9

Systems Description
7.2.3
Instrument Panel and Consoles (Fig. 7-5)
10
8
7
DH
T
S
T
NAV
SOURCE
PFD
S
T
D
ND
CRS
DH
BARO
EXT
POS
T
S
T
BARO
EXT
NAV
SOURCE
PFD
S
T
D
ND
CRS
POS
1
2
3
4
CAD
Warning panel
Analog instruments (e.g. NR/N2)
Flight control displays pilot
(PFD & ND)
5 VEMD
Fig. 7-5
MANUFACTURERS DATA
Rev. 9
6 NMS
7 DC power/engine control panel
8 Flight control displays copilot
(PFD & ND)
9 Extended instrumemt panel (optional)
10 Standard instrument panel
Instrument panel arrangement typical installation
7-5

Systems Description
7.2.3.1 Warning Panel

Emergency situations requiring immediate action will be indicated by a red warning light
on the WARNING PANEL coming on together with a gong.
The gong can be reset by pushing the CDS/AUDIO RES button.
EFFECTIVITY
AP
A. TRIM
EC135_WAH_0062_D
10
11
1 FIRE warning light / EMER OFF switch

2 Low fuel warning (supply I / II)
3 Spare
4 Rotor RPM warning
5 ACTIVE indicates the status for EMER
OFF switch (1/2)
Fig. 7-6
7-6
6 Cargo smoke detection warning

(optional)
7 AFCS
8 Main transmission oil pressure warning
9 Battery discharge warning
10 Battery temperature warning
11 EMER OFF SW 1/2; description light
Warning panel typical installation
MANUFACTURERS DATA
Rev. 12.1

Systems Description
EFFECTIVITY
For helicopters with S/N 926 to S/N 1224 and before SB EC13531081
5
CHECK
ENG
AP
A. TRIM
EC135_WAH_0062_D
1
2
3
4
5
6
12
11
10
EFFECTIVITY

(optional)
8 AFCS
FIRE warning light / EMER OFF switch

Low fuel warning (supply I / II)
Spare
Rotor RPM warning
Check engine (inactive)
ACTIVE indicates the status for EMER
OFF switch (1/2)
Fig. 7-7

5
CHECK
ENG
AP
A. TRIM
EC135_WAH_0062_D
1
2
3
4
5
6
12
11
10

Low fuel warning (supply I / II)
Spare
Rotor RPM warning
Check engine
ACTIVE indicates the status for EMER
OFF switch (1/2)
Fig. 7-8
EFFECTIVITY

(optional)
8 AFCS
All
MANUFACTURERS DATA
Rev. 12.1
7-7

Systems Description
NOTE
EMER OFF sw is guarded by a fence or a cover glass.

If overtemperature conditions in an engine compartment are detected by the sensors, the
respective FIRE warning light comes on and the warning bell will be activated.
After opening the switch guard, pressing and releasing the FIRE switch, the emergency
shut off valve will be closed.
During operation of the emergency shut off valve the caution FUEL VALVE appears on
the CAD.
When the emergency shut off valve is closed the caution F VALVE CL appears on the
CAD.
7.2.3.2 Ground Power switch (optional)
GND ON (or GND PWR) switch typically located on the lower Part of the instrument
panel.
The ground power switch provides the possibility to power up several avionic/radio
systems (e.g. navigation system, communication system) without power up of the
complete H/C electrical system.
This enables the crew to configurate mission equipment and radios before the flight.
The ground power switch should be switched off whenever it is not used.
7-8
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.3
FLIGHT CONTROL SYSTEM
10
7
5
EC135_FLH_0062_R
1
2
3
4
5
Longitudinal trim actuator

Lateral trim actuator
Lower guidance unit
Upper guidance unit
Main rotor actuator
Fig. 7-9
MANUFACTURERS DATA
Rev. 12.1
6
7
8
9
10
Ballbearing control
Attachment ballbearing cable
Yaw actuator
Tail rotor input lever
Tail rotor actuator
Flight control system
7-9

Systems Description
7.3.1
YAW SAS
The yaw stability augmentation system (Yaw SAS) introduces limited authority control
inputs into the tail rotor control.
The Yaw SAS, automatically activated during the start procedures, operates in series
with the command inputs of the pilot on the non-boosted section ot the tail rotor control. It
operates by converting electrical signals from the yaw rate sensor (fibre optical gyro) into
control inputs for the tail rotor via the yaw actuator and the yaw hydraulic.
In case of power supply cut-off or a failure/malfunction of the fibre optical gyro or the
yaw actuator a YAW SAS caution will be displayed on the CAD. In this case the pilot
should disengage the Yaw SAS by pressing the SAS DCPL switch.
7 - 10
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.3.2
Cyclic Stick
6
5
7
4
8
3
2
ICS RADIO
Intercommunication system
TRIM REL or FTR
Trim release
ATT TRIM
Attitude trimming
SAS DCPL
SAS Decouple - disengages all engaged SAS (e.g. YAW SAS,

P&R SAS, Pitch damper)
P&R // YAW RST
SAS Reset - reengages SAS (see also FMS 9.2-5)
INACTIV
Spare
CDS/AUDIO RES
NOTE
Acknowledgment of new cautions
Instead of the new cyclic stick centering device (without locking possibility) in
some H/C s a cyclic stick locking device is installed (observe ASB EC
13567A015). This locking device has an preset breaking point. It provides the
possibility to override the locking device in case of emergency by a strong jerky
forceaft movement of the cyclic stick (e.g. unintended locked cyclic stick in
takeoff situation).
Fig. 7-10
MANUFACTURERS DATA
Rev. 12.1
Cyclic stick typical installation
7 - 11

Systems Description
7.3.3
Collective lever
EFFECTIVITY
10
9
8
ON
O
F
F
MIR
L
D
G
L
T
RETR
1
L
T
M
I
R
WIPER
The collective lever is equipped

with several switches and buttons and with twist grips for
manual engine control. A friction
adjustment at the base of the lever is used to prevent the collective lever setting from moving
when the lever is released.
FILL FLOATS (opt.)
Activation of emergency floatation system (opt.)
ENG TRIM
Engine trim switch
WIPER
Wiper switch
Min fuel override

button
To shut of the engine during manual engine control
GA
Go around push button
LT/ MIR
Directional control search and landing light or external mirror
TOPPING
Topping pushbutton provides activation of the respective 30 seconds/ 2 minutes power limitations.
LDG LT MIR
Selection landing light or mirror
CUT CABLE (opt.)
Cable cutter of rescue winch cable (opt.)
10
LDG LT FIX
Operational control of fixed landing light

Fig. 7-11
7 - 12
Collective lever typical installation
MANUFACTURERS DATA
Rev. 12.1

Systems Description
EFFECTIVITY
10
MIRROR
CUT
CABLE
FILL
FLOATS
S
/
L
L
T
H
I
S
L
1
I
R
/
V
I
S
S/LON
LT
L
T
FWD
EC135_FLH_0417_R
GA
OFF
LAND
S/LLT
AFT
L
D
G
FOCUS
HISL
WIPER
+L
R+
ENG TRIM
The collective lever is equipped

with several switches and
buttons and with twist grips for
manual engine control. A friction
adjustment at the base of the
lever is used to prevent the
collective lever setting from
moving when the lever is
released.
2
LDG LT/ S/LLT IR

VIS
Activation of search or landing light or switches the light in IR or

VIS mode, only possible from the pilots collective
ENG TRIM
Engine trim switch
WIPER (opt.)
Wiper switch
SLT/ MIR /HISL
Control search and landing light or external mirror
GA (opt.)
Go around push button
HISL FOCUS (opt.)
Activation of search or landing light or switches the light in IR or

VIS mode with light increasing or decreasing intensity
TOPPING
Topping pushbutton provides activation of the respective 30 seconds/ 2 minutes power limitations.
CUT CABLE (opt.)
Cable cutter of rescue winch cable (opt.)
MIRROR / S/LLT /
HISL (opt)
Selection of mirror or search/landing light or HISL
10
FILL FLOATS (opt.)
Activation of emergency floatation system
Fig. 7-12
EFFECTIVITY
Collective lever typical installation
All
MANUFACTURERS DATA
Rev. 12.1
7 - 13

Systems Description
7.3.3.1 Twist grips (version I and version II)
Version I (with emergency safety latch)
CAUTION
7 - 14
DO NOT DAMAGE THE SPRINGLOADED PIN ON THE SAFETY LATCH

(STOP). BEFORE YOU CLOSE THE SAFETY LATCH ALWAYS PRESS IN
THE SPRINGLOADED PIN (WITH YOUR FINGERNAIL). THE
SPRINGLOADED PIN HOLDS THE SAFETY LATCH IN THE OPEN
POSITION TO ALLOW FREE MOVEMENT WITHIN THE EMERGENCY
RANGE.
WHEN THE SPRINGLOADED PIN OR ITS MATING PART IS WORN OR
DAMAGED, THE SAFETY LATCH WILL NOT STAY OPEN. THE TWIST
GRIP WILL BE BLOCKED AND MAY CAUSE ENGINE OVERSPEED.
MANUFACTURERS DATA
Rev. 12.1

Systems Description
2
5
1 EMER safety latch

1
2
5
2 Minimum fuel override button (red)

3 Twist grip ENG 1
4 Twist grip ENG 2
5 Mechanical stop in the directon of
higher fuel flow
6 Spring-loaded pin
7 N- Neutral postion
Fig. 7-13
NOTE
Twist grips version I (collective lever)
The mechanical stop towards MAX can be overridden by pulling the emergency safety
latch (full manual mode control).
MANUFACTURERS DATA
Rev. 12.1
7 - 15

Systems Description
Version II (without emergency safety latch)
Flight direction
1
1 Minimum fuel override button ENG 1

2 Twist grip ENG 1
3 Twist grip ENG 2
4 Minimum fuel override button ENG 2
5 Neutral position
Fig. 7-14
7 - 16
Twist grips version II (collective lever)
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.4
POWER PLANT AND RELATED SYSTEMS
7.4.1
Engines
Two Turbomeca Arrius 2B2 gas turbine engines are located in separate fireproof
compartments aft of the main transmission and above the rear cabin. The engines are of
the free wheel turbo shaft type, with single-stage centrifugal compressors, reverse-flow
combustors, and single-stage gas producer and power turbines.
3
9
2
10
11
1
15
14
13
1 Fuel pump housing

2 Metering unit
3 Low oil pressure switch
4 Main oil temperature sensor
5 Low fuel pressure sensor
6 Engine oil and fuel filter clogging
indicator pins
Fig. 7-15
MANUFACTURERS DATA
Rev. 12.1
12
7
8
9
10
11
12
13
14
15
11
Fuel filter cover

Main oil filter cover
Oil pump (inside)
N1 - sensors
Fire detection sensor
Chip detectors
Engine oil sight glass
Oil filler cap
Manual fuel control lever
Power plant typical installation
7 - 17
Fig. 7-16
7 - 18
1
2
3
4
5
Engine oil system typical installation
EC135_FLH_0061_R
Oil filter
Oil P/T transmitter
Low oil pressure switch
Strainer
Electrical magnetic plug
12
13
14
AIR VENT
BREATHING
6
7
8
9
11
Electrical magnetic plug

Strainer
Oil tank
Mechanical magnetic
plug
10
15
2
3
10
11
12
13
Pressure pump
Scavenge pumps
Oil cooler
Oil cooler by-pass valve
14 High pressure by-pass

valve
15 Oil fiter by-pass valve
7.4.2
SCAVENGE
SUPPLY

Systems Description
Engine Oil System (Fig. 7-16)
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.4.3
Engine Control System
7.4.3.1 FADEC
The engines are controlled by the FADEC (Full-Authority-Digital-Engine-Control) system.
It provides all functions which are necessary for economical, comfortable and safe
engine operation. These functions are:
Fuel supply, in dependency of the N1 RPM, during starting procedure and ground
idle operation.
Automatic engine control in all speed and power ranges of the engines.
Automatic torque match with possibility to set constant torque split.
Monitoring of engine and power parameters.
Overspeed protection of the power turbines.
In normal Power On operation the rotor speed is governed automatically as a

function of density altitude (Fig. 7-17 shows the rotor RPM vs DA under AEO
conditions including HIGH NR mode and OEI/ OEI Training).
105
HIGH NR mode active
104
Rotor rpm(%)
103
102
max. cruise flight
AEO
OEI
hover flight
AEO
101
100
99
EC135_FLH_0089_R
98
97
96
95
0
2000
4000
6000
8000
10000
20000
Density altitude (ft)

Fig. 7-17
MANUFACTURERS DATA
Rev. 12.1
Rotor RPM vs Density Altitude
7 - 19

Systems Description
EFFECTIVITY
For helicopters up to S/N 0900 and before ASB EC13531A045
1 Engine main switch

2 FADEC control switch
3 Training selector switch
(inactive)
Note: With optional

Training Mode (FMS
9.14) the switch is
labeled TRAIN SEL
Fig. 7-18
EFFECTIVITY
1
2
3
4
For helicopters up to S/N 0900 and after ASB EC13531A045,

Dual switch guard

Engine main switch
FADEC control switch
Training selector switch
Fig. 7-19
EFFECTIVITY
1
2
3
4
Engine control panel typical installation

Single switch guard

Engine main switch
FADEC control switch
Training selector switch
2
3
Fig. 7-20
7 - 20
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.4.3.2 Engine control panel with SETO warning system

The engine control panel contains a SETO (Single Engine Take Off) Warning system,
which enables to detect a SETO condition on ground.
A SETO power-up built in self-test (PBIT) is triggered after first 20VE power-up and N1 of
both engines are below 3%.
If a SETO condition is detected, a flashing (four times per second) red warning light
CHECK ENG on the warning panel combined with an audio gong is triggered.
After five seconds this audio gong can be acknowledged by means of the RESET pb on
the cyclic. If no successful procedure has been applied to end the SETO situation, the
warning light CHECK ENG remains illuminated and the standard audio gong will be
generated. The audio gong can again be acknowledged by the pilot.
The TRAIN switch controls the OEI training mode. By setting the TRAIN switch into the
middle position (TRAIN ARM) the pilot pre-selects the training mode. A momentary
switch to the upper position (SEL) will actually start the training mode on the first engine.
A further activation of the momentary position will put the engine back to FLIGHT. A
further momentary activation will put second engine into training mode, and so on. The
activation time frame between TRAIN ARM and TRAIN SEL is greater than one second.
Setting the TRAIN switch to OFF brings both engines directly back to FLIGHT mode.
EFFECTIVITY
All
7.4.3.3 Manual engine control

Slight mismatches between both engines torque indication can be corrected by using the
ENG TRIM switch, located on the collective lever panel (Fig. 7-11). The 2-way switch
allows either increasing the power of engine 1 (L+) and simultaneously decreasing the
power of engine 2 (R) or vice versa.
For training purposes or in case of a FADEC failure a direct manual engine control is
provided via two twist grips (see Fig. 7-13 and Fig. 7-14) at the collective lever. The
front grip controls engine 1, the aft one controls engine 2. To change from normal to
manual mode the ENG MODE SEL switch has to be set from NORM to MAN position.
ENG MANUAL caution appears on the CAD.
Fig. 7-21
MANUFACTURERS DATA
Rev. 12.1
ENG MODE SEL switches typical installation
7 - 21

Systems Description
Now the pilot is able to control the engine by twisting the respective grip from the neutral
position N towards MIN or MAX direction as required (see para. 7.3.3.1). As soon as the
twist grip is turned out of the N position the TWIST GRIP caution comes on at the CAD.
To change from manual mode back to normal mode the ENG MODE SEL switch has to
be set from MAN to NORM position. The ENG MANUAL caution disappears. To regain
the default constellation, set twist grip(s) to neutral (N) position. TWIST GRIP caution
disappears.
7.4.3.4 Engine shutdown
CAUTION
THE START CB HAS A DOUBLE FUNCTION (POWER TO THE

RESPECTIVE ENGINE STARTING SYSTEM AND POWER TO ENERGIZE
THE ENGINE STOP ELECTRO VALVE). IF FOR ANY REASON THE
START CB IS PULLED DURING ENGINE SHUTDOWN THERE IS NO
POWER TO ENERGIZE THE ENGINE STOP ELECTRO VALVE. IN THIS
CASE A MANUAL ENGINE SHUTDOWN VIA TWIST GRIP IS
NECESSARY TO AVOID OVERTEMP.
Normal engine shutdown

In accordance with the Normal Procedures (see Sect. 4) the engines are shut down by
placing the ENG I/II main switches to OFF position. The respective engine stop electro
valves are closed and the engines will shut down.
Manual engine shutdown
Overriding the twist grip MIN position by pushing the red minimum fuel override button
and turning the grip further on as far as it is possible causes the engine stop valve in the
fuel metering unit to close and the engine will shut down.
Emergency shutdown
Observe FLM, sec.3 the procedures for FIRE and SINGLE ENGINE EMERGENCY
SHUTDOWN.
7 - 22
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.4.3.5 Engine ventilation

Engine ventilation can be performed by using the VENT switch located at the overhead
switch panel. (see Section 4 Normal Procedures)
NOTE
A ventilation is only possible when the START cb is not pulled.
7.4.3.6 N2 ADJUST rheostat (see Fig. 7-21)

If an engine or a FADEC was replaced it can be necessary to adjust the N2 in
accordance to the maintenance manual.
7.4.3.7 30 sec./ 2min. topping selection switch
For TM Arrius 2B2 engines, the limitations of the OEI MCP rating will be controlled by the
pilot, wheras the OEI 30 sec / 2.0 min. ratings are controlled by the engines FADEC.
Therefore a topping selection switch, located on the collective lever panel, has been
installed to allow the activation of the respective 30 seconds/ 2 minutes power limitations.
In case of an engine failure, the 30 sec. limitations will be active (default). When the pilot
does not need the 30 sec. power anymore, he is able to select the 2 min. limitations by
pushing the topping switch. If required, the pilot may select the 30 sec. limitations again,
by means of the topping switch.
If all parameters (torque, TOT, N1) are below their MCP limiting values, the 30 sec.
limitations are reset automatically.
7.4.3.8 Engine overspeed protection system (OVSP)
Each engine is monitored by an engine tachometer unit to prevent serious damage to the
engine, in case of malfunction, by shut down.
If during engine operation the OVSP FAIL caution indication comes on the overspeed
protection system of the affected engine has failed and the engine is no longer protected
against power turbine overspeed.
If during engine operation the OVSP caution indication comes on in conjunction with the
ENG FAIL caution indication, the affected engine will be shut down automatically due to
an engine overspeed event.
In order to prevent both engines being shut down by their overspeed protection system a
cross inhibition function deactivates the overspeed protection system of the remaining
engine in case of an overspeed event.
The system must be tested according to the Maintenance Manual.
MANUFACTURERS DATA
Rev. 12.1
7 - 23

Systems Description
7.5
HIGH NR MODE
This feature is implemented to increase the performance of the H/C for operation with
gross mass above 2835 kg and/or CAT A operation.
When the HIGH NR mode is manually selected, the High NR mode switches
automatically between nominal and high rotorspeed (NRO) according to Fig. 7-17.
The High NR mode is mandatory for:
Flight with gross mass above 2835 kg
Cat A operation
HEC operation
NOTE
The use of the HIGH NR mode is permitted for all other operations.
For noise reduction reasons its use should be limited to a minimum.
The pilot has to select the HIGH NR mode prior to takeoff by pushing the HI NR pb. ON
illuminates on the push button. Additionally the advisory indicator HIGH NR illuminates
(see Fig. 7-22). If the HI NR pb is pushed again the mode is deselected and the HIGH
NR advisory goes off.
When the HIGH NR mode is selected (HI NR pb shows ON), airspeed information
provided by the ADC 2 to the VEMD lane 2 triggers the HIGH NR mode activation as
follows:
1 When the airspeed increases above 55 KIAS, the HIGH NR mode is automatically
deactivated, so that NRO decreases to the nominal NRO. The HIGH NR advisory goes
off.
2 When the airspeed reduces below 50 KIAS, the HIGH NR mode is automatically
reactivated and NRO increases by up to 3 %. The HIGH NR advisory comes on.
NOTE

In case of selected but not activated HIGH NR mode, the system automatically activates
the high NRO, if:
no or invalid data from ADC 2 available
the CAD is switched off or failed
VEMD lower lane is switched off or failed
7 - 24
MANUFACTURERS DATA
Rev. 12.1

Systems Description
HIGH NR mode
not selected
selected
Push button
location: IPanel
inactive
active
Advisory indication
location: Above MASTER
CAUTION
Fig. 7-22
MANUFACTURERS DATA
Rev. 12.1
HIGH NR mode switches and advisory indication
7 - 25

Systems Description
7.6
FUEL SYSTEM (FIG. 7-23)
7.6.1
Storage
Fuel is stored in underfloor compartments using two bladder type fuel cells comprising a
main tank and a supply tank. The supply tank comprises two seperate sections, with
different capacities, each supplying one engine. This ensures that the LOW FUEL
cautions do not come on simultaneously. From the supply tank, located directly aft of the
main tank, fuel is transferred to the engines. The main and the supply tank are
interconnected via spill ports and transfer lines. The volume above the spill ports of the
main and supply tank is a part of the main tank capacity.
1 Filler neck and cap

2 Fuel prime pump
(left supply tank chamber)
3 Supply tank
4 Emergency shut off valves
5 Fuel expansion tank
and ventilation system
6 Aft and forward fuel
transfer pump (main tank)
7 Main tank
8 Fuel probes
9 Supply tanks fuel probes
10 Interconnecting Ventline
4
10
EC135_FLH_0083_R
FWD
Fig. 7-23
7 - 26
Fuel system typical installation

MANUFACTURERS DATA
Rev. 12.1
Fig. 7-24
MANUFACTURERS DATA
Rev. 12.1
1 Fuel prime pump

2 Fuel filter with by-pass
valve,
pre-blockage pressure
switch
and blockage indicator
3 Low pressure switch

4 Engine fuel pump with
by-pass valve
5 Drain valve
6 Manual control (Twist grip)
12
11
12
13
14
15
EC135_FLH_0063_R
15
Atmosphere
14
Pressurising valve
Start electro-valve
Main injectors
Preference injector
Start injectors
11
Valve
assembly
7 Constant DP valve
8 Metering unit with manual
fuel control valve
9 Manual purge
10 Shut off valve
Metering unit
10
13

Systems Description
Engine fuel system typical installation
7 - 27

Systems Description
7.6.2
Supply
The engine driven fuel pumps alone provides enough suction capacity to draw fuel from
the supply tank via fuel supply lines and emergency shut off valves. The emergency shut
off valves can be activated by pushing the EMER OFF SW 1 or 2 switches, located on
the instrument panel. They receive power from the No. 1 DC essential bus through the
FUEL-V ENG I or II circuit breakers. Additionally two canister type fuel pumps are
installed to guarantee a continuous fuel transfer from the main tank to the supply tank.
They are activated by the switches XFER-F or -A, and protected via the XFER-F-PUMP
and XFER-A-PUMP circuit breakers.
A fuel prime pump is installed in each chamber of the supply tank which can be
controlled via the PRIME I or II switches (Only necessary when starting the engines). The
fuel pump circuits are protected by the PRIME P ENG I or II circuit breakers.
Fig. 7-25
7.6.3
Fuel pump switches typical installation
Annunciators
LOW FUEL 1/2
A warning light is activated by the respective low level sensor that indicates that the
remaining fuel quantity in the respective supply tank cell is below the defined threshold
value. The low level sensors receive their power from the No. 1 DC essential bus through
the FUEL-L SYS I or FUEL-L SYS II circuit breakers, located on the overhead console.
7 - 28
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.7
BLEED AIR HEATING SYSTEM KEITH

The bleed air heating system is connected to the standard ventilation ducting system.
It consists of the following major components:
Ejector valve assy with primary and secondary valves
Temperature control computer
Temperature sensors located in the cabin ceiling and in the heater supply duct
Overtemperature switches located in the heater supply duct
Distribution box and pipes are used from the standard ventilation system located under
the copilot floor.
The bleed air ejector valve assy utilizes dual metering valves driven by a common motor
via a linear actuator. The bleed air sources are kept separate throughout the valve and
do not mix prior to the venturi. The computer powers the motor to regulate the flow of
bleed air via the interconnected valves. The valve position is constantly adjusted by the
computer as a function of cabin air temp, as sensed by the cabin temp thermistor and
the BLD HTG rheostat setting. The fully open and closed positions are monitored by
micro switches.
In case that an overheat switch will close the heater valves, the caution HTG OVTEMP
on the CAD comes on. The unique feature of the ejector design is that it incorporates
dual bleed air ports in a single valve. Cross bleed is eliminated by not allowing the bleed
air to mix before the pressure in the venturi nozzle is equal to ambient pressure.
EFFECTIVITY
The cabin air temperature is controlled by the BLD HTG rheostat located at the overhead
panel and the PULL for HEATING/DEFOG knob located at the aft center console.
When the rheostat is rotated from the OFF position, the heater system is put into
operation. The operation is indicated by an advisory message on the CAD. Further
rotation of the rheostat will increase heater output until the desired temperature is
reached. When the desired setting of the rheostat is reached, the temperature controller
will automatically maintain the corresponding temperature. The heater is shut off by
moving the BLD HTG rheostat to the OFF position.
EFFECTIVITY
The cabin air temperature is controlled by the BLD HTG rheostat and the BLD HTG
switch located at the overhead panel and by the PULL for HEATING/DEFOG knob
located at the aft center console. Switching to the NORM position, the heater system is
put into operation. The operation is indicated by an advisory message on the CAD. A
rotation of the rheostat will increase heater output until the desired temperature is
reached. When the desired setting of the rheostat is reached, the temperature controller
will automatically maintain the corresponding temperature. The heater is shut off by
switching the BLD HTG switch to the OFF position.
EFFECTIVITY
All
MANUFACTURERS DATA
Rev. 12.1
7 - 29

Systems Description
In case of OEI conditions (if N1 > N1 OEI MCP), both shut off valves are closed
automatically.
The setting of the heater switch from NORM to EMER will reengage the heating system.
The heater receives power from the No.2 DC essential bus via the HTG CONT circuit
breaker and from the No.1 DC essential bus via the HTG MOTOR circuit breaker, both
located on the overhead panel.
NOTE
7.7.1
Bleed air heating will not work at a cabin temperature of approx. 25C or above or
if PULL for HEATING/DEFOG knob in center console is in full down position.
Alternative installation
As an alternative the Disrtribution flap knob and Air circulation knob can be installed
instead of PULL for HEATING/DEFOG knob and PULL for AIR knob.
Additional air outlets pilot/copilot can be installed in the cockpit
EC135_FLH_0343_R
Distribution Flap Knob
Crew
Defog
CPDS
Fig. 7-26
Air flow to the crew

Air flow to the windshield
Air flow to the CPDS
Disrtribution flap knob typical installation
Air Circulation Knob
EC135_FLH_0344_R
Fresh air
Circulating air
Fig. 7-27
7.7.2
7 - 30
Air circulation knob typical installation
Bleed air installation schemes
MANUFACTURERS DATA
Rev. 12.1
WINDSHIELD
Fig. 7-28
MANUFACTURERS DATA
Rev. 12.1
IPANEL
COOLING(OPT)
IPANEL
COOLING(OPT)
COPILOT
PILOT
CDS/CAD
M
I
N
AMBIENT AIR
BLEED AIR
BLD HTG
M
A
X
OPTION EMS
CABIN AIR
ENGINE
2
NOISE
SUPPRESSOR
GEAR BOX/ENGINE DECK
M M
MIXING VALVE:
1 METERING DEVICE (PRIMARY)
2 SHUTOFF DEVICE (SECONDARY)
ENGINE
FIREWALL
ENGINE
1
DUCT OVERTEMP.
SWITCH (>120C)
MIXING VALVE
ENGINE INTERFACE WITH

FLOW LIMITER
LOW N1SIGNAL
DUCT TEMP.SENSOR
CONTROL BOX
DUCT OVERTEMP.
SWITCH (>85C)
FOR RETURN AIR
HTG
CONT
ESS.BUS
SYS.II
OVERHEAD PNL
MIXED AIR/WARM AIR
VENTURI
OPTION EMS
EXHAUST
CL
OP
CABIN AIR OUTLET
CABIN AIR OUTLET
CL
NORM
VENTURI
EXHAUST
OP
OFF
ESS.BUS
SYS. I
HTG
MOTOR
PULL FOR
FRESH AIR
BELOW FLOOR
VARIABLE
SPEED
BLOWER
PULL FOR
HEATING/DEFOG
CABIN TEMP.
SENSOR
WITH FAN
INSTALLED INSIDE CABIN
BELOW INTERIOR PANELING
MIXED AIR/COLD AIR
HTG OVTEMP
(CAUTION)
BLEED AIR
(ADVISORY)
EMER
EFFECTIVITY
CDS
COOLING
EC135_FLH_0187_R

Systems Description
Bleed Air Heating system typical installation
7 - 31
EFFECTIVITY
Fig. 7-29 Bleed Air Heating

system typical installation
IPANEL
COOLING(OPT)
IPANEL
COOLING(OPT)
COPILOT
PILOT
CDS/CAD
(ADVISORY)
HTG
MOTOR
ESS.BUS
SYS. I
BLD HTG
M
A
X
OPTION EMS
N
O
R
M
CABIN AIR
ENGINE
2
NOISE
SUPPRESSOR
GEAR BOX/ENGINE DECK
M M
MIXING VALVE:
1 METERING DEVICE (PRIMARY)
2 SHUTOFF DEVICE (SECONDARY)
ENGINE
FIREWALL
ENGINE
1
DUCT OVERTEMP.
SWITCH (>120C)
MIXING VALVE
ENGINE INTERFACE WITH

FLOW LIMITER
LOW N1SIGNAL
DUCT TEMP.SENSOR
CONTROL BOX
DUCT OVERTEMP.
SWITCH (>85C)
FOR RETURN AIR
HTG
CONT
ESS.BUS
SYS.II
OVERHEAD PNL
MIXED AIR/WARM AIR
VENTURI
OPTION EMS
EXHAUST
CL
OP
CABIN AIR OUTLET
CABIN AIR OUTLET
CL
EMER
VENTURI
EXHAUST
OP
M
I
N
AMBIENT AIR
BLEED AIR
PULL FOR
FRESH AIR
BELOW FLOOR
VARIABLE
SPEED
BLOWER
PULL FOR
HEATING/DEFOG
CABIN TEMP.
SENSOR
WITH FAN
INSTALLED INSIDE CABIN
BELOW INTERIOR PANELING
MIXED AIR/COLD AIR
HTG OVTEMP
(CAUTION)
BLEED AIR
OFF
EFFECTIVITY
WINDSHIELD
7 - 32
CDS
COOLING
EC135_FLH_0413_R

Systems Description
All
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.8
TRANSMISSION SYSTEM
7.8.1
Main Transmission
1 Hydraulic pressure supply system

2 Main rotor mast
3 ARIS single-axle hydromechanic
vibration isolator
4 Oil cooling fan inlet
5 Flying controls hydraulic boosters
6 Oil cooler
EC135_WAH_0259_D
FWD
12
EC135_WAH_0256_D
FWD
3
6
13
11
14
10
View A
9
8
7
8
9
10
11
Rotor brake disc

Tail rotor drive flange
Chip detector
Oil filler cap
Rotor brake hydraulic
fluid reservoir
12 Oil pressure sensor
13 Oil temperatur switch and
sensor
14 Engine drive shaft
View A
15
15 Oil filter
16 Oil gage glass
FWD
16
Fig. 7-30
MANUFACTURERS DATA
Rev. 12.1
Main transmission typical installation
7 - 33

Systems Description
7.8.2
Main Transmission Oil System

The main transmission oil system lubricates and cools transmission components. Two oil
pumps mounted on the bottom of the transmission suction oil from the sump through a
filter screen and feeds it then to a fine mesh-filter mounted above the oil gage glass. The
filter incorporates a bypass to ensure oil circulation in the event of filter clogging.
XMSN OIL T
3
7
XMSN OIL P
11
10
supply
scavenge
EC135_FLH_0064_R
XMSN OIL P
1
2
3
4
5
6
Oil temperature sensor

Oil temperature switch
Oil filter with by-pass valve
Oil pressure sensor
Oil cooler
Bearings
Fig. 7-31
7.8.3
7
8
9
10
11
Oil tank
Magnetic chip detector
Oil pumps with by-pass valve
Oil pressure switches
Metering check valves
Main transmission oil system typical installation
Main Transmission Cautions and Warning

The non permanent indications are shown on the CAD. Additionally the oil pressure
warning, XMSN OIL P, will be indicated on the warning panel in case of a double oil
pressure pump failure.
7 - 34
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.8.4
Antiresonance-Rotorisolation System (ARIS)

The purpose of the antiresonance-rotorisolation-system is to reduce the vibration created
by the main rotor and transmitted to the airframe. This is provided by dynamic separation
of the rotor and transmission from the airframe structure via 4 single-axle hydromechanic
vibration isolators, incorporating metal bellows, pendulum mass and low viscosity fluid.
The antiresonance-rotorisolation-system is installed between the main transmission and
the airframe.
Vibration isolation: The vibrations generated by the

main rotor cause periodic movements of the main
transmission relative to the fuselage. This movements
press and extract the primary bellow. In response to the
travel of the primary bellow the pressure fluctuation
causes the pendulum mass to swing in longer strokes,
determined by the volumetric ratio.
The system is tuned in such a manner that at the
anti-resonance frequency the pressure forces caused
by the primary bellow movement, the movement of the
pendelum mass and the compression spring forces
cancel each other and consequently the vibrations are
reduced.
4
7
3
1
2
3
4
5
6
7
8
Primary bellows
Compression spring
Secondary bellows
Mass jacket
Glycol solution
Bleed screw
Pendulum with tuning mass
Bearing cage with bearing
Fig. 7-32
Antiresonance-Rotorisolation System typical installation
MANUFACTURERS DATA
Rev. 12.1
7 - 35

Systems Description
7.9
ROTOR SYSTEMS
The rotor systems consist of a bearing- and hingeless single main rotor and a fan-in-fin
type tail rotor. Both systems are driven by the two engines through the transmission
system.
7.9.1
Main Rotor System (Fig. 7-35)

The main rotor system consists of a bearingless four bladed main rotor, a rotor mast with
integrated rotor hub, the control elements and some rotor specific indicators.
The indicating system consists of a rotor RPM indicator, a mast moment indicator and a
visual and aural rotor RPM warning unit.
7.9.2
Tail Rotor System
1
2
3
4
5
6
7
8
Tail rotor drive shaft

Pitch control cable
Stator blade
Tail rotor blade
Pitch horn
Sight glass
Tail rotor gear box
Track and balance
sensors
9 Chip detector
Fig. 7-33
7 - 36
8
6
9
Tail rotor typical installation
MANUFACTURERS DATA
Rev. 12.1

Systems Description
1 Pitch horn
2 Blade fitting
3 Flexbeam
2
1
Fig. 7-34
Main rotor blade typical installation
4
3
2
6
7
1
2
3
4
5
6
7
8
Swash-plate
Elastomeric lead-lag damper
Blade retention bolts
Rotor hub cap
Rotor blade dynamic tuning cover
Pitch horn
Rotating control rods
Control cuff
Fig. 7-35
MANUFACTURERS DATA
Rev. 12.1
1
8
Main rotor system typical installation
7 - 37

Systems Description
7.10
HYDRAULIC SYSTEM
The hydraulic system consists of two identical but independent pressure supply systems.
The pressure supply system 1 is installed on the left forward part, system 2 on the right
forward part of the main transmission. The pumps of both systems are driven by the main
transmission. They equally supply the actuators of the main rotor control with operating
pressure. System 2 also supplies the actuator of the tail rotor control. If one of the
pressure supply systems fails, the normal system continues to supply the main rotor
actuators and the operating force of the main rotor actuators decrease to half. On system
2 failure the tail rotor control operates without hydraulic boost. In case of low pressure in
one hydraulic system the respective caution HYD PRESS comes on.
1
7
1
2
3
4
Sight glass
Reservoir
Return line
Fig. 7-36
5 Pressure line
6 Hydraulic pump
7 Valve block
Pressure supply system typical installation
The hydraulic system can be tested on ground by means of the test switch located on
the overhead console (Fig. 7-2). (see also hydraulic system check in section 4). Selecting
test switch position SYS 1 disengages the hydraulic supply system 2 and the respective
HYD PRESS system 2 caution comes on. Simultaneously the pedal forces increase.
Selecting position SYS 2 disengages the hydraulic supply system1 and HYD PRESS
system 1 caution comes on.
Fig. 7-37
7 - 38
Pressure supply system switch typical installation
MANUFACTURERS DATA
Rev. 12.1

Systems Description
Tail Rotor Actuator
RESERVOIR
PUMP
Main Rotor Actuators
VALVE
UNIT
VALVE
UNIT
RESERVOIR
FILTER PUMP
FILTER
Test switch
Pressure Supply System I
Pressure Supply System II
CAD
SYSTEM I
HYD PRESS
Fig. 7-38
MANUFACTURERS DATA
Rev. 12.1
MISC
SYSTEM II
HYD PRESS
Hydraulic system typical installation
7 - 39

Systems Description
7.11
ELECTRICAL SYSTEM
SHEDDING BUS I
SHEDDING BUS II
SHED BUS
E
M
E
R
N
O
R
M
HIGH LOAD BUS I
HIGH LOAD BUS II
HIGH POWER
CONSUMERS
HIGH POWER
CONSUMERS
PRIMARY BUS I
R
E
S
R
E
S
O
F
F
O
F
F
N
O
R
M
N
O
R
M
BUS TIE I
PRIMARY BUS II
BUS TIE II
EXTERNAL
POWER
RECEPTACLE
ESSENTIAL BUS II
ESSENTIAL BUS I
NORM
ON
O
F
F
RESET
GEN I
NORM
O
F
F
RESET
BAT MSTR
O
F
F
RESET
GEN II
DC POWER CONTROL
EC135_FLH_0065_R
BATTERY BUS
GENERATOR
1
BATTERY
GENERATOR
2
RELAY
Fig. 7-39
7 - 40
DC power distribution typical installation

MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.11.1
Cockpit Light (typical)

The cockpit light is a spotlight, installed on the cockpit ceiling behind the overhead
console. It provides a rectangular illumination and is controlled by the spotlight switch
on/off and dim ring. The size of the rectangular illumination can be controlled by the
spotlight focusing ring. The cockpit light receives power from the No. 1 DC essential bus
through a circuit breaker marked CKPT LT, located on the overhead console. A spare
bulb for exchange is behind the cockpit light housing cover.
1
2
3
4
Mounting bracket
Spotlight focusing ring
Spotlight switch on/off and dim ring
Housing cover
Fig. 7-40
MANUFACTURERS DATA
Rev. 12.1
Cockpit light typical installation
7 - 41

Systems Description
7.12
NEW MAP HOLDER (OPTIONAL)

If the new map holder with dimmable green and white light is installed either on LH or RH
side, glare, reflections (depending on dim status) and restrictions in the field of view may
occur in the windscreen.
NOTE
Before take off and landing and visual approach the map holder should be
retracted and the light should be switched off.
Two switches are installed on the map holder. One switch with dimming function and one
switch with three positions:
NVG for NVG operation
OFF
WHITE for normal white light operation
7.13
HOLDER FOR TABLET PC (OPTIONAL)

NOTE
If no Tablet PC is installed the holder should be in stowed position.
Power can be applied to the USB port on the side of the instrument panel when
Non-essential bus is powered. A switch is located in the overhead console.
Power cable of tablet should be routed through the opening provided in the fabric glare
shield to the connection port in the instrument panel and excess length should be tied up
such not to hamper the pilot.
When stowing the tablet holder (recommended for takeoff and landing) with fabric glare
shields installed, one should, after stowing, pull the elastic band around the holder to
raise the glareshield such way that it is not blocking the field of view through the chin
bubble more than necessary (Fig. 7-41).
Holder can be stowed/un-stowed by pulling the locking pin and tilted when friction is
released by turning the knob on the side of the holder.
The tablet holder is delivered with a screw installed to prevent direct installation of a
tablet. An accompanying placard on the face of the holder states: Usage of portable
electronic device subject to operational authorization. Before inserting the device:
removal of screw necessary. This, as the operator of the aircraft have to gain permission
of local authorities first, before usage of a tablet in flight is allowed.
At night a tablet should only be used when a filter is applied to the screen or brightness
can be reduced to such a level to prevent strong reflections in the primary field of view of
the pilot.
7 - 42
MANUFACTURERS DATA
Rev. 12.1

Systems Description
4
1
2
3
4
Locking pin for Tablet PC

Tilt friction
Locking pin for reading position
Fabric glare shield
Fig. 7-41
7.13.1
Holder for Tablet PC typical installation
Tablet PC holder for single pilot instrument panel (optional)

The tablet PC holder can be installed at the LH side of the center part of the single pilot
instrument panel.
The tablet PC holder is slewable: Against flight direction stowage position is also for
covering the cutout in the glareshield to reduce glare at the instruments. To allow the
pilot or copilot the best view on the tablet, the position of the tablet PC holder plate can
be adjusted via spring-loaded locking discs. If neccessary the tablet holder can be
pushed forward (max. position: parallel to the LH side of the center part).
7.14
DUAL COLOR ANTICOLLISION LIGHT (OPTIONAL)

Both red and white lights are integrated in the same housing on top of the fenestron.
Two modes are provided red flashing or high intensity white flashing.
To control the new light a 3-position (OFF/RED/WHT) ACOLL sw is installed in the
overhead panel. It allows the crew activating manually either the RED or WHITE mode
as well as switching it off completely.
The power supply of the dual color anti-collision light system is provided by essential bus
bar 2 (ESS BUS 2) and protected via circuit breaker ACOLL LT (7.5 A).
MANUFACTURERS DATA
Rev. 12.1
7 - 43

Systems Description
7.15
CENTRAL PANEL DISPLAY SYSTEM (CPDS)

The CPDS consists of the vehicle and engine multifunction display (VEMD) and the
caution and advisory display (CAD).
The CPDS displays all the necessary engine and vehicle parameters as:
the first limit indication (FLI) including N1 (nN1), TOT and torque values
mast moment (if system is installed)
OAT
InFlight power check data (optional)
electrical system parameter and optionals
pressure and temperature of engines and main gear box
CAUTION / ADVISORY and fuel indication
and performs the following complementary functions:
mast moment overlimit recording (if system is installed)
N1 and N2 cycles counting
48
44
EC135_FLH_0112_R
Fig. 7-42
7 - 44
CAD typical installation
MANUFACTURERS DATA
Rev. 12.1
EC135_FLH_0113_R
Systems Description
Fig. 7-43
MANUFACTURERS DATA
Rev. 12.1
VEMD display typical installation
7 - 45

Systems Description
7.15.1
General
The VEMD (fig. 7-43) consists of two processing modules (lanes) and two screens
combined in a housing. All input signals are received and processed by the two
processing modules and the results, exchanged through the crosstalk links, are
compared by the two processors. In case of discrepancy a failure message is displayed.
In case of one module failure, all the functions remain available on the other module.
Each processing module receives power from a separate power supply. In case of a
failure of one power supply the remaining power supply can provide power to both
processing modules. The VEMD receives power from the ESS BUS I and ESS BUS II via
the VEMD circuit breakers. Several buttons on the right-hand side of the screens provide
VEMD control as follows:
OFF1 / OFF 2:
switches screen (lane) 1/2 on or off
BRT+/BRT:
controls the brightness of the screens
SCROLL:
a) proceeds to the next page
RESET:
a) resets to default screen display

b) resets to the previous page
SELECT:
ENTER:
+/:
selects a data field

a) confirms the selection of a data field
b) confirms data inputs
c) confirms CAUTIONs that appear on the VEMD in case of CAD
failure
provides input in data fields
The CAD (Fig. 7-42) consists of one processing module (lane) and one screen
combined in a housing. The CAD receives power from the ESS BUS I and ESS BUS II
via the CAD circuit breakers. Several buttons on the right-hand side of the screen
provide CAD control as follows:
7 - 46
OFF:
SCROLL:
SELECT:
BRT+/BRT:
switches screen (lane) 1 on or off

proceeds to the next page
a) selects a data field if VEMD failed
b) confirms CAUTIONs that appear on the CAD
controls the brightness of the screens
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.15.2
CPDS function modes

The CPDS can be operated in three modes:
the FLIGHT mode
the CONFIGURATION mode and
the MAINTENANCE mode
7.15.2.1 Maintenance mode

The maintenance mode provides information about operating times, system failures,
detected overlimits etc. which have been recorded during flight. For determination of
appropriate maintenance action these information can be read out after flight. In addition
the maintenance mode provides data loading functions, necessary for CPDS
configuration (customization).
EC135_WAH_0560_R
When the MAINT mode is activated, the MAINTENANCE MENU page is automatically
displayed on the VEMD upper screen. The CAD displays the message MAINTENANCE
MODE.
MAINTENANCE MENU
FLIGHT REPORT
FAILURE
HOOK
OVER LIMIT
INFLIGHT EPC RESULT
TRANS. DATA
FUNCT. TIMES
DATALOADING
MODE NOT AVAILABLE
HARMONIZATION IN PROGRESS
Fig. 7-44
MAINTENANCE MENU page
FLIGHT REPORT
in FLIGHT mode the FLIGHT REPORT page (see Fig. 7-54) automatically displayed after flight, before CPDS is switched off. In MAINTENANCE mode the page is available even afterwards.
FAILURE
shows detected internal CPDS or interface failures.
MMOVERLIMIT
shows detected mast moment overlimits. (optional)
INFLIGHT EPC
RESULT
displays the memorized Inflight EPC result page from the selected
flight.
TRANS DATA
provides copy function of FLASHPROM data from VEMD lane 1 to

VEMD lane 2 and vice versa.
FUNC. TIMES
displays CPDS operating times.
DATA LOADING
selects dataloading mode for the communication by serial maintenance link.
MANUFACTURERS DATA
Rev. 12.1
7 - 47

Systems Description
The MAINT MODE mode can only be activated when the engine is detected in the
shut-down state and the VEMD screens must be switched off, the CAD must be
switched on. To access this mode proceed as follows:
Must be performed within 2 seconds
Press simultaneously and hold

until release key appears
Press
Press
OFF1
OFF2
RESET
MAINT MODE
+
SCROLL
Fig. 7-45
appears on the CAD
Access to MAINTENANCE mode
General rules for maintenance mode control:
7 - 48
press SELECT to change to another field; the first field is preselected by default.
press ENTER to validate a field; once a new field is selected, press ENTER to move
to the associated page or to initiate the associated procedure.
press RESET to return from this page to the MENU page or to the previous page.
press+ or to increment or decrement a value or a stack.
press SCROLL to change to another page; if a function includes more than one page
for the same application, press SCROLL to scroll between the pages.
press RESET to return to the previous level
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.15.2.2 Configuration mode

The CONFIGURATION mode consists of the A/C CONFIG page that lists all options
which influence the application of the VEMD and the CAD.
The relevant CPDS configuration files must be installed.
For proper indication the installed / changed options must be selected or deselected
when not installed.
EC135_WAH_0560_R
AIRCRAFT CONFIGURATION
AUXILIARY FUEL TANK:
ICING RATE SYSTEM:
SECOND BATTERY:
EXTERNAL LOAD:
HOOK
FUEL FLOW WITH SENSOR:
FUEL UNIT:
UNIT SYSTEM:
ALT. AND SPEED UNIT:
MAST MOMENT:
N/I
N/I
N/I
HOOK
N/I
LITER
SI
METER
N/I
N/I:
N = Not installed
I = Installed
HOOK / CABLE*
* for external hoist
LITER/IMP GAL/
US GAL/KG/LB
SI/IMPERIAL
METER/FEET
VALID / ABORT
NOTE: The A/C CONFIG page shows some optional equipment.
If the Weighing System is not installed the CPDS must not be configured for
HOOK indication
Fig. 7-46
MANUFACTURERS DATA
Rev. 12.1
A/C CONFIG page
7 - 49

Systems Description
The CONFIG MODE mode can only be activated when the engine is detected in the
shut-down state and the VEMD screens must be switched off, the CAD must be
switched on. To access this mode proceed as follows:
Must be performed within 2 seconds

Press simultaneously and hold
until release key appears
Press
Press
OFF1
OFF2
SELECT
CONFIG MODE
appears on the CAD
ENTER
Fig. 7-47
7 - 50
Access to CONFIG mode
MANUFACTURERS DATA
Rev. 12.1

Systems Description
Procedure to modify the installation state on the A/C CONFIG page:
Entry into A/C CONFIG page
1. FIELD
MODIFY
SELECT
or
SELECT
2. FIELD
Proceed as above
n. FIELD
SELECT
ENTER
VALID FIELD
Validate para
meters and
store in memory
ABORT FIELD
SELECT
ENTER
Cancel modifications above
Fig. 7-48
MANUFACTURERS DATA
Rev. 12.1
Display message
NO STORAGE
Return to
FLIGHT mode
by switching
both screens off
and on again
Installation state modifying (A/C CONFIG page)
7 - 51

Systems Description
7.15.2.3 Flight mode

The FLIGHT mode provides information to the crew in each phase of the flight. Therefore
an engine state management has been generated to describe the present engine status.
It is divided into:
ground phase
start/relight phase
flight phase
shut-down phase
In FLIGHT mode the symbology page combinations mentioned below are accessible to
the crew members, displayed on both VEMD and CAD screens.
First limit page:
NOTE
7 - 52
FLI
The EPC page and the EPC result page can be selected by means of the SCROLL
button
Inflight EPC page:
INFLIGHT ENGINE POWER

CHECK
Inflight EPC result page:
INFLIGHT EPC
RESULT
EPC FAIL page:
INFLIGHT ENGINE POWER

CHECK NOT
AVAILABLE
Flight report page:
FLIGHT REPORT (appears automatically after engine shutdown on

ground)
Engine and electrical parameter

page:
ELEC/VEH
Caution and fuel page:
CAU/FUEL
Caution and fuel fail page:
CAU/FUEL FAIL
(appears automatically in
case of CAU/FUEL page
failure)
Caution and backup page
CAU/BACKUP
(only when both VEMD

lanes have failed)
System status and failure page:
SYSTEM STATUS
(appears automatically in
case of EPC failure)
MANUFACTURERS DATA
Rev. 12.1

Systems Description
The first limit page (FLI)
displays N1 (nN1), torque and TOT for each engine
displays mast moment indication and messages (if installed)
is displayed on the upper VEMD screen (in case of upper VEMD failure it is
displayed on the lower VEMD screen)
ENG FAIL or
FADEC FAIL or
ENG MANU
IDLE
may appear as
caution on both
sides
EC135_FLH_0108_R
Solid white rectangle

marks the parameter
represented by the
pointer
820
95.0
FLI FAIL or
FLI DEGR
may appear as
caution on both
sides
If a parameter is invalid, the numerical value disappears and a

yellow failure symbology appears
Message zone
for information refer

to fig. 7-50
Fig. 7-49
MANUFACTURERS DATA
Rev. 12.1
FLI page
7 - 53

Systems Description
If one parameter fails, the digital value disappears and the parameter turns into yellow.
FLI DEGR caution appears on the CAD and FLI DEGR appears at the bottom (left or
right) of the FLI page. During start mode, if TOT is invalid, the needle disappears and
starting of engine is impossible.
If the lost parameter was designated as first limit before the failure, the first limit status
will change automatically to the next limiting parameter on the affected system. Thus, a
pointer split may be encountered on the FLI which should not be tried to be matched by
engine trimming.
In case of loss of torque and nN1 signal of the same system, the parameters turn into
yellow and FLI FAIL caution appears on the CAD and at the bottom (left or right) of the
FLI page and the needle disappears..
Due to the fact that normal N1 is displayed as digital value but nN1 is presented by the
pointer if designated as first limit parameter, both parameter, N1 and nN1 are displayed
in yellow in case of N1 signal failure. If only nN1 is invalid, nN1 is displayed in yellow
above the N1 indication.
The message zone indicates messages concerning failures and detected overlimits that
are either not visible in the current display status or require action by the crew e.g. to
switch off a screen.
List of messages by priority:
7 - 54
LANE 1 FAILED
PRESS OFF 1
LANE 2 FAILED
PRESS OFF 2
CAD FAILED
CAUTION DETECTED
GEN PARAM OVER LIMIT (normal during engine starting)
CROSSTALK FAILED
VEMD BRIGHTNESS CONTROL FAILED
CAD BRIGHTNESS CONTROL FAILED
PRESS OFF
PRESS OFF 2
MANUFACTURERS DATA
Rev. 12.1

Systems Description
The LIMIT sign appears in the following cases (for N1(nN1), TOT, Tq and Mast Moment
optional):
LIMIT
88 mn 88 s
Fig. 7-50
LIMIT sign
when operating in a red region or
when operating under AEO TOP ( > 5 min.) condition. (Additionally an audio
signal is generated)
when operating under OEI ( > 30 sec./ 2.0 min) condition.
when Mast Moment exceeded (optional system)
NOTE
For detailed description see section 2, para. 2.18.
MANUFACTURERS DATA
Rev. 12.1
7 - 55

Systems Description
The inflight EPC page optional
INFLIGHT ENGINE POWER CHECK
EC135_WAH_0560_R
NOT INSTALLED
SANDFILTER SELECT
BLEED AIR CONSUMERS
SWITCH OFF
STANDARD PRESSURE ALTITUDE
< 10000 ft
GENERATOR LOAD
REDUCE
STEADY LEVEL FLIGHT >65KIAS
PERFORM
ENG TRQ 2x60%
ADJUST
IF COLL STOP REACHED
DISMATCH TRQ
EPC START
PRESS ENTER
Fig. 7-51
7 - 56
ENG 1
MARGIN
ENG 2
XXXX
N1 %
XXXX
VEMD display with optional EPC page (version) typical installation
MANUFACTURERS DATA
Rev. 12.1

Systems Description
The inflight EPC result page optional
INFLIGHT EPC RESULT

WITH SANDFILTER
FLIGHT NUMBER: XXXXX
EC135_WAH_0560_R
ENG 1
ENG 2
XXX.X
XXXX
XXX.X
TRQ %
TOTC
N1 %
XXX.X
XXXX
XXX.X
XXXX
ALT ft
XXXX
XX.X
OAT C
XX.X
ENG 1
MARGIN
ENG 2
XXX.X
N1 %
XXX.X
Fig. 7-52
VEMD display with optional EPC result page (version) typical installation
MANUFACTURERS DATA
Rev. 12.1
7 - 57

Systems Description
The EPC FAIL page optional
INFLIGHT ENGINE POWER CHECK

NOT AVAILABLE
EC135_WAH_0560_R
INVALID PARAMETERS:
Fig. 7-53
7 - 58
OAT RANGE
TRQ1
TOT1
N1 1
P0 1
T0 1
TRQ2
TOT2
N1 2
P0 2
T0 2
VEMD display with optional EPC FAIL page typical installation
MANUFACTURERS DATA
Rev. 12.1

Systems Description
The flight report page (FLIGHT REPORT)
is displayed automatically after engine shutdown on ground
is displayed on the lower VEMD screen or, in case of screen failure, on another valid
screen.
indicates parameters that are only given for information to the pilot. The information
must be validated by the pilot.
FLIGHT REPORT
FLIGHT NUMBER
XXXXX
DURATION XX h XX min
FLIGHT / TOTAL
CYCLE
FIGHT / TOTAL
XX.XX / XXXX.XX
XX.XX / XXXX.XX
N1
N2
XX.XX / XXXX.XX
XX.XX / XXXX.XX
EC135_WAH_0560_R
OVERLIMT
MM > 66%
MM > 78%
TIME
XXmnXX.Xs
XXmnXX.Xs
MAX
XXX.X %
XXX.X %
FAILURE: CPDS FCDS 1/AFCS FCDS 2

EXIT
PRESS RESET
CPDS/FCDS/AFCS failure indication
Indication of Mast Moment (MM) exceeding, accumulated time and max. MM. (The same information is
available on maintenance pages.)
Fig. 7-54
MANUFACTURERS DATA
Rev. 12.1
FLIGHT REPORT page
7 - 59

Systems Description
The engine and electrical parameter page (ELEC/VEH)
is displayed automatically on the lower VEMD screen.
may be displayed on the CAD screen in case of lane 2 failure.
The units for the various parameters on this page can be changed as described in
7.15.2.2 Configuration mode.
DC [V]
Options:
GEN field: options
GEN [AMPS]
HOOK
[kg] or [lb]
CABLE
[m] or [ft] (indication only when winch installed

and CABLE CUT ARM caution on)
LWC
Not installed
BAT [AMPS]
liquid water content, if ice detection system is

installed, see also FMS 9.275 (optional)
kg
EC135_FLH_0119_R
HOOK
The symbology and animation logic of the

bar graphs that indicates the values for engine/transmission oil temperature/pressure
is described in LIMITATIONS, 2.18.2.2.
If a parameter is invalid, the numerical value disappears and a yellow failure symbology appears
Fig. 7-55
7 - 60
ELEC/VEH page typical installation

MANUFACTURERS DATA
Rev. 12.1

Systems Description
The ELEC/VEH page controls

Pressing the SELECT button displays a cyan box around the GEN field and changes
may be applied as follows:
Entry into ELEC/VEH page
GEN field
SELECT
MODIFY
or
Wait more than

5 seconds
Display a new
state
SELECT
Wait more than

5 seconds
ENTER
Press within 5 sec. to

validate new choice
SELECT
MODIFY
or
Display previous
state
Wait more than

5 seconds
Box
cleared
xxx field
Fig. 7-56
MANUFACTURERS DATA
Rev. 12.1
Proceed as above
Installation state modifying (ELEC/VEH page)
7 - 61

Systems Description
The caution and fuel page (CAU/FUEL)
is displayed automatically on the CAD screen.
additional AUX FUEL TANK indication (optional)
The aquisition of the fuel parameters is only performed on the CAD; they are no longer
available in case of CAD failure.
The units for the various parameters on this page can be changed as described in
7.15.2.2 Configuration mode.
Caution/Advisory
half page
(see description)
EC135_FLH_0433_R
Values
depending on
the type of fuel
tank
Fig. 7-57
7 - 62
CAU/FUEL page
MANUFACTURERS DATA
Rev. 12.1

Systems Description
The caution and fuel fail page (CAU/FUEL FAIL)
END
FUEL kg
QUANTITY
NOT
AVAILABLE
FF1
Fig. 7-58
AUX
FF2
CAU/FUEL FAIL page on VEMD in case of CAD failure
END
FUEL kg
AUX
FF1
FF2
Fig. 7-59
MANUFACTURERS DATA
Rev. 12.1
CAU/FUEL FAIL page on CAD
7 - 63

Systems Description
The caution/advisory half page
displays all amber cautions as well as green advisories. The amber cautions are
associated with amber master.
includes three caution columns (system 1, miscellaneous, system 2)
lists the cautions from the page top to the bottom and the advisories beneath
provides 3 funtional modes:
Start mode
During power up a caution input test checks the presence of the following
cautions:
SYSTEM I
MISC
SYSTEM II
ENG FAIL
ENG FAIL
ENG OIL P
ENG OIL P
FUEL PRESS
FUEL PRESS
HYD PRESS
HYD PRESS
XMSN OIL P
XMSN OIL P
GEN DISCON
GEN DISCON
If the test was not successful INP FAIL appears in conjunction with the failed
caution. After 8 seconds ACK NEEDED appears on VEMD upper lane.
After power up the following cautions appear and will be automatically

acknowledged:
SYSTEM I
7 - 64
MISC
SYSTEM II
ENG FAIL
F PUMP AFT
ENG FAIL
ENG OIL P
F PUMP FWD
ENG OIL P
FADEC FAIL
EPU DOOR
FADEC FAIL
FUEL PRESS
BAT DISCON
FUEL PRESS
HYD PRESS
EXT POWER
HYD PRESS
XMSN OIL P
XMSN OIL P
GEN DISCON
GEN DISCON
INVERTER
INVERTER
MANUFACTURERS DATA
Rev. 12.1

Systems Description
Before aquisition mode

When new cautions appear,
all cautions already acknowledged are cleared
a thick yellow line flashes above and underneath the new cautions
cautions are displayed in sequence of occurrence
they wait for aquisition by the crew members (CDS/AUDIO RES button on
the cyclic stick grip or CAD SELECT key if CAD is available or VEMD
ENTER key if CAD is not available)
After aquisition mode

When the cautions are acknowledged,
and if one column is full, 1 of 2 message appears on top of the middle

column, indicating that a second page has been generated. The second
page can be selected by the SCROLL button. The system returns automati
cally to page 1 after 15 seconds.
the flashing lines disappear
Any caution, new or acknowledged, that is no longer evident disappears and after 5
seconds the one underneath moves one line up.
SYSTEM I
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
FLI DEGR
FLI FAIL
ENG FAIL
ENG OIL P
ENG CHIP
FADEC FAIL
FUEL PRESS
FUEL FILT
ENG O FILT
IDLE
TRAINING
TRAIN IDLE
ENG MANUAL
TWIST GRIP
F VALVE
DEGRADE
REDUND
MANUFACTURERS DATA
Rev. 12.1
MISC
P DAMPER
NMS
XMSN CHIP
TRGB CHIP
XMSN OIL T
ROTOR BRK
AUTOPILOT
DECOUPLE
XMSN OFILT
DOORS
TRIM
F PUMP AFT
F PUMP FWD
T1 MISCMP
P0 MISCMP
F QTY FAIL
F QTY DEGR
HTG OVTEMP
continued on next page
SYSTEM II
FLI DEGR
FLI FAIL
ENG FAIL
ENG OIL P
ENG CHIP
FADEC FAIL
FUEL PRESS
FUEL FILT
ENG O FILT
IDLE
TRAINING
TRAIN IDLE
ENG MANUAL
TWIST GRIP
F VALVE
DEGRADE
REDUND
7 - 65

Systems Description
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
PRIME PUMP
HYD PRESS
XMSN OIL P
OVSP
GEN OVHT
GEN DISCON
INVERTER
FIRE EXT
FIRE E TST
BUSTIE OPN
STARTER
ENG CHP CT
ENG OF CT
F FILT CT
PITOT HTR
FUEL VALVE CL
ENG EXCEED
EPU DOOR
BAT DISCON
EXT POWER
SHED EMER
DG
HOR BAT
CA CUT ARM*
FLOATS ARM*
P/R SAS*
YAW SAS*
XMSN CHP CT
XMSN OF CT
XMSN OT CT
TRGB CHP CT
ACTUATION
GYRO
CAU DEGR
CAD FAN
VEMD FAN
CPDS OVHT
RNAV*
SAND FILT*
MSG*
FUEL
PRIME PUMP
HYD PRESS
XMSN OIL P
OVSP
GEN OVHT
GEN DISCON
INVERTER
FIRE EXT
FIRE E TST
BUSTIE OPN
STARTER
ENG CHP CT
ENG OF CT
F FILT CT
PITOT HTR
FUEL VALVE CL
ENG EXCEED
* can only be activated if respective equipment is installed

Fig. 7-60
7 - 66
CPDS cautions (depending on configuration) typical installation
MANUFACTURERS DATA
Rev. 12.1

Systems Description
The green coloured advisories indicated beneath the cautions keeps the pilot
informed about operating conditions of additional (optional) equipment which is not
essential for the flight.
Advisories and their explanation:
BLEED AIR
Bleed air is in use
AIR COND
Air conditioning system is switched on (optional)
HOOK UNLD
External cargo hook is not loaded (optional)
S/L LIGHT
Standard landing light and/or optional landing light is

switched on
S/L LT EXT
Search and landing light is extended (optional)
IR ON
Infrared source is on (optional)
SAND FILT
Blower of sand filter is switched on (optional)
IFCO
The IR-IFCO screen of the SX-16 is active (optional)
PITOT HTR
At least one pitot heater is switched on
AUX F XFER
Fuel transfer active (optional)
TRAIN ARM
Training mode active (optional)
MANUFACTURERS DATA
Rev. 12.1
7 - 67

Systems Description
The CAU/FUEL page controls
SCROLL
SCROLL
SCROLL
Page 1 of n
Page 2 of n
Page n of n
SCROLL key on the CAD, if CAD and VEMD are available

If the SCROLL button has not been pressed for 15
seconds, page 1 is displayed automatically
Fig. 7-61
7 - 68
CAU/FUEL page controls
MANUFACTURERS DATA
Rev. 12.1

Systems Description
The caution and backup page (CAU/BACKUP)
is displayed on the CAD screen when both VEMD lanes are not available.
Caution half
page
(see previous
description)
EC135_FLH_0434_R
Backup
page
Supply tank
Torque indication (pointer and digital value

indicate torque in %).
II
If one parameter is invalid, the digital data

and pointer indication disappears and dial
and parameter TRQ turns to yellow.
Values
depending
on the type
of fuel tank
Main tank
[kg or lb or US gal or imp gal or l]
Fig. 7-62
MANUFACTURERS DATA
Rev. 12.1
CAU/BACKUP page
7 - 69

Systems Description
The system status page (SYSTEM STATUS)
is displayed on the VEMD lower screen, except flight mode is detected and one lane
has failed.
System failure function displays messages (MSG) and/or failures (FAIL) concerning both FADEC boxes. Access is provided as follows:
SCROLL
SCROLL
Return to previous
page
Provides access to the SYSTEM

STATUS page
SELECT
SELECT
XXXXXX MSG XXXXXX
XXXXXX FAIL XXXXXX
+ or
+ or
FADEC status messages
FADEC ambient air pressure

Exhaust gas temp.
Torque trim
Power turbine rpm
N2 ref. speed trim value
EGT
TRQtrim
FCDS/AFCS status
FCDS1/AFCS
FCDS1/AFCS
FCDS2
FCDS2
Fig. 7-63
7 - 70
SUBSYSTEM XXXXXX XXXXXX

SUBSYSTEMXXXXXX
XXXXXX XXXXXX
XXXXXX
SUBSYSTEM
SUBSYSTEM XXXXXX XXXXXX
EC135_FLH_0110_R
Collective lever position
SYSTEM STATUS page

MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.15.3
VEMD and CAD page control
7.15.3.1 Normal mode (all three lanes available)
Standard mode in all phases (shut-down, start, relight, flight)

SCROLL
CAU
FUEL
CAU
FLI
FUEL
ELEC
FLI
SYSTEM
STATUS
VEH
EPC
The engine power check (EPC) pages, as described in para
7.15.2.3, can be selected by using the SCROLL button.
Exception: when shifting from flight to shutdown phase
CAU
FUEL
FLI
ELEC
VEH
MANUFACTURERS DATA
Rev. 12.1
AUTOMATICALLY
CAU
FUEL
FLI
FLIGHT
REPORT
7 - 71

Systems Description
7.15.3.2 Derivative mode with one VEMD lane off
flight phase
SCROLL
CAU
ELEC
FLI
FUEL
VEH
FLI
- degraded caution indication (see para 3.3.1 and 3.3.2)

AUTOMATICALLY
ELEC
shutdown phase
FLIGHT
REPORT
VEH
RESET
ground phase
CAU
FLI
FUEL
ELEC
SCROLL
VEH
SCROLL
SCROLL
ELEC
VEH
7 - 72
FLI
SYSTEM
STATUS
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.15.3.3 Derivative mode with CAD off
FLI
SCROLL
FLI
CAU
ELEC
XXX
VEH
- degraded caution indication (see para 3.3.3)
- no fuel indication
SCROLL
SCROLL
FLI
SYSTEM
STATUS
AUTOMATICALLY
FLI
shutdown phase
FLIGHT
REPORT
RESET
BASIC PAGE
MANUFACTURERS DATA
Rev. 12.1
7 - 73

Systems Description
7.15.3.4 Derivative mode with both VEMD lanes off
CAU
BACKUP
- degraded caution indication (see para 3.3.4)
7 - 74
MANUFACTURERS DATA
Rev. 12.1

Systems Description
7.15.3.5 Derivative mode with CAD and one VEMD lane off
FLI
SCROLL
CAU
XXX
- degraded caution indication (fig. 7-64)

- no fuel indication
- possibly no master caution
SCROLL
SCROLL
ELEC
VEH
AUTOMATICALLY
shutdown phase
FLIGHT
REPORT
RESET
BASIC PAGE
MANUFACTURERS DATA
Rev. 12.1
7 - 75

Systems Description
The caution indication in case of CAD and one VEMD lane off is as follows:
No.
1.
FAILED VEMD
LANE
ENG CHIP
2.
REMAINING LANE
XMSN CHIP
ENG CHIP
ROTOR BRK
FADEC FAIL
3.
FLI FAIL
P0 MISCMP
FLI FAIL
4.
FLI DEGR
T0 MISCMP
FLI DEGR
5.
ENG IDLE
6.
HYD PRESS
HYD PRESS
7.
ENG FAIL
ENG FAIL
8.
ENG MANUAL
9.
TWIST GRIP
10.
DEGRADE
11.
REDUND
Fig. 7-64
7 - 76
MISC
Degraded caution indication in case of CAD and one VEMD lane off
MANUFACTURERS DATA
Rev. 12.1

EQUIPMENT COMPATIBILITY AND ADDITIONAL PERFORMANCE DATA
SUBSECTION 9.0
EQUIPMENT COMPATIBILITY
FMS
Not compatible (bold)

partly compatible (italic) with FMS...
(for detailed information refer to the
appropriate FMS)
9.12, 9.15, 9.219, 9.220, 9.2117
9.11
Category A operations
9.12
9.13
Operation with opened/removed doors 9.11, 9.14, 9.15, 9.220, 9.293,

9.2117
Not applicable
9.14
OEI training mode
9.12, 9.18, 9.239, 9.293
9.15
9.16
Category A operations MTOW 2950 kg

Limitations - MTOW 2950 kg
9.11, 9.12, 9.219, 9.220, 9.239,

9.2117
9.239
9.17
Performance Data - MTOW 2950 kg
9.239
9.18
OEI training mode - MTOW 2950 kg
9.12, 9.14, 9.239, 9.293
9.21
Not applicable
9.22
Dual Controls
9.23
Dual Control Covers
9.24
AC power system
9.25
9.26
Pitch and roll stability augmentation

system
Settling protectors
9.27
Fuzz burner
9.28
Search and landing light
9.29
Fire extinguisher system
9.210
Forward looking infrared (FLIR)

Wescam
9.211
Fixed landing light 250W (cross tube)
9.212
Not applicable
9.213
Searchlight SX16 (IR) (nose

mounted)
9.241, 9.2103
9.217, 9.245, 9.267, 9.272,

9.283, 9.289, 9.292, 9.2101,
9.2106
9.217, 9.268, 9.283
Continued
MANUFACTURERS DATA
Rev. 12.1
9.0 - i

FMS

appropriate FMS)
9.214
Not applicable
9.215
Not applicable
9.216
Strobe lights
9.217
Wire strike protection system
9.218
External loudspeakers
9.219
9.220
External cargo hook

and/or external mirror
External hoist system
9.221
Not applicable
9.222
High landing gear
9.223
Not applicable
9.224
Auxiliary fuel tank (analog indication)
9.267
9.225
Reinforced rear crosstube
9.222, 9.294
9.226
9.227
Armour protection kit cockpit and

cabin
Rotor brake system
9.228
Not applicable
9.229
Main rotor blade folding kit
9.230
Not applicable
9.231
Seat arrangement / stowage unit
9.232
9.232
Cabin/cargo compartment separation
9.231
9.233
9.234
Cockpit voice and flight data recorder

(CVFDR/CVR)
Not applicable
9.235
Litter system (EMS)
9.236
Not applicable
9.237
VIP interior equipment
9.238
Air conditioning unit
9.210, 9.213, 9.219, 9.222,

9.240, 9.245, 9.247, 9.252,
9.268, 9.272, 9.282, 9.289,
9.292, 9.2101, 9.2104, 9.2106,
9.2118
9.283, 9.296
9.11, 9.15, 9.217, 9.244, 9.256,
9.283, 9.2103
9.11, 9.12, 9.15, 9.241, 9.244,
9.256, 9.267, 9.2103, 9.2117
9.217, 9.225, 9.241, 9.245,
9.267, 9.269, 9.292, 9.2101,
9.2103, 9.2106
Continued
9.0 - ii
MANUFACTURERS DATA
Rev. 12.1

FMS

appropriate FMS)
9.14, 9.15, 9.16, 9.17, 9.18
9.239
Sand filter system
9.240
9.241
Weather radar systems

RDR 2000/2100
Snow skids
9.242
Not applicable
9.243
Not applicable
9.244
Dual pilot IFR operation kit
9.245

IRENCO (LEO II)
9.246
Dual fire extinguisher system
9.247
9.248
Dual external cargo hook

Automatic flight control system
9.249
Flight control display system
9.250
Navigation management system

CMA3000
Standby artificial horizon
9.251
9.252
9.217
9.26, 9.220, 9.222, 9.267,
9.2103, 9.2113, 9.2117
9.253
Searchlight SX16 (IR) with laser

pointer (LH mounted)
Single flight control display system
9.254
Special cockpit lighting
9.255
Windshield wiper/washing system
9.256
SP/DPIFR operation kit (incl. AFCS)
9.257
Not applicable
9.258
9.261
Medium aircraft recording and

monitoring system
Standard cockpit illumination (NVG
compatible parts)
Flight control display system
(3screen version)
Door jettisoning
9.262
Not applicable
9.259
9.260
9.219, 9.220, 9.247, 9.2117,

9.2118
9.210, 9.217, 9.222, 9.272,
9.267, 9.283, 9.289, 9.292,
9.2101, 9.2106
9.217, 9.244, 9.256, 9.267,
9.283, 9.2103, 9.2118
9.217, 9.283, 9.2104
9.219, 9.220, 9.247, 9.2117,

9.2118
9.267
Continued
MANUFACTURERS DATA
Rev. 12.1
9.0 - iii

FMS

appropriate FMS)
9.263
Fuel management system
9.264
Not applicable
9.265
Not applicable
9.266
Selfsealing fuel tanks
9.267
Emergency floatation system

External life raft system
9.268
9.269
Laser obstacle warning system

(HELLAS)
Mast moment indicating system
9.270
GPS Navigation system AeroNav III
9.271
Not applicable
9.272

Ultraforce II / LEOIIA5
9.273
9.274
Garmin GNS 430/430A/430W (with

conventional instrumentation) DPIFR
Digital moving map system DKG 4
9.275
Icing detection system
9.276
Moving map system ARGUS 7000
9.277
Garmin GNS 430/430A/430W VFR
9.278
GPS Freeflight 2101 I/O Approach

Plus coupled to AFCS
Auxiliary fuel tank (CPDS/CAD
indication)
Digital moving map system
EuroNav III/IV/IV+
GPS Garmin GNS 430/430A/430W
(coupled to FCDS) SPIFR/DPIFR
Weather radar system RDR 1600
9.279
9.280
9.281
9.282
9.220, 9.222, 9.224, 9.241,

9.247, 9.261, 9.279, 9.2103,
9.2104, 9.2113, 9.2117, 9.2118
9.210, 9.222, 9.247, 9.245,
9.272, 9.292, 9.2101, 9.2106,
9.2113, 9.2118
9.213, 9.217
9.222
9.210, 9.217, 9.245, 9.267,

9.283, 9.289, 9.292, 9.2101,
9.2106
9.267
9.217
Continued
9.0 - iv
MANUFACTURERS DATA
Rev. 12.1

FMS
9.283
Airborne collision avoidance system

(ACAS) Ryan 9900BX
9.284
Equipment for offshore operation
9.285
Push out window
9.286
Night vision imaging systems (NVIS) /

NVG
Navigation management system
CMA9000
Not applicable
9.287
9.288
9.289
9.290
9.291
9.292

MX 15i/HDi
HF 9000 communication system
Enhanced ground proximity warning
system (EGPWS MK XXI)
Star Safire HD

appropriate FMS)
9.210, 9.213, 9.218, 9.219,
9.245, 9.247, 9.252, 9.272,
9.289, 9.292, 9.2101, 9.2103,
9.2104, 9.2106, 9.2113, 9.2118
9.210, 9.217, 9.245, 9.272,

9.283, 9.292, 9.2101, 9.2106
9.293
Inlet barrier filter system (IBF system)
9.210, 9.217, 9.222, 9.245,

9.267, 9.272, 9.283, 9.289,
9.2101, 9.2106
9.12, 9.14, 9.18
9.294
Intermediate landing gear
9.225
9.295
TACAN system
9.296
Enhanced vision system (EVS1500)
9.297
4 additional LED landing lights
9.298
FLOICE 105
9.299
Mechanical air conditioning unit
9.218
9.2100 Not applicable

9.2101 Forward looking infrared (FLIR)
LEOIIIHD
9.2102 H/C Terrain Awareness Warning
System GARMIN 530WT HTAWS
9.2103 Searchlight SX16 (IR) with laser
pointer (centerline rear mounted)
9.210, 9.217, 9.222, 9.245,

9.267, 9.272, 9.283, 9.289,
9.292, 9.2106
9.26, 9.219, 9.220, 9.222,

9.241, 9.247, 9.267, 9.283,
9.2117, 9.2118
Continued
MANUFACTURERS DATA
Rev. 12.1
9.0 - v

FMS
9.2104 High Intensity Searchlight (HISL)

(Trakka A800)
9.2106 ElectroOptical System (EOS) Star SAFIRE 380HD

appropriate FMS)
9.217, 9.252, 9.267, 9.283
9.210, 9.217, 9.222, 9.245,
9.267, 9.272, 9.283, 9.289,
9.292, 9.2101
9.2108 Vision 1000 cockpit camera

9.2111
GARMIN GTN 650/750 SPIFR/DPIFR
9.2112 GARMIN GTN 650/750 SPIFR/DPIFR

SBAS
9.2113 Retractable downlink antenna
9.241, 9.267, 9.283
9.2115 EADI/EHSI Single Side Cockpit VFR

9.2116 GARMIN GTN 750 VFR
9.2117 External hoist system
(Hoist installations according CS27 Amdt. 2)
9.2118 Dual external cargo hook

9.11, 9.12, 9.15, 9.220, 9.241,

9.244, 9.256, 9.267, 9.2103
9.217, 9.244, 9.247, 9.256,
9.267, 9.283, 9.2103
(Cargo hook installations according CS27

Amdt. 2)
9.0 - vi
MANUFACTURERS DATA
Rev. 12.1

EFFECT OF THE EQUIPMENT ON THE LEVEL FLIGHT PERFORMANCE (AEO)

Max. horizontal speed
Equipment installed
FMS
Speed
KTAS
Fuel cons.
FLM
+4%
Air conditioning unit
9.238
Mechanical air conditioning

unit
9.299
Sandfilter System
Emergency floatation
system
Bleed air heating
Range
Economical cruise speed

Speed
KTAS
Fuel cons.
4.0%
+4.0%
+1%
1.0%
+1%
1.0%
9.239
Diag.
+2%
9.267
3.0
Range
Max. endurance
Fuel cons.
Endurance
4.0%
+4.0%
4.0%
+1.0%
1.0%
+1.5%
1.5%
+1.0%
1.0%
+1.5%
1.5%
2.0%
+1.5%
1.5%
+1.0%
1.0%
2.0%
2.5
2.0%
+0.5%
0.5%
4.0
3.0%
3.0
3.0%
+1.0%
1.0%
system on Intermediate LG
9.267
External Life Raft System
9.267
3.0
2.0%
2.5
2.0%
+0.5%
0.5%
Mod. Access Panel 505 1)
9.219
9.247
9.2118
2.5
2.0%
2.0
2.0%
+0.5%
0.5%
External cargo hook 2)
9.219
9.247
9.2118
3.0
2.0%
2.5
2.0%
+0.5%
0.5%
External cargo hook and

mirror RH mounted 2)
9.219
9.247
9.2118
6.0
4.5%
5,0
4.5%
+1.0%
1.0%

mirror LH mounted 2)
9.219
9.247
9.2118
6.0
4.5%
5.0
4.5%
+1.0%
1.0%

mirror both sides 2)
9.219
9.247
9.2118
9.0
6.5%
7.0
6.5%
+1.5%
1.5%
9.220
9.2117
4.0
2.5%
3.0
2.5%
+0.5%
0.5%
External loudspeaker
9.218
6.0
4.5%
5.0
4.5%
+1.0%
1.0%
EVS1500
9.296
1.5
1.0%
1.0
1.0%
4 Additional LED Landing

Lights
9.297
3.5
2.5%
3.0
2.5%
+0.5%
0.5%
EVS1500 and
Lights
9.296
9.297
4.5
3.5%
4.0
3.5%
+1.0%
1.0%
Fixed Landing Light

(cross tube) 3)
9.211
1.0
0.5%
1.0
0.5%
1) without cargo hook and mirror(s) assy, the effect of this equipment can be neglected when installed
together with the external loudspeaker
2) with original or with modified access panel installed
3) the effect of this equipment can be neglected when installed close to the external loudspeaker
Continued
MANUFACTURERS DATA
Rev. 12.1
9.0 - vii


Equipment installed
FMS
Speed
KTAS
Fuel cons.
FLIR (Wescam)
9.210
3.0
FLIR (Wescam) on high LG
9.210
3.0
FLIR (Irenco Leo II)
9.245
FLIR (Ultraforce II/LEO

IIA5)
9.272
FLIR (MX-15i)
Range

Speed
KTAS
Fuel cons.
2.0%
2.5
2.0%
2.5
3.0
2.0%
3.0
9.289
3.5
FLIR (Star Safire HD)
9.292
FLIR (LEOIIIHD)
Range
Max. endurance
Fuel cons.
Endurance
2.0%
+0.5%
0.5%
2.0%
+0.5%
0.5%
2.5
2.0%
+0.5%
0.5%
2.0%
2.5
2.0%
+0.5%
0.5%
2.5%
3.0
2.5%
+0.5%
0.5%
3.0
2.0%
2.5
2.0%
+0.5%
0.5%
9.2101
2.5
2.0%
2.0
2.0%
+0.5%
0.5%
EOS (Star Safire 380-HD)
9.2106
3.0
2.0%
2.5
2.0%
+0.5%
0.5%
HF 9000
9.290
3.0
2.0%
2.5
2.0%
+0.5%
0.5%
High Landing Gear (High

LG)
9.222
2.0
1.5%
1.5
1.5%
High Intensity Searchlight

(HISL) (Trakka A800)
9.2104
2.5
2.0%
2.0
2.0%
+0.5%
0.5%
HERMES Landing Gear
FMA
1123
1.0
1.0%
1.0
1.0%
Inlet barrier filter system

(IBF System)
9.293
Diag.
2.0%
2.5
2.0%
+0.5%
0.5%
Intermediate Landing Gear
9.294
1.0
1.0%
1.0
1.0%
Laser obstacle
warning system (HELLAS)
9.268
4.0
2.5%
3.0
2.5%
+0.5%
0.5%
Retractable downlink
antenna
9.2113
2.0
1.5%
1.5
1.5%
Searchlight SX16(IR)
nose mounted
9.213
4.0
2.5%
3.0
2.5%
+0.5%
0.5%
Searchlight SX16(IR) LH
mounted
9.252
5.5
4.0%
4.5
4.0%
+1.0%
1.0%
Searchlight SX16(IR) on
High LG
9.252
5.5
4.0%
4.5
4.0%
+1.0%
1.0%
Searchlight SX16 (IR)

centerline rear mounted
9.2103
2.0
1.5%
1.5
1.5%
Snow skids
9.241
2.0
1.5%
1.5
1.5%
Snow skids on High LG
9.241
3.0
2.0%
2.5
2.0%
+0.5%
0.5%
Snow skids on Intermediate

LG
9.241
2.5
2.0%
2.0
2.0%
+0.5%
0.5%
Weather Radar System

RDR1600
9.282
2.0
1.5%
1.5
1.5%
Self sealing fuel tank

(Supply only)
9.266
1.0%*
1.0%*
1.0%*
Continued
9.0 - viii
MANUFACTURERS DATA
Rev. 12.1


Equipment installed
(main & supply)
*)
FMS
Speed
KTAS
Fuel cons.
9.266
Range
4.0%*

Speed
KTAS
Fuel cons.
Range
4.0%*
Max. endurance
Fuel cons.
Endurance
4.0%*
at max. fuel only
NOTE:
All other optional equipment, presented in chapter 9.2, but not included in this list, has no or
negligible influence on the level flight performance.
Effect of opened / removed doors on the level flight performance (AEO) FMS 9.1-2
Max. horizontal speed**
Equipment installed
FMS
Speed
KTAS
Fuel cons.
Both hinged and sliding

doors removed
9.12
5.5
LH or RH hinged door open,

and corresponding sliding
door open or closed
9.12
7.5
10.0
Both hinged doors open,

and sliding doors open or
closed
**)
9.12
Range
Economical cruise speed**

Speed
KTAS
Fuel cons.
4.0%
4.5
5.5%
6.0
8.0%
8.5
Range
Max. endurance
Fuel cons.
Endurance
4.0%
+1.0%
1.0%
5.5%
+1.0%
1.0%
8.0%
+2.0%
2.0%
not taking into account the VNE limit for open doors= 110 KIAS (power required lower than AEO MCP)
NOTE:
All other combinations, not included in this list have no or negligible influence on the level flight
performance.
MANUFACTURERS DATA
Rev. 12.1
9.0 - ix

Effect of the equipment on the OEI performance:

Equipment installed
FMS
Speed
KTAS
Fuel cons.
FLM
+5.5%
Sand filter System
9.239
Diag.
system
9.267
Bleed air heating
Range

Speed
KTAS
Fuel cons.
5.5%
+5.5%
+2.0%
2.0%
3.0
3.0%
4.0
Range
Max. endurance
Fuel cons.
Endurance
5.5%
+5.5%
5.5%
+2.0%
2.0%
+1.5%
1.5%
2.5
2.5%
+1.0%
1.0%
4.0%
3.0
3.5%
+1.0%
1.0%
system on Intermediate LG
9.267
External Life Raft System
9.267
3.0
3.0%
2.5
2.5%
+1.0%
1.0%
Mod. Access Panel 505 1)
9.219
9.247
9.2118
2.5
2.0%
2.0
2.0%
+0.5%
0.5%
External cargo hook 2)
9.219
9.247
9.2118
3.0
3.0%
2.5
2.5%
+1.0%
1.0%

mirror RH mounted 2)
9.219
9.247
9.2118
5.5
5.5%
4.5
5.0%
+1.5%
1.5%

mirror LH mounted 2)
9.219
9.247
9.2118
5.5
5.5%
4.5
5.0%
+1.5%
1.5%

mirror both sides 2)
9.219
9.247
9.2118
8.0
7.5%
6.5
7.0%
+2.0%
2.0%
9.220
9.2117
3.5
3.5%
2.5
3.0%
+1.0%
1.0%
External loudspeaker
9.218
5.5
5.5%
4.5
5.0%
+1.5%
1.5%
EVS1500
9.296
1.5
1.5%
1.0
1.0%
+0.5%
0.5%

Lights
9.297
3.5
3.5%
2.5
3.0%
+1.0%
1.0%
EVS1500 and
Lights
9.296
9.297
4.5
4.5%
3.5
4.0%
+1.0%
1.0%
Fixed Landing Light

(cross tube) 3)
9.211
1.0
1.0%
1.0
1.0%
1) without cargo hook and mirror(s) assy, the effect of this equipment can be neglected when installed
together with the external loudspeaker
2) with original or with modified access panel installed
3) the effect of this equipment can be neglected when installed close to the external loudspeaker
Continued
9.0 - x
MANUFACTURERS DATA
Rev. 12.1


Equipment installed
FMS
Speed
KTAS
Fuel cons.
FLIR (Wescam)
9.210
3.0
FLIR (Wescam) on high LG
9.210
3.0
FLIR (Irenco Leo II)
9.245
FLIR (Ultraforce II/LEO

IIA5)
9.272
FLIR (MX-15i)
Range

Speed
KTAS
Fuel cons.
3.0%
2.5
3.0%
2.5
3.0
3.0%
3.0
9.289
3.5
FLIR (Star Safire HD)
9.292
FLIR (LEOIIIHD)
Range
Max. endurance
Fuel cons.
Endurance
2.5%
+1.0%
1.0%
2.5%
+1.0%
1.0%
2.5
2.5%
+1.0%
1.0%
3.0%
2.5
2.5%
+1.0%
1.0%
3.5%
2.5
3.0%
+1.0 %
1.0 %
3.0
3.0%
2.5
2.5%
+1.0%
1.0%
9.2101
2.5
2.0%
2.0
2.0%
+0.5 %
0.5 %
EOS (Star Safire 380-HD)
9.2106
3.0
3.0%
2.5
2.5%
+1.0%
1.0%
HF 9000
9.290
3.0
3.0%
2.5
2.5%
+1.0 %
1.0 %
High Landing Gear (High

LG)
9.222
2.0
1.5%
1.5
1.5%
+0.5%
0.5%
High Intensity Searchlight

(HISL) (Trakka A800)
9.2104
2.5
2.0%
2.0
2.0%
+0.5%
0.5%
HERMES Landing Gear
FMA
1123
1.0
1.0%
1.0
1.0%
Inlet Barrier Filter System

(IBF System)
9.293
Diag.
3.0%
2.5
2.5%
+1.0%
1.0%
9.294
1.0
1.0%
1.0
1.0%
Laser obstacle
warning system (HELLAS)
9.268
3.5
3.5%
2.5
3.0%
+1.0%
1.0%
Retractable downlink
antenna
9.2113
2.0
1.5%
1.5
1.5%
+0.5%
0.5%
Searchlight SX16(IR)
nose mounted
9.213
3.5
3.5%
2.5
3.0%
+1.0%
1.0%
Searchlight SX16(IR) LH
mounted
9.252
5.0
5.0%
4.0
4.5%
+1.5%
1.5%
Searchlight SX16(IR) on
High LG
9.252
5.0
5.0%
4.0
4.5%
+1.5%
1.5%
Searchlight SX16 (IR)

centerline rear mounted
9.2103
2.0
1.5%
1.5
1.5%
+0.5%
0.5%
Snow skids
9.241
2.0
2.0%
1.5
1.5%
+0.5%
0.5%
Snow skids on High LG
9.241
3.0
3.0%
2.5
2.5%
+1.0%
1.0%
Snow skids on Intermediate

LG
9.241
2.5
2.0%
2.0
2.0%
+0.5%
0.5%
Weather Radar System

RDR1600
9.282
2.0
2.0%
1.5
1.5%
+0.5%
0.5%

(Supply only)
9.266
1.0%*
1.0%*
1.0%*
Continued
MANUFACTURERS DATA
Rev. 12.1
9.0 - xi


Equipment installed
(main & supply)
*)
FMS
Speed
KTAS
Fuel cons.
9.266
Range
4.0%*

Speed
KTAS
Fuel cons.
Range
4.0%*
Max. endurance
Fuel cons.
Endurance
4.0%*
at max. fuel only
NOTE:
All other optional equipment, presented in chapter 9.2, but not included in this list, has no or
negligible influence on the level flight performance.
Effect of opened / removed doors on the level flight performance (OEI condition)
FMS 9.1-2
Max. horizontal speed**
Equipment installed
FMS
Speed
KTAS
Fuel cons.
Both hinged and sliding

doors removed
9.12
5.0
LH or RH hinged door open,

and corresponding sliding
door open or closed
9.12
6.5
9.0
Both hinged doors open,

and sliding doors open or
closed
**)
9.12
Range
Economical cruise speed**

Speed
KTAS
Fuel cons.
5.0%
4.0
6.5%
5.0
8.5%
7.0
Range
Max. endurance
Fuel cons.
Endurance
4.5%
+1.5%
1.5%
6.0%
+1.5%
1.5%
8.0%
+2.5%
2.5%
not taking into account the VNE limit for open doors= 110 KIAS (power required lower than OEI MCP)
NOTE:
9.0 - xii
All other combinations, not included in this list have no or negligible influence on the level flight
performance.
MANUFACTURERS DATA
Rev. 12.1

SPECIAL OPERATIONS
S E C T I O N 9.1
SPECIAL OPERATIONS
LOG OF SUPPLEMENTS
EFFECTIVITY
Up to S/N 1054 and before SB EC135-62-028
NAME OF EQUIPMENT
FMS
NUMBER
FIRST APPROVAL
Valid Revision
Category A Operations
9.1-1
EASA; SEP 12, 2006

FAA; OCT 04, 2007
Rev. 11
OEI Training
9.1-4
EASA; SEP 12, 2006

FAA; OCT 04, 2007
Rev. 5
EFFECTIVITY
All
NAME OF EQUIPMENT
FMS
NUMBER
Operation with open doors
9.1-2
EFFECTIVITY
FIRST APPROVAL
EASA; SEP 12, 2006
FAA; OCT 19, 2006
Valid Revision
Third issue
Rev. 2
S/N 1055 and subsequent or after SB EC135-62-028
NAME OF EQUIPMENT
FMS
NUMBER
FIRST APPROVAL
Valid Revision
Category A Operations for

flights with T/O gross mass up
to 2950 kg
9.1-5
EASA; OCT 27, 2011

FAA; NOV 08, 2011
Rev. 4
Limitations for flights with T/O

gross mass up to 2950 kg
9.1-6
EASA; OCT 27, 2011

FAA; NOV 08, 2011
Rev. 3
Performance data for flights

with T/O gross mass up to
2950 kg
9.1-7
EASA; OCT 27, 2011

FAA; NOV 08, 2011
Rev. 1
OEI Training for flights with

T/O gross mass up to 2950 kg
9.1-8
EASA; FEB 14, 2012
Rev. 2
EFFECTIVITY
All
MANUFACTURERS
DATA
LOG
OF SUPPLEMENTS
Rev. 12.1
9.1 - i/(9.1-ii blank)

OEI Training
FMS
9.14
SUPPLEMENT FOR
OEI TRAINING
This supplement shall be attached to the EC 135 Flight Manual (Section 9.1) when OEI
Training is intended.
NOTE
Due to the nature of its content, this supplement is divided into four separate,
related subsections that first present General Data applicable to all training
flights and then specific data applicable to takeoff and landing operations (normal and Category A)
Date: 16.10.2006
Approved by EASA
EASA approval no.: R.C.01972

EASA APPROVED
Rev.
date 0see entry above
9.1-4 1

OEI Training
LIST OF EFFECTIVE PAGES

NOTE
N, R, or D indicate pages which are New, Revised or Deleted respectively. Remove and dispose of superseded pages, insert the latest revision pages and complete the Record of Supplement-Revisions as necessary.
LEP EASA approved (part 1):
Page
Rev.No.
Rem
Page
Rev.No.
Rem
Page
Rev.No.
9.1-4 -1
9.1-4 -4
9.1-4 -7
9.1-4 -2
9.1-4 -5
9.1-4 -8
9.1-4 -3
9.1-4 -6
Rem
LEP manufacturers data (part 2):

Page
Rev.No.
Rem
Page
Rev.No.
Rem
Page
Rev.No.
9.1-4 -9
9.1-4 -16
9.1-4 -23
9.1-4 -10
9.1-4 -17
9.1-4 -24
9.1-4 -11
9.1-4 -18
9.1-4 -12
9.1-4 -19
9.1-4 -25 /
((-26
26 blank)
9.1-4 -13
9.1-4 -20
9.1-4 -14
9.1-4 -21
9.1-4 -15
9.1-4 -22
Rem
LOG OF REVISION
FIRST ISSUE
ORIGINAL
OCT 16, 2006
REVISION
1
FEB 18, 2008
REVISION
2
DEZ 05, 2008
REVISION
3
MAY 26, 2011
REVISION
3.1
JUL 24, 2013
REVISION
4
MAY 06, 2015
REVISION
(see entry below)
REVISION 5
Date: JAN 25, 2016
Approved by EASA
EASA approval no.: 10056222, REV.1
9.1-4 2
EASA APPROVED
Rev. 5

GENERAL DATA
A. GENERAL DATA
A.1.
GENERAL
The information contained herein supplements the information of the basic Flight Manual;
for limitations, procedures, and performance data not contained in this supplement, refer
to the basic Flight Manual.
The training and demonstration of OEI emergency situations are simulated with the real
OEI limitations, the power being shared equally between the two engines (twin engine
training).
If the condition for training mode operation are not or not longer fulfilled, the OEI training
mode will be either not activated or automatically deactivated.
NOTE
A.2.
For OEI simulation a minimum flight crew of one pilot and one copilot is recommended.
LIMITATIONS
D During OEI Training, Air Condition and Bleed Air Heating must be switched off.
D Use of OEI training mode is only allowed when no cautions are displayed.
D Use of OEI training mode is only allowed with CPDS fully operational and
switched on.
NOTE
A failure of an SMD of the CPDS can lead to erratic indications of the FLI and
digital torque during training mode operation. The training mode operation must
be switched off when a CPDS malfunction is detected.
EASA APPROVED
Rev. 5
9.1-4 3

GENERAL DATA
A.3.

NOTE
A.3.1.
If a significant RPM decrease (below 92% NR) occurs during training, the OEItraining mode is automatically deactivated and RPM accelerates back to nominal value.
Automatic deactivation of training mode

TRAINING and TRAIN IDLE caution and the T on the FLI disappear.
EFFECTIVITY
Procedure
1. ENG MAIN selector sw
(for the engine in TRAIN IDLE)
FLIGHT
2. TRAINING selector sw
OFF
EFFECTIVITY
1. TRAIN sw
EFFECTIVITY
A.3.2.
OFF
All
False operation of TOPPING switch

The TOPPING switch will work properly if it is pushed for 0.25 sec. 3 sec.. The wrong
operation of this switch leads to REDUND caution indications on both sides which can
not be reset in flight. Training mode is not possible. To reset the caution, it is necessary
to shut down both engines and to switch off both FADECs.
9.1-4 4
EASA APPROVED
Rev. 5

GENERAL DATA
A.4.
NORMAL PROCEDURES (EXAMPLE SHOWN FOR ENG 1 IN TRAINING MODE)
EFFECTIVITY
A.4.1.
Preflight check ( Relay check )

Condition: Both ENG MAIN switches in FLIGHT position.
TRAINING selector sw
CAD
ENG MAIN sw of one engine (ENG 1)
ARM
TRAIN ARM advisory comes on
IDLE
CAD
TRAINING (ENG 2) and

TRAIN IDLE (ENG 1)
caution indication come on
FLI
comes on in conjunction with TRAINING (ENG 2)

and TRAIN IDLE (ENG 1)
caution indication
T
NRO increases by approx. 3%

OFF, training mode must remain

active
ENG MAIN sw of chosen engine (ENG 1)
FLIGHT, NRO decreases

approx. 3%
by
Repeat the check for the ENG 2.
A.4.2.
OEI training mode activation

CAD
ARM
IDLE
CAD

TRAIN IDLE (ENG 1)
FLI
NOTE

caution indication
T
If TRAINING selector sw is in ARM position do not set both ENG MAIN sws into
IDLE position simultaneously.
EASA APPROVED
Rev. 5
9.1-4 5

GENERAL DATA
A.4.3.
Reset to normal AEO mode

ENG MAIN sw of training idle engine
CAD
TRAINING and TRAIN IDLE

caution indication goes off
FLI
CAD
9.1-4 6
FLIGHT
and
TRAINING
T
and TRAIN IDLE
OFF
TRAIN ARM advisory goes off
EASA APPROVED
Rev. 5

GENERAL DATA
EFFECTIVITY
A.4.4.

TRAIN sw
CAD
TRAIN sw
ARM
SEL (spring loaded)
CAD

TRAIN IDLE (ENG 2)
FLI
comes on in conT
junction with TRAINING (ENG 1)
caution indication

TRAIN sw
CAD
OFF
FLI
and
TRAINING
and TRAIN IDLE
T
NRO decreases by approx. 3%

A.4.5.

TRAIN sw
CAD
TRAIN sw
ARM
SEL (spring loaded)
CAD

TRAIN IDLE (ENG 2)
FLI
NOTE

caution indication
T
If TRAIN sw is in ARM position do not set any ENG MAIN sws into IDLE
position.
EASA APPROVED
Rev. 5
9.1-4 7

GENERAL DATA
A.4.6.

TRAIN sw
OFF
Both engines in Flight
CAD

FLI
EFFECTIVITY
NOTE
A.4.7.
and
TRAINING
and TRAIN IDLE
T
ALL
After reset, the NRO remains at / returns to nominal value
OEI training with Inlet Barrier Filter System (IBF System) installed, FMS 9.293
OEI training is generally to be performed with both BYPASS sws NORM.
OEI training is possible as long as no amber bargraphs lit on the remote panel.
CAT A training is allowed only with 3 or less green bargraphs illuminated on the remote
panel.
NOTE
A.5.
In case of using the training mode simulating one engine failure the BYPASS
door(s) will not be set to OPEN.
PERFORMANCE DATA
Refer to section B, C and D of this supplement.
9.1-4 8
EASA APPROVED
Rev. 5

GENERAL DATA
A.6.
MASS AND BALANCE

No change in the basic Flight Manual data.
A.7.
SYSTEMS DESCRIPTION
The OEI training mode is implemented to perform a realistic OEI training. This training
mode is based on a twin engine training concept featuring a so called TRAINING and a
TRAINING IDLE engine.
The training mode is designed in a way that engine acceleration/deceleration and NRO
governing reflects a real OEI situation. Control mode of both engines in training is
integral.
The combined power of both engines in training mode will simulate the maximum power
of the 30 sec/ 2 min rating as long as the pilot operates within normal limitations. Topping
functions automatically limit the 30 sec. and 2 min. power. The load will be equally
distributed between both engines.
If the engine is operated within the normal NRO range necessary for training, the torque
topping is set at a constant value of approx. 2 x 64% (30 sec.), respectively 2 x 62.5% (2
min.).
If during OEI training mode operation the RPM decreases down to 92% NRO, the training
mode is automatically deactivated.
EFFECTIVITY
Before FADEC upgrade (TU 146) has been implemented
The rotorspeed is increased to its nominal (reference) value in a controlled manner while
the torque of the engines is limited to an acceptable level (approximately 2 x 75%, for not
more than 10 seconds), in order to avoid excessive torque and rotorspeed overshoots.
EFFECTIVITY
After FADEC upgrade (TU 146) has been implemented
EFFECTIVITY
All
While the FLI pointer simulates OEI the real engine parameters are available as digital
values on both sides of the FLI gauge (see Fig. A1).
EFFECTIVITY
Before FADEC upgrade (TU 146) has been implemented and for helicopters up
to S/N 1224 and before SB EC135-31-081
If during OEI training mode operation the ENG MAIN selector switch (of the engine in
TRAIN IDLE) is set back to FLIGHT, an AEO torque topping at a constant value of 2 x
75% is activated for a duration of not more than 10 seconds (with TRAINING selector
switch ON), in order to avoid excessive torque overshoot when training has to be aborted
at low RPM.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 5
9.1-4 9

GENERAL DATA
EFFECTIVITY
After FADEC upgrade (TU 146) has been implemented and for helicopters up to
S/N 1224 and before SB EC135-31-081
at low RPM.
EFFECTIVITY
After FADEC upgrade (TU 146) has been implemented and for helicopters with
S/N 1225 and subsequent or after SB EC13531081
If during OEI training mode operation the TRAIN sw toggling to SEL or switching TRAIN
to OFF and RPM falls below 92% the FADEC aborts the training mode. Both engines will
return to FLIGHT.
EFFECTIVITY
If the training selector switch is set back to OFF position before the engine main selector has been switched back in the FLIGHT position, the OEI training mode is latched by
a relay, in order to avoid an unintended change of the TRAINING IDLE engine into real
idle condition. If the OEI training mode operation is ended in a wrong switching sequence
the relay will hold the training status and both engines will remain in training mode. In this
case, place the respective ENG MAIN switch from IDLE to FLIGHT position to end
training mode.
EFFECTIVITY
The training mode is controlled via a three position TRAIN switch (OFF ARM SEL).
OFF and ARM are fix positions, SEL is a spring loaded toggle position which means that
after each toggle from ARM to SEL, the switch returns to ARM position. Setting the
TRAIN switch to ARM preselects and arms the training mode. The actual training is
activated via the following toggle sequences:
Toggling from ARM to SEL triggers a FADEC driven simulated OEI of engine number
2.
Toggling again from ARM to SEL sets the engine number 2 back to FLIGHT. This
means training mode is off but still armed.
Toggling again from ARM to SEL triggers the simulated OEI of engine 1.
and so on.
Putting the TRAIN swich back to OFF terminates the training procedure.
EFFECTIVITY
All
In case of real engine failure during OEI training mode operation, the remaining engine
automatically turns to a power setting as required.
9.1-4 10
MANUFACTURERS
DATA
EASA APPROVED
Rev. 5

GENERAL DATA
TRAIN
TRAINING
IDLE
EC135_FLH_0320_R
OEI LO
Fig. A1 FLI - indication OEI training mode (ENG 2 in IDLE)
MANUFACTURERS
EASA
APPROVED DATA
Rev. 5
9.1-4 11

GENERAL DATA
Intentionally left blank!
9.1-4 12
MANUFACTURERS
DATA
EASA APPROVED
Rev. 5

OEI TRAINING TAKEOFF AND LANDING
B. OEI TRAINING TAKEOFF AND LANDING
B.1.
GENERAL
This subsection provides information necessary for engine failure simulation during takeoff and landing.
B.2.
LIMITATIONS
B.2.1.
MASS LIMITATION
For determining the training takeoff and landing gross mass in order to simulate OEI
conditions, refer to the diagram of subsection C (Fig. C1).
NOTE
When sandfilter installed refer to Fig. C 2 or, if IBF System installed refer to Fig. C 3.
B.3.

Refer to para A.3. of this supplement.
B.4.
NORMAL PROCEDURES
Refer to para A.4. of this supplement. Takeoff and landing training procedures must be
performed according to the basic Flight Manual, para 4.7 and 4.9.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 5
9.1-4 13

CATEGORY A TRAINING - CLEAR HELIPORT
C. CATEGORY A TRAINING - CLEAR HELIPORT
C.1.
GENERAL
This subsection provides information necessary for Category A training operations at
CLEAR HELIPORTS.
When simulating OEI operation, follow the emergency procedures of Category A operations (supplement 9.11, subsection B) and use the GENERAL CAT A Limitations (supplement 9.11, subsection A) and the gross mass value from the TRAINING WAT curve
of this subsection (Fig. C1 or, if sandfilter is installed, Fig. C2 or, if IBF System is
installed, Fig. C3).
C.2.
LIMITATIONS
C.2.1.
MASS LIMITATIONS
conditions during Category A (clear heliport), refer to the diagram of this subsection
(Fig.C1).
NOTE
C.2.1.1. Mass Limitations with optional equipment installed

If external mounted optional equipment is installed, proceed as follows:
All results obtained from maximum takeoff and landing gross mass chart (Fig. C1 or Fig.
C2 or Fig. C3) are to be corrected using the relevant correction values listed in FMS
9.11 subsection B 2.2.
9.1-4 14
MANUFACTURERS
DATA
EASA APPROVED
Rev. 5

EXAMPLE:
For helicopter with external optional equipment installed (see Fig.C1)
Determine:
Maximum takeoff and landing gross mass
Known:
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 _C
Pressure altitude . . . . . . . . . . . . . . . . 5000 ft
External Optional Equipment . . . . . . External Loudspeaker ( 50 kg)
Solution:
Gross mass = 2660 kg

1. Enter chart at known OAT (29_C)
2. Move vertically upwards to known pressure altitude (5000 ft)
3. Move horizontally left and read max. gross mass (2710 kg)
4. Apply correction values for external optional equipment (50 kg) as follows:
2710 kg 50 kg = 2660 kg
MANUFACTURERS
EASA
APPROVED DATA
Rev. 5
9.1-4 15

TRAINING TAKEOFF AND LANDING GROSS MASS

CATEGORY A (CLEAR HELIPORT)
1 X TM ARRIUS 2B2
OEI TRAINING RATINGS
BLEED AIR HEATING OFF
Fig. C1 Training takeoff and landing gross mass CAT A (clear heliport)
9.1-4 16
MANUFACTURERS
DATA
EASA APPROVED
Rev. 5


SANDFILTER INSTALLED
1 X TM ARRIUS 2B2
Fig. C2 Training takeoff and landing gross mass CAT A (clear heliport) - Sandfilter
MANUFACTURERS
EASA
APPROVED DATA
Rev. 5
9.1-4 17


IBF SYSTEM INSTALLED
1 X TM ARRIUS 2B2
Fig. C3 Training takeoff and landing gross mass CAT A (clear heliport) - IBF System
9.1-4 18
MANUFACTURERS
DATA
EASA APPROVED
Rev. 5

C.3.

C.4.
NORMAL PROCEDURES
C.5.
PERFORMANCE DATA
In supplement 9.11, subsection B, the figures B10 (Rejected Takeoff Distance Required), B11 (continued takeoff distance required) and B14 (landing distance from 50 ft
height to a complete stop on the ground) are not valid for CAT A Clear Heliport Training.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 5
9.1-4 19

9.1-4 20
MANUFACTURERS
DATA
EASA APPROVED
Rev. 5

CATEGORY A TRAINING - VTOL
D. CATEGORY A TRAINING - VTOL
D.1.
GENERAL
SURFACE LEVEL OR ELEVATED HELIPORTS OR SHORT FIELD OR CONFINED HELIPORT.
When simulating OEI operation, follow the emergency procedures of Category A operations (supplement 9.11 subsection C E), and use the GENERAL CAT A Limitations
(supplement 9.11, subsection A) and the gross mass value from the TRAINING WAT
curve of this subsection (Fig. D1 or, if sandfilter is installed, Fig. D2)
D.2.
LIMITATIONS
D.2.1.
MASS LIMITATIONS
conditions during Category A (VTOL), refer to the diagram (Fig. D1) of this subsection.
NOTE
When sandfilter is installed refer to Fig. D2 or, if IBF System installed refer to Fig. D1.
D.2.1.1. Mass Limitations with optional equipment installed

When calculating the maximum takeoff and landing gross mass for VTOL operations, first
calculate the maximum gross mass for Clear Heliport operation in accordance with subsection C of this supplement under consideration of the relevant correction values listed
in FMS 9.11 subsection B 2.2.
In the second step, calculate the maximum takeoff and landing gross mass for VTOL
operations using Fig. D1 or Fig. D2 without considering those correction values. The
maximum gross mass for VTOL operations is then given by the lower resulting value.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 5
9.1-4 21

EXAMPLE:
For helicopter with external optional equipment installed (Fig. C1; D1)
Determine:
Known:
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 _C
Solution:

1. Enter chart (Fig. C1) at known OAT (11_C)
2. Move vertically upwards to to known pressure altitude (2000 ft)
4. Apply correction values for external optional equipment (50 kg) as
follows:
3050 kg 50 kg = 3000 kg
5. Since the max. gross mass limit = 2910 kg is lower than the calculated
max. gross mass (3000 kg), the result for clear heliport section is 2910 kg.
6. Enter chart (Fig. D1) at known OAT (11_C)
9. Since the gross mass limit = 2810 kg is lower than the calculated max.
gross mass from clear heliport subsection (2910 kg), the result is 2810 kg.
9.1-4 22
MANUFACTURERS
DATA
EASA APPROVED
Rev. 5


CATEGORY A (VTOL)
1 X TM ARRIUS 2B2
NOTE
This chart is also valid if IBF System installed.
Fig. D1 Training takeoff and landing gross mass CAT A (VTOL)

MANUFACTURERS
EASA
APPROVED DATA
Rev. 5
9.1-4 23


CATEGORY A (VTOL)
1 X TM ARRIUS 2B2
Fig. D2 Training takeoff and landing gross mass CAT A (VTOL) - Sandfilter
9.1-4 24
MANUFACTURERS
DATA
EASA APPROVED
Rev. 5

D.3.

D.4.
NORMAL PROCEDURES
D.5.
PERFORMANCE DATA
No change to Flight Manual Supplement 9.11 subsections C, D, E.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 5
9.1-4 25/(9.1-4 26 blank)

Limitations for flights with T/O gross mass up to 2950 kg
EFFECTIVITY
FMS
9.16
LIMITATIONS FOR FLIGHTS WITH T/O GROSS MASS UP TO 2950 KG
NOTE
This FMS supersedes the Section 2 Limitations of the Basic

Flight Manual.
When operating with takeoff gross mass up to 2950 kg this supplement shall be attached to
the EC 135 Flight Manual.
Date: OCT 27, 2011
Approved by EASA
EASA approval no.: 10036573

EASA APPROVED
Rev.
0 entry above
date see
9.1-6 1


NOTE
N, R, or D indicate pages which are new, revised or deleted respectively. Remove and dispose
of superseded pages, insert the latest revision pages and complete the record of
supplement-revisions as necessary.

Page
Rev.No Rem
9.1-6-1
9.1-6-2
9.1-6-3
9.1-6-4
9.1-6-5
9.1-6-6
9.1-6-7
9.1-6-8
9.1-6-9
Page
Rev.No Rem
Page
Rev.No Rem
9.1-6-16
9.1-6-31
9.1-6-17
9.1-6-32
9.1-6-18
9.1-6-33
9.1-6-19
9.1-6-34
9.1-6-20
9.1-6-35
9.1-6-21
9.1-6-36
9.1-6-22
9.1-6-37
9.1-6-23
9.1-6-38
9.1-6-24
9.1-6-39
9.1-6-10
9.1-6-25
9.1-6-40
9.1-6-11
9.1-6-26
9.1-6-12
9.1-6-27
9.1-6-41 /
((-42
42 blank)
9.1-6-13
9.1-6-28
9.1-6-14
9.1-6-29
9.1-6-15
9.1-6-30
9.1-6 2
EASA APPROVED
Rev. 4

LOG OF REVISIONS
FIRST ISSUE
ORIGINAL
see page 9.1-6 1
REVISION
1
MAR 23, 2012
REVISION
2
JUL 17, 2012
REVISION
3
MAY 12, 2014
REVISION
(see entry below)
REVISION 4
Date: DEC 18, 2015
Approved by EASA
EASA approval no.: 10055871, REV. 1

EASA APPROVED
Rev. 4
9.1-6 3

SECTION 2
LIMITATIONS
TABLE OF CONTENTS
Page
2.1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 7
2.2
KINDS OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 7
2.3
BASIS OF CERTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 7
2.4
MINIMUM FLIGHT CREW / MAXIMUM NUMBER OF OCCUPANTS . 9.1-6 7
2.5
FLIGHT WITH OPTIONAL EQUIPMENT INSTALLED . . . . . . . . . . . . . . 9.1-6 7
2.6
MASS AND LOAD LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 8
2.6.1
Maximum gross mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 8
2.6.2
Maximum gross mass for optional equipment . . . . . . . . . . . . . . . . . . . . . . 9.1-6 8
2.6.3
Minimum gross mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 8
2.6.4
Loading limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 8
2.6.5
Tie-down ring limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 8
2.7
CENTER OF GRAVITY LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 9
2.7.1
Longitudinal center of gravity limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 9
2.7.2
Lateral center of gravity limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 10
2.8
AIRSPEED LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 10
2.8.1
Forward flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 10
2.9
ALTITUDE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 12
2.10
ENVIRONMENTAL OPERATING CONDITIONS . . . . . . . . . . . . . . . . . . 9.1-6 13
2.10.1
Ambient air temperature limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 13
2.10.2
Demisting system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 13
2.10.3
Icing conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 13
2.10.4
Battery temperature limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 13
2.11
ROTOR RPM LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 14
2.12
ENGINE AND TRANSMISSION POWER LIMITATIONS . . . . . . . . . . . 9.1-6 15
2.13
OTHER ENGINE AND TRANSMISSION LIMITATIONS . . . . . . . . . . . 9.1-6 16
2.13.1
Engine starter/generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 16
2.13.2
Ground power starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 16
9.1-6 4
EASA APPROVED
Rev. 0

Page
2.14
FUEL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 17
2.14.1
Fuel viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 17
2.14.2
Fuel temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 17
2.14.3
Fuel specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 17
2.14.3.1 Primary fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 17

2.14.3.2 Secondary fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 18
2.14.4
Fuel altitude-temperature envelope and restrictions (Primary fuels) . . 9.1-6 20
2.14.5
Fuel additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 21
2.14.6
Fuel quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 23
2.15
OIL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 24
2.15.1
Oil specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 24
2.15.2
Oil quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 24
2.15.3
Engine oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 24
2.15.4
Engine oil temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 24
2.15.5
Main transmission oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 25
2.15.6
Main transmission oil temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 25
2.16
HYDRAULIC SYSTEM LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 25
2.16.1
Hydraulic fluid specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 25
2.16.2
Hydraulic system quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 25
2.17
OPERATIONAL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 26
2.17.1
Rotor starting and stopping in high wind . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 26
2.17.2
Slope operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 26
2.17.3
Hover turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 26
2.17.4
Collective override stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 26
2.17.5
Prohibited flight maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 26
2.17.6
Operation with Gross Mass (GM) above 2835 kg . . . . . . . . . . . . . . . . . 9.1-6 26
2.17.7
Operational information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 26
2.18
INSTRUMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 27
2.18.1
Analog instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 27
2.18.1.1 Airspeed indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 27

2.18.1.2 Triple tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 27
2.18.2
VEMD-displayed instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 28
2.18.2.1 First Limit Indicator (FLI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 28

2.18.2.2 Engine/transmission oil temperature/pressure bar graph indicators . . 9.1-6 30
2.18.2.3 Engine/transmission oil pressure/temperature bar graph markings . . 9.1-6 31
2.19
PLACARDS AND DECALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 32
EASA APPROVED
Rev. 4
9.1-6 5

LIST OF FIGURES
Page
Fig. 2-1
Allowable C.G. Envelope (longitudinal) . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 9
Fig. 2-2
Allowable C.G. Envelope (lateral) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 10
Fig. 2-3
Never-exceed Speed (VNE KIAS) . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 12
Fig. 2-4
Primary Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 17
Fig. 2-5
Altitude-temperature envelope for primary and secondary fuels . . . 9.1-6 20
Fig. 2-6
Minimum engine oil temperature (versus fuel temperature)

required for power application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 21
Fig. 2-7
Anti-icing additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 22
Fig. 2-8
FLI marking symbology on analog display . . . . . . . . . . . . . . . . . . . . . . 9.1-6 28
Fig. 2-9
Digital data display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 29
Fig. 2-10
Typical bar graph display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 30
Fig. 2-11
Engine/Transmission oil pressure/temperature

bar graph markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1-6 31
9.1-6 6
EASA APPROVED
Rev. 0

2.14
FUEL LIMITATIONS
2.14.1
Fuel viscosity
Maximum fuel viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 cSt
2.14.2
Fuel temperature
Minimum fuel temperature for engine starting (primary fuels, TS1, T1, T2) . . . . . . 19_C
Minimum fuel temperature for engine starting
(secondary fuels except TS1, T1, T2) . . . . . . . . . . . . . . . . . . . . . . 35_C
2.14.3
Fuel specifications
NOTE
Specifications apply to the latest index, latest amendment in force.
Fuel conforming to the following specification is authorized for use:

2.14.3.1 Primary fuels
Using these primary fuels (see Fig. 2-4), the engine shall operate satisfactorily
throughout the altitude-temperature envelope (see Fig. 2-5):
TYPE OF
FUEL
SPECIFICATION
Primary Fuels
NATO
symbol
USA
UK
CIS
Kerosene-50
(AVTURFSII)
JP-8
F 34
MILDTL-83133
DEFSTAN
91-87
DCSEA134
Kerosene-50
(AVTUR)
JET A-1
F 35
ASTM D1655
JET A-1
DEFSTAN
91-91
DCSEA134
Kerosene
ASTM D1655
JET A
High flash point

Kerosene JP-5
(AVCAT-FS II)
F 44
MIL-DTL-5624
JP-5
DEFSTAN
91-86
DCSEA144
Fig. 2-4
Primary Fuels
NOTE D It is the operators responsibility to make certain that the fuel used contains an
anti-icing additive when necessary (see Para. 2.14.5). Additional antiicing
additives shall not be added to pre-blended fuels.
D Normally JP5/JP8 fuels are preblended with anti-icing additives.
EASA APPROVED
Rev. 4
9.1-6 17

2.14.3.2 Secondary fuels

JET B, JP 4; T2:
Max. Pressure Altitude (without TU 751) installed) . . . . . 10000 ft
TS1, T1:
Max. Pressure Altitude (without TU 75 installed) . . . . . . . 10000 ft
1) TU
9.1-6 18
75: Fueloil heat exchanger kit from Turbomeca
EASA APPROVED
Rev. 4

INTENTIONALLY LEFT BLANK
EASA APPROVED
Rev. 0
9.1-6 19

2.14.4
Fuel altitude-temperature envelope and restrictions (Primary fuels)
Special inflight restart procedure

for F34, F35, F44 and Jet A
(see Sect. 3).
Engine starting envelope restriction

(see Para. 2.14.2).
20000
17500
PRESSURE ALTITUDE (ft)
15000
Primary fuels only

12500
10000
7500
5000
2500
TU75 installed
0
2500
40
35
30
25
20
15
10
10
15
20
25
30
35
40
45
50
55
EC135_FLH_0483_R
Envelope for primary fuels

Helicopter operating limitation
Envelope for secondary fuels
Envelope for secondary fuels with TU75 installed
Altitudetemperature envelope limitation
Fig. 2-5
NOTE
9.1-6 20
Altitude-temperature envelope for primary and secondary fuels
Observe Para. 2.14.5 for use of additives.
EASA APPROVED
Rev. 4

2.14.5
Fuel additives
Anti-icing fuel additives:
Before SB EC13511010 or SB EC13571027
EFFECTIVITY

When using fuels without anti-ice additive for fuel temperatures between 115C
and 205C, a minimum engine oil temperature has to be reached depending on
fuel temperature according to Fig. 2-6.
Engine oil warm up should be performed with collective fully down and engines
in IDLE or FLIGHT.
NOTE
Minimum fuel temperature (
C)
10
12
15
15
19
20
SHADED AREA MUST BE AVOIDED !

25
30
5
Fig. 2-6
10
20
30
40
50
60
Minimum oil temperture ( C)
70
80
85
Minimum engine oil temperature (versus fuel temperature) required for power application
EASA APPROVED
Rev. 4
9.1-6 21

EFFECTIVITY
After SB EC13511010

NOTE
EFFECTIVITY
reached.
After SB EC13571027

NOTE
EFFECTIVITY
reached. It is permissible to apply low power when the engine oil temperature
reaches 10_C (0_C for 3cSt oil) to reduce the ground run time.
All
Respect para. 2.15.4 for engine oil warm up.

When operating with a fuel temperature out of the approved fuel limitations one of the
following antiicing additives is required:
When using fuels with anti-icing additives (pre-blended or added) it has to be assured
that the following requirements are fulfilled:
Concentration by volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max 0.15%, min 0.10%
NOTE
Observe FLM Sec. 8 para. 8.2.

Fuel System Anti-Icing Additives/ Icing Inhibitors (FSII)
Type
NATO
symbol
Joint
Service
Designat
EGME
S748
DiEGME
S1745
USA
UK
FRANCE
CIS
AL31
MIL-I27686 or
MIL-DTL27686
DERD
2451
AIR
3652
AL41
MIL-I85470 or
MIL-DTL85470
DEF STAN
68-252
AIR
3652
Fig. 2-7
9.1-6 22
Specifications
Anti-icing additives
EASA APPROVED
Rev. 0

2.14.6
Fuel quantities
Fuel mass values are based on a fuel density of 0.8 kg/liter (8.018 lb/gal (imp.);
6.676 lb/gal (U.S.)).
EFFECTIVITY
TANK
TOTAL FUEL
USABLE FUEL
liters
kilograms
liters
kilograms
Main
565.0
452.0
560.75
448.60
Supply
115.0
92.0
109.80
87.80
Totals
680.0
544.0
670.55
536.40
EFFECTIVITY
liters
4.25
2 x 2.6
9.45
kilograms
3.4
2 x 2.1
7.6
TANK
TOTAL FUEL
USABLE FUEL
liters
kilograms
liters
kilograms
Main
593.1
474.50
588.85
471.10
Supply
116.9
93.50
111.70
89.30
Totals
710.0
568.00
700.55
560.40
EFFECTIVITY
UNUSABLE FUEL
UNUSABLE FUEL
liters
4.25
2 x 2.6
9.45
kilograms
3.4
2 x 2.1
7.6
All
CAUTION PRIMARY SOURCE FOR FUEL QUANTITY INFORMATION IS THE DISPLAYED DIGITAL VALUE. THE PICTORIAL INDICATION HAS TO BE
CONFIRMED BY THE DIGITAL VALUE.
EASA APPROVED
Rev. 4
9.1-6 23

2.15
OIL LIMITATIONS
2.15.1
Oil specifications
Oil Type / Specifications
Engine
Refer to TM ARRIUS 2B2 Maintenance

Manua l
For 5 cST visco. oil the Temp. Range is -30 5C up to 50C;
For 3 cST visco. oil the Temp. Range is -35 5C up to 30C.
ZFN L 3001: ZF Oil specification for

aviation gearboxes
Main Transmission
NATO O156; MIL-PRF-23699
Fenestron
Gearbox
for: 35_CvOATv50_C
for: 30_CvOATv50_C
NOTE
2.15.2
or ZFN L 3001: ZF Oil specification for aviation gearboxes

MIL-PRF-6086C; Air - 3525 B;
NATO O155;
Do not mix different oil specifications when refill.
Oil quantities
Liters*
Engines (each tank)
Main Transmission
Fenestron Gearbox
*Oil mass values are assumed as 1.0 kg/ltr.
2.15.3
4.85
10.0 12.0
0.5
Engine oil pressure

Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 bar
Continuous operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3-5 bar
Caution range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10 bar
Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar
For engine starting (max. 2min.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 15 bar
2.15.4
Engine oil temperature

Caution range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45C to 10 C
Continuous operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10C to 110 C
Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 C
Minimum for starting (observe 2.15.1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35C
Minimum for power application with 5 cSt and 3.9 cSt oil . . . . . . . . . . . . . . . . . . . . . . . 10C
Minimum for power application with 3 cSt oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0C
NOTE
9.1-6 24
For oil warm up, the engines have to run in FLIGHT mode at low pitch, and the
gas generator speed (N1) must remain below 90%.
EASA APPROVED
Rev. 1

Placard:
BEI GESCHLOSSENER TR
MUSS DER GRIFF VOLLSTNDIG
VERRIEGELT SEIN
(PARALLEL ZUM FENSTERRAHMEN)
WHEN THE DOOR IS CLOSED,
THE HANDLE MUST BE IN
FULLY CLOSED POSITION
(PARALLEL TO WINDOW FRAME)
Location: Sliding doors, inside, and cockpit door copilot, inside
Placard:
MAX 3 Kg
Location: Beside luggage net on LH and /or RH clamshell door
EFFECTIVITY
After SB EC13525018
Placard:
NOT FOR HELICOPTER EMERGENCY EXIT

Location: Depending on the installation position of the emergency hammer
EFFECTIVITY
All
EASA APPROVED
Rev. 4
9.1-6 41/(9.1-6 42 blank)

OEI Training for flights with T/O gross mass up to 2950 kg
EFFECTIVITY
FMS
9.18
SUPPLEMENT FOR
OEI TRAINING FOR FLIGHTS WITH T/O GROSS MASS UP TO 2950 KG
NOTE
This FMS supersedes the FMS 9.14 OEI Training.
This supplement shall be attached to the EC 135 Flight Manual (Section 9.1) when OEI
Training for flights with takeoff gross mass up to 2950 kg is intended.
NOTE
Due to the nature of its content, this supplement is divided into four separate,
related subsections that first present General Data applicable to all training
flights and then specific data applicable to takeoff and landing operations (normal and Category A)
Date: FEB 14, 2012
Approved by EASA

EASA APPROVED
Rev.
0 entry above
date see
9.1-8 1

OEI Training for flights with T/O gross mass up to 2950 kg

NOTE
Page
Rev.No.
Rem
Page
Rev.No.
Rem
Page
Rev.No.
9.1-8 -1
9.1-8 -4
9.1-8 -7
9.1-8 -2
9.1-8 -5
9.1-8 -8
9.1-8 -3
9.1-8 -6
Rem

Page
Rev.No.
Rem
Page
Rev.No.
Rem
Page
Rev.No.
9.1-8 -9
9.1-8 -17
9.1-8 -25
9.1-8 -10
9.1-8 -18
9.1-8 -26
9.1-8 -11
9.1-8 -19
9.1-8 -27
9.1-8 -12
9.1-8 -20
9.1-8 -28
9.1-8 -13
9.1-8 -21
9.1-8 -29
9.1-8 -14
9.1-8 -22
9.1-8 -30
9.1-8 -15
9.1-8 -23
9.1-8 -16
9.1-8 -24
Rem
LOG OF REVISION
FIRST ISSUE
ORIGINAL
see page 9.1-8 1
REVISION
1
MAY 06, 2015
REVISION
(see entry below)
REVISION 2
Date: JAN 25, 2016
Approved by EASA
9.1-8 2
EASA APPROVED
Rev. 2

GENERAL DATA
A. GENERAL DATA
A.1.
GENERAL
The training and demonstration of OEI emergency situations are simulated with the real
OEI limitations, the power being shared equally between the two engines (twin engine
training).
If the condition for training mode operation are not or not longer fulfilled, the OEI training
mode will be either not activated or automatically deactivated.
NOTE
A.2.
For OEI simulation a minimum flight crew of one pilot and one copilot is recommended.
LIMITATIONS
D For gross mass above 2910 kg and up to 2950 kg, the maximum takeoff and
landing altitude for training is 6000 ft DA / 5000 ft PA, whichever is less.
D During OEI Training, Air Condition and Bleed Air Heating must be switched off.
D Use of OEI training mode is only allowed when no cautions are displayed.
D Use of OEI training mode is only allowed with CPDS fully operational and
switched on.
NOTE
A failure of an SMD of the CPDS can lead to erratic indications of the FLI and
digital torque during training mode operation. The training mode operation must
be switched off when a CPDS malfunction is detected.
EASA APPROVED
Rev. 2
9.1-8 3

GENERAL DATA
A.3.

NOTE
A.3.1.
If a significant RPM decrease (below 92% NR) occurs during training, the OEItraining mode is automatically deactivated and RPM accelerates back to nominal value.
Automatic deactivation of training mode

TRAINING and TRAIN IDLE caution and the T on the FLI dissappear.
EFFECTIVITY
Procedure
1. ENG MAIN selector sw
(for the engine in TRAIN IDLE)
FLIGHT
2. TRAINING selector sw
OFF
EFFECTIVITY
1. TRAIN sw
EFFECTIVITY
A.3.2.
OFF
All
False operation of TOPPING switch

The TOPPING switch will work properly if it is pushed for 0.25 sec. 3 sec.. The wrong
operation of this switch leads to REDUND caution indications on both sides which can
not be reset in flight. Training mode is not possible. To reset the caution, it is necessary
to shut down both engines and to switch off both FADECs.
9.1-8 4
EASA APPROVED
Rev. 2

GENERAL DATA
A.4.
NORMAL PROCEDURES (EXAMPLE SHOWN FOR ENG 1 IN TRAINING MODE)
EFFECTIVITY
A.4.1.

CAD
ARM
IDLE
CAD

TRAIN IDLE (ENG 1)
FLI

caution indication
T

OFF, training mode must remain

active
ENG MAIN sw of chosen engine (ENG 1)
FLIGHT, NRO decreases

approx. 3%
by
Repeat the check for the ENG 2.
A.4.2.

CAD
ARM
IDLE
CAD

TRAIN IDLE (ENG 1)
FLI
NOTE

caution indication
T
If TRAINING selector sw is in ARM position do not set both ENG MAIN sws into
IDLE position simultaneously.
EASA APPROVED
Rev. 2
9.1-8 5

GENERAL DATA
A.4.3.

ENG MAIN sw of training idle engine
CAD

FLI
CAD
9.1-8 6
FLIGHT
and
TRAINING
T
and TRAIN IDLE
OFF
EASA APPROVED
Rev. 2

GENERAL DATA
EFFECTIVITY
A.4.4.

TRAIN sw
CAD
TRAIN sw
ARM
SEL (spring loaded)
CAD

TRAIN IDLE (ENG 2)
FLI
comes on in conT
junction with TRAINING (ENG 1)
caution indication

TRAIN sw
CAD
OFF
FLI
and
TRAINING
and TRAIN IDLE
T
NRO decreases by approx. 3%

A.4.5.

TRAIN sw
CAD
TRAIN sw
ARM
SEL (spring loaded)
CAD

TRAIN IDLE (ENG 2)
FLI
NOTE

caution indication
T
If TRAIN sw is in ARM position do not set any ENG MAIN sws into IDLE
position.
EASA APPROVED
Rev. 2
9.1-8 7

GENERAL DATA
A.4.6.

TRAIN sw
OFF
Both engines in Flight
CAD

FLI
EFFECTIVITY
NOTE
A.4.7.
and
TRAINING
and TRAIN IDLE
T
ALL
After reset, the NRO remains at / returns to nominal value
OEI training with Inlet Barrier Filter System (IBF System) installed, FMS 9.293
OEI training is generally to be performed with both BYPASS sws NORM.
OEI training is possible as long as no amber bargraphs lit on the remote panel.
CAT A training is allowed only with 3 or less green bargraphs illuminated on the remote
panel.
NOTE
A.5.
In case of using the training mode simulating one engine failure the BYPASS
door(s) will not be set to OPEN.
PERFORMANCE DATA
Refer to section B, C, D and E of this supplement.
9.1-8 8
EASA APPROVED
Rev. 2

GENERAL DATA
A.6.
MASS AND BALANCE

A.7.
SYSTEMS DESCRIPTION
The OEI training mode is implemented to perform a realistic OEI training. This training
mode is based on a twin engine training concept featuring a so called TRAINING and a
TRAINING IDLE engine.
The training mode is designed in a way that engine acceleration/deceleration and NRO
governing reflects a real OEI situation. Control mode of both engines in training is integral.
The combined power of both engines in training mode will simulate the maximum power
of the 30 sec/ 2 min rating as long as the pilot operates within normal limitations. Topping
functions automatically limit the 30 sec. and 2 min. power. The load will be equally distributed between both engines.
If the engine is operated within the normal NRO range necessary for training, the torque
topping is set at a constant value of approx. 2 x 64% (30 sec.), respectively 2 x 62.5% (2
min.).
If during OEI training mode operation the RPM decreases down to 92% NRO, the training
mode is automatically deactivated.
EFFECTIVITY
Before FADEC upgrade (TU 146) has been implemented
EFFECTIVITY
After FADEC upgrade (TU 146) has been implemented
EFFECTIVITY
All
While the FLI pointer simulates OEI the real engine parameters are available as digital
values on both sides of the FLI gauge (see Fig. A1).
EFFECTIVITY
Before FADEC upgrade (TU 146) has been implemented and for helicopters up
to S/N 1224 and before SB EC135-31-081
at low RPM.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 9

GENERAL DATA
EFFECTIVITY
After FADEC upgrade (TU 146) has been implemented and for helicopters up to
S/N 1224 and before SB EC135-31-081
at low RPM.
EFFECTIVITY
After FADEC upgrade (TU 146) has been implemented and for helicopters with
S/N 1225 and subsequent or after SB EC13531081
If during OEI training mode operation the TRAIN sw toggling to SEL or switching TRAIN
to OFF and RPM falls below 92% the FADEC aborts the training mode. Both engines will
return to FLIGHT.
EFFECTIVITY
If the training selector switch is set back to OFF position before the engine main selector has been switched back in the FLIGHT position, the OEI training mode is latched by
a relay, in order to avoid an unintended change of the TRAINING IDLE engine into real
idle condition. If the OEI training mode operation is ended in a wrong switching sequence
the relay will hold the training status and both engines will remain in training mode. In this
case, place the respective ENG MAIN switch from IDLE to FLIGHT position to end
training mode.
EFFECTIVITY
The training mode is controlled via a three position TRAIN switch (OFF ARM SEL).
OFF and ARM are fix positions, SEL is a spring loaded toggle position which means that
after each toggle from ARM to SEL, the switch returns to ARM position. Setting the
TRAIN switch to ARM preselects and arms the training mode. The actual training is
activated via the following toggle sequences:
Toggling from ARM to SEL triggers a FADEC driven simulated OEI of engine number
2.
Toggling again from ARM to SEL sets the engine number 2 back to FLIGHT. This
means training mode is off but still armed.
Toggling again from ARM to SEL triggers the simulated OEI of engine 1.
and so on.
Putting the TRAIN swich back to OFF terminates the training procedure.
EFFECTIVITY
All
In case of real engine failure during OEI training mode operation, the remaining engine
automatically turns to a power setting as required.
9.1-8 10
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2

GENERAL DATA
TRAIN
TRAINING
IDLE
EC135_FLH_0320_R
OEI LO
Fig. A1 FLI - indication OEI training mode (ENG 2 in IDLE)
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 11

GENERAL DATA
9.1-8 12
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2

OEI TRAINING TAKEOFF AND LANDING
B. OEI TRAINING TAKEOFF AND LANDING
B.1.
GENERAL
This subsection provides information necessary for engine failure simulation during takeoff and landing.
B.2.
LIMITATIONS
B.2.1.
MASS LIMITATION
conditions, refer to the diagrams of subsection C (Fig. C1).
NOTE
B.3.

B.4.
NORMAL PROCEDURES
Refer to para A.4. of this supplement. Takeoff and landing training procedures must be
performed according to the basic Flight Manual, para 4.7 and 4.9.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 13

C. CATEGORY A TRAINING - CLEAR HELIPORT
C.1.
GENERAL
CLEAR HELIPORTS.
When simulating OEI operation, follow the emergency procedures of Category A operations (FMS 9.15, subsection B) and use the GENERAL CAT A Limitations (FMS 9.15,
subsection A) and the gross mass value from the TRAINING WAT curve of this subsection (Fig. C1 or, if sandfilter is installed, Fig. C2 or, if IBF System is installed, Fig. C3).
C.2.
LIMITATIONS
C.2.1.
MASS LIMITATIONS
conditions during Category A (clear heliport), refer to the diagram of this subsection
(Fig. C1).
NOTE
C.2.1.1. Mass Limitations with optional equipment installed

If external mounted optional equipment is installed, proceed as follows:
All results obtained from maximum takeoff and landing gross mass chart (Fig. C1 or Fig.
C2 or Fig. C3) are to be corrected using the relevant correction values listed in FMS
9.15 subsection B 2.2.
9.1-8 14
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2

EXAMPLE:
For helicopter with external optional equipment installed (see Fig.C1)
Determine:
Known:
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 _C
Solution:

1. Enter chart at known OAT (29_C)
2710 kg 50 kg = 2660 kg
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 15


1 X TM ARRIUS 2B2
Fig. C1 Training takeoff and landing gross mass CAT A (clear heliport)
9.1-8 16
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2


1 X TM ARRIUS 2B2
Fig. C2 Training takeoff and landing gross mass CAT A (clear heliport) - Sandfilter
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 17


IBF SYSTEM INSTALLED
1 X TM ARRIUS 2B2
Fig. C3 Training takeoff and landing gross mass CAT A (clear heliport) - IBF System
9.1-8 18
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2

C.3.

C.4.
NORMAL PROCEDURES
C.5.
PERFORMANCE DATA
In FMS 9.15, subsection B, the figures B10 (Rejected Takeoff Distance Required), B11
(continued takeoff distance required) and B14 (landing distance from 50 ft height to a
complete stop on the ground) are not valid for CAT A Clear Heliport Training.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 19

9.1-8 20
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2

CATEGORY A TRAINING - VTOL (1)
D. CATEGORY A TRAINING - VTOL (1)

SURFACE LEVEL OR ELEVATED HELIPORTS
D.1.
GENERAL
SURFACE LEVEL OR ELEVATED HELIPORTS.
When simulating OEI operation, follow the emergency procedures of Category A operations (FMS 9.15 subsection C), and use the GENERAL CAT A Limitations (FMS 9.15,
subsection A) and the gross mass value from the TRAINING WAT curve of this subsection (Fig. D1 or, if sandfilter is installed, Fig. D2)
D.2.
LIMITATIONS
D.2.1.
MASS LIMITATIONS
conditions during Category A (VTOL (1) SURFACE LEVEL OR ELEVATED HELIPORTS), refer to the diagram (Fig. D1) of this subsection.
NOTE
When sandfilter is installed refer to Fig. D2 or, if IBF System installed refer to Fig. D1.
D.2.1.1. Mass Limitations with optional equipment installed

operations using Fig. D1 or Fig. D2 without considering those correction values. The
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 21

EXAMPLE:
For helicopter with external optional equipment installed (Fig. C1; D1)
Determine:
Known:
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 _C
Solution:

3050 kg 50 kg = 3000 kg
6. Enter chart (Fig. D1) at known OAT (11_C)
9.1-8 22
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2


CATEGORY A (VTOL)
1 X TM ARRIUS 2B2
NOTE
Fig. D1 Training takeoff and landing gross mass CAT A (VTOL)

MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 23


CATEGORY A (VTOL)
1 X TM ARRIUS 2B2
Fig. D2 Training takeoff and landing gross mass CAT A (VTOL) - Sandfilter
9.1-8 24
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2

D.3.

D.4.
NORMAL PROCEDURES
D.5.
PERFORMANCE DATA
No change to Flight Manual Supplement 9.15 subsection C.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 25

CATEGORY A TRAINING - VTOL (2) or (3)
E. CATEGORY A TRAINING - VTOL (2) OR (3)

SHORT FIELD OR CONFINED HELIPORT
E.1.
GENERAL
SHORT FIELD OR CONFINED HELIPORT.
When simulating OEI operation, follow the emergency procedures of Category A operations (FMS 9.15 subsection D E), and use the GENERAL CAT A Limitations (FMS
9.15, subsection A) and the gross mass value from the TRAINING WAT curve of this
subsection (Fig. E1 or, if sandfilter is installed, Fig. E2).
E.2.
LIMITATIONS
E.2.1.
MASS LIMITATIONS
conditions during Category A (VTOL (2) OR (3) SHORT FIELD OR CONFINED HELIPORT), refer to the diagram (Fig. E1) of this subsection.
NOTE
When sandfilter is installed refer to Fig. E2 or, if IBF System installed refer to Fig. E1.
E.2.1.1. Mass Limitations with optional equipment installed

operations using Fig. E1 or Fig. E2 without considering those correction values. The
9.1-8 26
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2

EXAMPLE:
For helicopter with external optional equipment installed (Fig. C1; E1)
Determine:
Known:
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 _C
Solution:

3010 kg 50 kg = 2960 kg
6. Enter chart (Fig. E1) at known OAT (3_C)
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 27


CATEGORY A (VTOL)
1 X TM ARRIUS 2B2
NOTE
Fig. E1 Training takeoff and landing gross mass CAT A (VTOL)
9.1-8 28
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2


CATEGORY A (VTOL)
1 X TM ARRIUS 2B2
Fig. E2 Training takeoff and landing gross mass CAT A (VTOL) - Sandfilter
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2
9.1-8 29

E.3.

E.4.
NORMAL PROCEDURES
NOTE
E.5.
For gross mass values between WAT gross mass and 35 kg below:
After OEI training mode activation, a high initial rate of descent can be expected, and OEI training mode may be deactivated automatically.
PERFORMANCE DATA
No change to Flight Manual Supplement 9.15 subsections D, E.
9.1-8 30
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2

Optional Equipment
S E C T I O N 9.2
OPTIONAL EQUIPMENT
LOG OF SUPPLEMENTS
NAME OF EQUIPMENT
FMS
NUMBER
FIRST APPROVAL
Valid Revision
AC Power System
9.2-4
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Airborne Collision Avoidance

System (ACAS) RYAN 9900
9.2-83
EASA; FEB 21, 2006

FAA; SEP 04, 2008
Third issue
Air Conditioning Unit
9.2-38
EASA; SEP 12, 2006

FAA; OCT 19, 2006
Third issue
Armour Protection Kit Cockpit

and Cabin
9.2-26
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Automatic Flight Control

System
9.2-48
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Auxiliary Fuel Tank (analog)
9.2-24
EASA; FEB 21, 2006
Auxiliary Fuel Tank (CPDS/

CAD)
9.2-79
EASA; FEB 21, 2006

FAA; SEP 04, 2008
Third issue
Cabin/Cargo Compartment
Separation
9.2-32
EASA; FEB 21, 2006

FAA; SEP 04, 2008
Third issue
Cockpit Voice and Flight Data

Recorder
9.2-33
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Digital Moving Map System

DKG 4
9.2-74
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Digital Moving Map System

EURONAV III / IV / IV+ / VII
9.2-80
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Door Jettisoning
9.2-61
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Dual Controls
9.2-2
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
MANUFACTURERS DATA
Rev. 12.1
Rev. 0.1
Rev. 1.1
Rev. 1
Rev. 2.1
Rev. 3
Rev. 3
Rev. 3
Rev. 0.1
Rev. 0
Rev. 0
Rev. 2
Rev. 0
Rev. 0.2
9.2 i

Optional Equipment
NAME OF EQUIPMENT
FMS
NUMBER
FIRST APPROVAL
Valid Revision
Third issue
Dual Control Covers
9.2-3
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Dual External Cargo Hook

and / or External Mirror
9.2-47
EASA; SEP 12, 2006

FAA; DEC 07, 2007
Dual External Cargo Hook

9.2-118
EASA; SEP 01, 2015
Dual Pilot IFR Operation Kit
9.2-44
EASA; FEB 21, 2006

FAA; DEC 18, 2006
Third issue
Dual Fire Extinguisher System
9.2-46
EASA; FEB 21, 2006

FAA; DEC 18, 2006
Third issue
EADI/EHSI single side cockpit

VFR
9.2-115
EASA, OCT 21, 2014
Rev. 0
Electro-Optical System (EOS)

Star Safire 380-HD
9.2-106
EASA; DEC 18, 2012
Emergency Floatation System

/ External Life Raft System
9.2-67
EASA; SEP 12, 2006

FAA; OCT 19, 2006
Third issue
Enhanced Ground Proximity

Warning System
(EGPWS MK XXI)
9.2-91
EASA; OCT 20, 2008

FAA; MAY 19, 2010
Third issue
Enhanced Vision System

(EVS 1500)
9.2-96
EASA; AUG 28, 2009
Equipment For Offshore

Operation
9.2-84
EASA; FEB 21, 2006

FAA; DEC 18, 2006
External Cargo Hook

9.2-19
EASA; SEP 12, 2006

FAA; DEC 07, 2007
External Loudspeaker
9.2-18
EASA; SEP 12, 2006

FAA; OCT 19, 2006
Third issue
External Hoist System
9.2-20
EASA; MAR 13, 2007

FAA; JUL 12, 2012
Rev. 3.1
External Hoist System

(230kg/500 LBS)
9.2-117
EASA; DEC 11, 2014
Rev. 1.1
(For all cargo hook installations

according CS27 Amdt. 2.)
Rev. 0
Rev. 8
Rev. 0
Rev. 4
Rev. 1
Rev. 1.1
Rev. 6
Rev. 0
Rev. 1
Third issue
Rev. 1.1
Rev. 6
Rev. 1
(For all hoist installations

according CS27 Amdt. 2.)
9.2 ii
MANUFACTURERS DATA
Rev. 12.1

Optional Equipment
NAME OF EQUIPMENT
FMS
NUMBER
FIRST APPROVAL
Valid Revision
Fire Extinguisher System
9.2-9
EASA; FEB 21, 2006

FAA; DEC 18, 2006
Third issue
Fixed Landing Light

(Cross Tube)
9.2-11
EASA; FEB 21, 2006

FAA; DEC 18, 2006
Third issue
FLIR ULTRAFORCE II/

LEOII05
9.2-72
EASA; SEP 12, 2006

FAA; OCT 19, 2006
Third issue
Flight Control Display System

Software Versions: V 640
9.2-49
EASA; FEB 21, 2006

FAA; DEC 18, 2006
Third issue
Flight Control Display System

(3screen version)
Software Versions: V 650
9.2-60
EASA; FEB 21, 2006

FAA; DEC 18, 2006
Third issue
FLOICE 105
9.2-98
EASA; JUN 27, 2011
Forward Looking Infrared

(FLIR)
WESCAM System
9.2-10
EASA; SEP 12, 2006

FAA; OCT 19, 2006
Third issue

System (LEO II)
9.2-45
EASA; SEP 12, 2006

FAA; OCT 19, 2006
Third issue

System (MX 15i)
9.2-89
EASA; OCT 16, 2008
Third issue

System (StarSafire HD)
9.2-92
EASA; JUL 02, 2009
Third issue

System (LEOIIIHD)
9.2-101
EASA; MAY 16, 2011
Fuel Management System
9.2-63
EASA; FEB 21, 2006

FAA; DEC 18, 2006
Fuzz Burner
9.2-7
EASA; FEB 21, 2006

FAA; DEC 18, 2006
GPS AERONAV III (coupled

to AFCS)
9.2-70
EASA; FEB 21, 2006

FAA; OCT 28, 2008
Third issue
GPS FREEFLIGHT 2101 I/O

coupled to AFCS (IFR
Enroute)
9.2-78
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
GARMIN GNS 430 / 430A /

430W / 530WT (conv. instr.)
DPIFR
9.2-73
EASA; FEB 21, 2006

FAA; OCT 28, 2008
Third issue
MANUFACTURERS DATA
Rev. 12.1
Rev. 3
Rev. 2
Rev. 1
Rev. 2
Rev. 3
Rev. 0
Rev. 1
Rev. 1
Rev. 3
Rev. 1.1
Rev. 2
Third issue
Rev. 1
Rev. 1
Rev. 1
Rev. 1
Rev. 3.1
9.2 iii

Optional Equipment
NAME OF EQUIPMENT
FMS
NUMBER
FIRST APPROVAL
Valid Revision

430W / 530 WT (coupled to
FCDS) DPIFR / SPIFR
9.2-81
EASA; FEB 21, 2006

FAA; OCT 28, 2008
Third issue

430W / 530WT VFR
9.2-77
EASA; FEB 21, 2006

FAA; OCT 28, 2008
Third issue
GARMIN GTN 650/750

SPIFR/DPIFR
9.2-111
EASA; FEB 21, 2006

FAA; DEC 02, 2013
GARMIN GTN 650/750

SPIFR/DPIFR SBAS
9.2-112
EASA; NOV 18, 2014
GARMIN GTN 750 VFR
9.2-116
EASA, OCT 17, 2014
Rev. 4.1
Rev. 3
Rev. 0.2
Rev. 1
Rev. 0
HF 9000 Communication
System
9.2-90
EASA; SEP 03, 2008
High Intensity Search Light

(HISL)
9.2-104
EASA, SEP 01, 2014

FAA; JUN 04, 2015
Rev. 1.1
High Landing Gear
9.2-22
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Rev. 2
HTAWS GARMIN GNS

530WT or GTN 750
9.2-102
EASA; MAR 16, 2011

FAA; AUG 29, 2011
Rev. 0.1
Icing Detection System
9.2-75
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Inlet Barrier Filter System

(IBF System)
9.2-93
EASA; MAY 16, 2011

FAA; FEB 08, 2012
9.2-94
EASA; NOV 04, 2009

FAA; NOV 04, 2009
Third issue
Laser Obstacle Warning

System (HELLAS)
9.2-68
EASA; SEP 12, 2006

FAA; OCT 19, 2006
Third issue
Litter System (EMS)
9.2-35
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Mast Moment Indicating

System
9.2-69
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Main Rotor Blade Folding Kit
9.2-29
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Mechanical Air Conditioning

Unit
9.2-99
EASA; APR 22, 2010

FAA; MAY 04, 2010
9.2 iv
Third issue
Rev. 1
Third issue
Rev. 1.1
Rev. 2
Rev. 5
Rev. 1
Rev. 0
Rev. 1
Rev. 0
Rev. 1.1
MANUFACTURERS DATA
Rev. 12.1

Optional Equipment
NAME OF EQUIPMENT
FMS
NUMBER
FIRST APPROVAL
Valid Revision
Rev. 2.1
Medium Aircraft Recording

and Monitoring System
9.2-58
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Moving Map System ARGUS

7000
9.2-76
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Navigation Management
System CMA3000
9.2-50
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Navigation Management
System CMA9000
9.2-87
EASA; FEB 26, 2008

FAA; MAY 19, 2010
Third issue
Night Vision Imaging Systems

(NVIS) / NVG
9.2-86
EASA; MAY 28, 2009

FAA; FEB 29, 2012
Third issue
P&R SAS
9.2-5
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Push Out Window
9.2-85
EASA; FEB 21, 2006

FAA; DEC 18, 2006
Third issue
Reinforced Rear Crosstube
9.2-25
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Retractable Downlink Antenna
9.2-113
EASA, SEP 01, 2014

FAA; JUN 04, 2015
Rev. 0
Rev. 1
Rev. 5
Rev. 6.1
Rev. 4
Rev. 0
Rev. 2
Rev. 1
Rotor Brake System
9.2-27
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Sand Filter System
9.2-39
EASA; DEC 07, 2006

FAA; MAR 05, 2009
Search and Landing Light
9.2-8
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Searchlight SX16 (IR) (nosemounted)
9.2-13
EASA; SEP 12, 2006

FAA; OCT 19, 2006
Third issue
Searchlight SX16 (IR) with

Laserpointer (LH mounted)
9.2-52
EASA; SEP 12, 2006
Third issue
Searchlight SX16 (IR) with

Laserpointer (centerline rear
mounted)
9.2-103
EASA; MAR 16, 2011

FAA; NOV 10, 2011
Rev. 1
Seat Arrangement / Stowage

Unit
9.2-31
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
SelfSealing Fuel Tanks
9.2-66
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
MANUFACTURERS DATA
Rev. 12.1
Third issue
Rev. 0
Rev. 3
Rev. 1.1
Rev. 2
Rev. 2
Rev. 1.1
Rev. 0
9.2 v

Optional Equipment
NAME OF EQUIPMENT
FMS
NUMBER
FIRST APPROVAL
Valid Revision
Settling Protectors
9.2-6
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Single Flight Control Display

System
Software Version: V 640
9.2-53
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Single Pilot / Dual Pilot IFR

Operation Kit
9.2-56
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Snow Skids
9.2-41
EASA; SEP 12, 2006

FAA; OCT 19, 2006
Third issue
Special Cockpit Lighting
9.2-54
EASA; FEB 21, 2006

FAA; OCT 04, 2007
Third issue
Standby Artifical Horizon
9.2-51
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Standard Cockpit Illumination
9.2-59
EASA; FEB 21, 2006

FAA; OCT 04, 2007
Third issue
Strobe Lights
9.2-16
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
TACAN System
9.2-95
EASA; JUL 06, 2009
Third issue
Vision 1000 Cockpit Camera
9.2-108
EASA; OCT 01, 2012
VIP Interior Equipment
9.2-37
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Weather Radar System RDR

2000 / 2100
9.2-40
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Weather Radar System RDR

1600
9.2-82
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Windshield Wiper/Washing
System
9.2-55
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue
Wire Strike Protection System

(WSPS)
9.2-17
EASA; FEB 21, 2006

FAA; OCT 19, 2006
Third issue

Lights
9.2-97
EASA; AUG 17, 2009
9.2 vi
Rev. 0.1
Rev. 2
Rev. 7
Rev. 3
Rev. 1.1
Rev. 2.1
Rev. 1.2
Rev. 0
Rev. 0.1
Rev. 0.1
Rev. 1
Rev. 1
Rev. 0.1
Rev. 0.1
Rev. 3
Rev. 1
MANUFACTURERS DATA
Rev. 12.1

External Hoist System LH/RH side
FMS
9.2-20
SUPPLEMENT FOR
EXTERNAL HOIST SYSTEM LH/RH SIDE
This supplement shall be attached to the EC 135 Flight Manual (Section 9.2) when the
External Hoist System has been installed.
Effectivity
System/Equipment Designation
External Hoist System (cable length 50m or
90m)
All
External Hoist detachable part (required for

cable length 90m)
All
Date: 13.03.2007
Approved by EASA

EASA APPROVED
Rev. 0
9.2-20 1


NOTE
Page
Rev.No.
Rem
Page
Rev.No.
Rem
Page
Rev.No.
9.2-20 -1
9.2-20 -9
9.2-20 -17
9.2-20 -2
3.1
9.2-20 -10
9.2-20 -18
9.2-20 -3
3.1
9.2-20 -11
9.2-20 -19
9.2-20 -4
9.2-20 -12
9.2-20 -5
9.2-20 -13
9.2-20 -6
9.2-20 -14
9.2-20 -7
9.2-20 -15
9.2-20 -8
9.2-20 -16
Rem

Page
Rev.No.
9.2-20 -20
3.1
9.2-20 -21
3.1
9.2-20 -22
3.1
9.2-20 -23
9.2-20 2
Rem
Page
9.2-20 -24
Rev.No.
Rem
Page
Rev.No.
Rem
EASA APPROVED
Rev. 3.1

LOG OF REVISION
FIRST ISSUE
REVISION
ORIGINAL
3.1
(see entry below)
MAR 13, 2007
REVISION
FEB 18, 2008

REVISION
1.1
JAN 15, 2009
REVISION
2
JUN 11, 2010
(EASA Approval No.: 10030335)
REVISION
3
MAY 09, 2012
REVISION 3.1
Date: DEC 17, 2015

Revision No. 3.1 to FMS reference revision 3 is approved under authority of DOA No.
EASA.21J.034.
EASA APPROVED
Rev. 3.1
9.2-20 3

1.
GENERAL
2.
LIMITATIONS
NOTE
2.1.
Alternate static port shall not be used if the sliding doors are opened.
CONFIGURATION REQUIREMENTS
The installed Boarding step/ Multifunction step must be approved for installation in conjunction with the external hoist system.
If the snow skids or skids for the emergency floats are installed in conjunction with the
external hoist system, the respective cable deflector kit and the approved boarding step
must be installed.
Flight operations with opened doors are permissible only when an approved Sliding Door
Locking Device is installed and sliding door curtains, if installed, have been removed.
2.2.
OPERATING LIMITATIONS
The external external hoist system is approved under VFR for lifting external loads which
are jettisonable and which are lifted free of land or water. The load jettisoning (i.e. cable
cut) system must be operational.
Landings with hoist load attached to the hook are prohibited.

CAT A takeoff and landing with opened doors and/or extended hoist is prohibited.
The external hoist system meets the JAR 27 / FAR Part 27 certification requirements for
Human External Cargo (HEC).
The personnel carrying device system is not part of the certification of the external hoist
system.
The OEI hover performance capability, which is required for operations of Class D HEC,
is not provided.
The external load equipment certification approval does not constitute operational approval; if operational approval for external load operations is required, it must be granted
by the local Aviation Authority.
9.2-20 4
EASA APPROVED
Rev. 3

5.
PERFORMANCE DATA
5.1.
AEO AND OEI MAXIMUM RATE OF CLIMB

For flight with retracted boom and hook fully raised, all results obtained from the
respective diagram, contained in section 5 of the basic flight manual and/ or the
supplements are to be corrected as follows:
5.2.
Helicopter gross mass below 2300 kg:
Subtract 40 ft/min
Helicopter gross mass from 2300 kg up to 2720 kg:
Subtract 30 ft/min
Helicopter gross mass above 2720 kg:
Subtract 25 ft/min
HOIST OPERATION
During hoist operations, the influence of the additional aerodynamic drag on flight
performances, produced by extended boom/cable and attached load, is negligible when
operating helicopter within limitations defined in para. 2 of this supplement.
EASA APPROVED
Rev. 1
9.2-20 19

6.
MASS AND BALANCE
6.1.
MASS AND BALANCE CORRECTION

Refer to Equipment List entries in Section 6 of the basic Flight Manual.
6.2.
HOIST LOAD CHART (Fig.3)

NOTE
6.2.1.
The hoist load chart is given as an aid in determining the forward shift of the
longitudinal C.G. caused by picking up an external hoist load.
The chart shows the longitudinal C.G. limits within which the aircraft (without the
external hoist load) must be, before an external hoist load of a given mass is
picked up from the ground.
In-flight C.G. range for a given hoist load to be picked up

To determine if helicopter will remain within longitudinal C.G. limits during hoist operation,
first calculate helicopter in-flight C.G. and gross mass (without consideration of hoist
load).
NOTE
For helicopter with installed reinforced rear crosstube the C.G. envelope shown
in the FMS 9.225 remains valid.
When intersection point of longitudinal in-flight C.G. with helicopter gross mass is located
within inner C.G. envelope corresponding to hoist load, the C.G. of helicopter will remain
within permissible range when load is picked up.
EXAMPLE:
Fig.3
Determine:
In-flight gross mass and C.G.
Known:
Helicopter in-flight gross mass

without expected hoist load
2500 kg
In-flight C.G.
Expected load weight
Solution:
4350 mm
200 kg
Helicopter C.G. remains within permissible range when hoist load is

picked up.
1. Enter chart at known C.G. (4350 mm)
2. Move vertically upwards to gross mass (2500 kg)
3. Read the label of the smallest envelope which encloses the intersection
point = 230 kg
9.2-20 20
EASA APPROVED
MANUFACTURERS
DATA
Rev. 3.1

6.2.2.
Max. allowable hoist load for a given in-flight C.G. and gross mass
Max. allowable hoist load is indicated by the smallest envelope, which encloses the
intersection point of in-flight gross mass and in-flight C.G.
3000
2800
A:
B:
C:
D:
2600
Gross
Mass
[kg]
2910
2910
1500
1840
STA
[mm]
4227
4369
4570
4180
GROSS MASS kg
2400
2200
2000
EC135_FLH_0624_R
1800
1600
1400
4150
4200
4250
4300
4350
4400
4450
4500
4550
4600
XSTA mm
Fig. 3
6.3.
C.G. envelope (longitudinal)
LATERAL C.G.
The lateral C.G. will normally be within its limitations (refer to para. 2.5.2) when standard
loading practises/ configurations are used and
pilots and copilots seats are occupied and hoist operator(s) with a maximum total
weight of 180 kg standing at the hoist position.
only the pilots seat is occupied and
for L/H side hoist installation, hoist operator(s) with a maximum total weight of
200 kg standing at the hoist position.
for R/H side hoist installation, hoist operator(s) with a maximum total weight of
If different configurations or non standard loading practises/ configurations are used
(i.e. aircraft loading configurations where the weight is not evenly spread left/ right), the
lateral C.G. should be determined before starting the hoist operation.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 3.1
9.2-20 21

7.
SYSTEM DESCRIPTION
The external hoist system is attached with quick-release pins to the LH or RH side of the
main gear box deck. It provides lifting capability via a boom mounted, motor driven hoist.
The external hoist system consists of the hoist unit, a cable cutter assembly, an electric
driven swinging boom and a control pendant.
7.1.
HOIST UNIT
The hoist unit comprises all the driving mechanisms and safety devices required for
proper operation, namely:
Drive motor supplied with 28V DC providing continous operation up to 12000 RPM.
Translating cable drum to ensure correct and even winding of the cable on the drum.
Braking system consisting of friction and brake disks and a pressure plate. The oil
pump provides oil flow to cool the slipping clutch plates and the automatic brake.
A traction sheave assembly provides a constant minimum tension on the cable at all
times to prevent miswrap during no-load operation.
Automatic electric stop mechanism, operating when cable is fully reeled in and reeled
out.
Automatic hoist motor speed reduction when the cable is within 3 m (10 ft) before
fully reeled in or 3 m (10 ft) before fully reeled out.
Cycle / hours totalizer which indicates the accumulated cable cycles.
7.2.
CABLE CUTTER
7.2.1.
Pyrotechnic cable cutting device (primary)

An electrically activated pyrotechnic cable cutting device (primary) is installed at the exit
of cable from hoist unit for emergency use to sever the extended portion of the cable.
7.2.2.
Manually operated cable cutter (secondary)

A manually operated pair of cable cutting shears (inserted in a pocket) is located inside
the cabin. It operates as a back-up system in case the pyrotechnic cable cutter fails to
operate for any reason.
9.2-20 22
EASA APPROVED
MANUFACTURERS
DATA
Rev. 3.1

Medium Aircraft Recording and Monitoring System
FMS
9.2-58
SUPPLEMENT FOR
MEDIUM AIRCRAFT RECORDING AND MONITORING SYSTEM
MEDIUM AIRCRAFT RECORDING AND MONITORING SYSTEM has been installed.
Effectivity
Cockpit Voice and Flight Data Recorder

(stand alone configuration)
All
Usage Monitoring System

(stand alone configuration)
All
Usage Monitoring System and Cockpit

Voice and Flight Data Recorder
(combined function)
All
Date: 21.02.2006
Approved by EASA
EASA approval no.: R.C. 01552

EASA APPROVED
Rev. 0.1
9.2-58 1


NOTE
Supplement-Revisions as necessary.
Page
Rev.No.
Rem
Page
Rev.No.
Rem
Page
Rev.No.
9.2-58 -1
0.1
9.2-58 -5
2.1
9.2-58 -9
2.1
9.2-58 -2
2.1
9.2-58 -6
2.1
9.2-58 -10
2.1
9.2-58 -3
2.1
9.2-58 -7
2.1
9.2-58 -4
2.1
9.2-58 -8
2.1
Rem

Page
Rev.No.
Rem
Page
Rev.No.
Rem
Page
Rev.No.
9.2-58 -11
2.1
9.2-58 -14
2.1
9.2-58 -17
2.1
9.2-58 -12
2.1
9.2-58 -15
2.1
9.2-58 -18
2.1
9.2-58 -13
2.1
9.2-58 -16
2.1
Rem
LOG OF REVISION
FIRST ISSUE
ORIGINAL
FEB 21, 2006
REVISION
0.1
NOV 07, 2006
REVISION
0.2
DEC 07, 2007
REVISION
2
JAN 24, 2012
(EASA APPROVAL NO. 10038159)
REVISION
2.1
(see entry below)
REVISION
1
FEB 02, 2008
(EASA APPROVAL NO. R.A.01430)
REVISION 2.1
Date: DEC 02, 2015

EASA.21J.034.
9.2-58 2
EASA APPROVED
Rev. 2.1

1.
GENERAL
The Medium Aircraft Recording and Monitoring System (MARMS) is built-up as a
modular system. Therefore the CVFDR and UMS (ACMS) can be installed and operated
independently from each other. The following installation combinations are possible:
1.1.
Only CVFDR (incl. MFDAU and CP)
Only UMS (incl. MFDAU and CP)
CVFDR and UMS (combination)
ABBREVIATIONS
A
ACMS
- Aircraft Monitoring System
CP
CVFDR
CVR
- Control Panel
- Cockpit Voice and Flight Data Recorder
- Cockpit Voice Recorder
DTU
- Data Transfer Unit
EPC
- Engine Power Check
FDR
- Flight Data Recorder
GSE
- Ground Support Equipment
HUMS
- Health and Usage Monitoring System
MARMS
MFDAU
- Medium Aircraft Recording and Monitoring System

- Miscellaneous Flight Data Acquisition Unit
N1
N2
NR
- Gas Generator Speed

- Engine Free Turbine Speed
- Rotor Speed
PCMCIA
- Personal Computer Memory Card International Association
QAR
- Quick Access Recorder
SSCVFDR
- Solid State Cockpit Voice and Flight Data Recorder
ULB
UMS
- Under Water Locator Beacon

- Usage Monitoring System
EASA APPROVED
Rev. 2.1
9.2-58 3

2.
LIMITATIONS
The CVFDR can be used only when FCDS (FMS 9.2-49 or FMS 9.2-53 or FMS 9.2-60)
and AFCS (FMS 9.2-48) is installed.
3.

NOTE
The color of the amber CVR and FDR lights on the control panel has been
slightly changed towards yellow so as to be compatible with Night Vision
Goggles.
4.
NORMAL PROCEDURES
4.1.
PRE-START CHECK
CVFDR
CVFDR 1/2 or MARMS 1/2 circuit breaker
Check in
SENSOR circuit breaker (optional)
Check in
Area ambiance microphone
Check free of objects
As an option, the following aural test can be performed:

Test plug (beside control panel or bottom of Plug in a 600 headset
slant console on pilots side)
Control panel
Press TEST a tone must come

on
UMS
4.2.
CVFDR 1/2 or MARMS 1/2 circuit breaker
Check in
DTU circuit breaker (optional)
Check in
SYSTEM TESTS
CVFDR
EFFECTIVITY
CVFDR Honeywell, or CVFDR L3COM and UMS
When power is applied to the CVFDR automatically a builtin test will be performed
during which the HUMS and FDR lights illuminate shortly. After the test, these lights
should be extinguished indicating a serviceable CVFDR.
EFFECTIVITY
CVFDR L3COM without UMS
When power is applied to the CVFDR automatically a built-in test will be performed
during which the FDR light illuminates shortly. After the test, this light should be
extinguished indicating a serviceable CVFDR.
EFFECTIVITY
9.2-58 4
All
EASA APPROVED
Rev. 2.1

If a failure has been detected during one of the above tests, the yellow FDR and/or CVR
light(s) come(s) on (see also failure procedure in section 8 of this supplement). The crew
has the possibility to initialize the test again for the CVR part by pressing the TEST
button on the CP.
UMS
When power is applied to the UMS a built-in test will be performed during which the
HUMS light illuminates shortly. After test, this light should be extinguished indicating a
serviceable UMS.
An absence of dialog between MFDAU and CP, which is checked automatically, or an
ACMS software failure, will result in a NO DATA FROM HUMS message and HUMS light
on the CP.
CP
on
The CP-test can be initiated by simultaneously pressing the

keys on the CP for
more than 5 seconds, then following the instructions displayed on the scratchpad zone
until AUTOTEST COMPLETE appears.
4.3.
OPERATION
The MARMS is energized when the aircraft on-board electrical system is switched on.
CVFDR
The CVFDR automatically starts recording the voice and flight data after successful
start-up test. Failure that occurs during operation will be indicated by the illumination of
the yellow FDR and/or CVR light.
EFFECTIVITY
CVFDR Honeywell
The CVFDR stops recording after the system power is cut off (or in case of crash or
immersion).
EFFECTIVITY
CVFDR L3COM
The CVFDR continues recording for 10 minutes after the system power is cut off via BAT
MSTR sw or circuit breakers. In case of crash or immersion, recording stops immediately.
EFFECTIVITY
All
UMS
The UMS starts operation when start conditions are reached (starting of first engine and
reaching a specific N1 threshold). It stops operation when stop conditions are reached
(both engines and rotor stopped).
EASA APPROVED
Rev. 2.1
9.2-58 5

4.4.
POSTFLIGHT PROCEDURE
4.4.1.
Postflight procedure for CVFDR

AUDIO ERASE PROCEDURE
NOTE
The CVFDR audio recording can be erased after flight. This procedure requires
two people. The recorded flight data can not be erased.
CAD
Check ROTOR BRK caution on
BAT MSTR sw
Check ON
CVR ERASE pb
Push
simultaneously
Safety voice erase unit (cargo compartment)
NOTE
When the erase procedure was successful, an aural tone will be generated and
transmitted via the headset that is plugged in the CVR audio test plug.
BAT MSTR sw
4.4.2.
Push (ON) and hold for at least

5 seconds
OFF
Postflight procedure for UMS

The CP provides one menu which contains 2 directories, TRANSFER DATA and FLIGHT
DATA. Both directories are accessible only on ground, with engines and rotors stopped.
In case of any anomaly, or in absence of N1 or NR from the MFDAU, the NO DATA
FROM HUMS page is displayed and HUMS light comes on.
TRANSFER DATA
The ACMS automatically downloads UMS flight report to the DTU at the end of the flight,
as soon as the stop conditions are reached. TRANSFER RUN is displayed on the
scratchpad zone of the CP screen.
As soon as the transfer is completed (duration less than 1 minute), the message
TRANSFER DONE appears. In case of transfer problems, the message TRANSFER
FAIL appears.
An absence of PCMCIA card in the DTU or a DTU failure will result in the display of the
message NO CARD. With a full card, FULL CARD will be displayed and no more data
can be recorded on the card.
To save processed data, a card must be inserted before power cut-off, and the DATA
TRANSFER procedure must be repeated manually through the DATA TRANSFER menu
on the CP.
9.2-58 6
EASA APPROVED
Rev. 2.1

FLIGHT DATA
When the flight data has been transferred automatically, the data should be validated by
the pilot. Therefore the pilot must change to the FLIGHT DATA menu by means of the
on
keys the
BACK key and to enter the menu by means of the ENTER key. With the
pilot goes through the flight data. Each data can be invalidated by the pilot, pressing the
ENTER key (status changes from yes (Y) to no (N)). At the end of the flight the FLIGHT
DATA menu an ACKNOWLEDGE page allows to lock the flight data by pressing the
ENTER key. When the data are locked, it is impossible to go back to the flight menu to
modify them. After acknowledgement done, the DATA TRANSFER procedure has to be
done again manually.
The flight data directory contains at least 10 pages and a maximum dependant on the
number of exceedances.
The following tables show the possible types of displayed data:
EASA APPROVED
Rev. 2.1
9.2-58 7

EFFECTIVITY H/C up to S/N 1054 and before SB EC135-31-061

page 2
page 1
N1 cycles eng 1 . . . . . . . . . N11CYCLE
Flight time . . . . . . . . . . . . . . AIRBORNE
Number of landings . . . . . . LANDING
page 4
page 3
First takeoff OAT . . . . . . . T/O OAT

page 6 NR Exceed
page 5 Cargo hook cycle counting

Cargo pick up . . . . . . . . . . . CRG HK PKUP XX.XX
time of max. value . . . . . . . h,min, s
Cargo release . . . . . . . . . . . CRG HK REL
max. value . . . . . . . . . . . . . max (%)
page 7 MMO Exceed

XX.XX
exceedance duration . . . . . min, s

no exceedance . . . . . . . . . . none
max. value . . . . . . . . . . . . . max (%)

pages TQ Exceed
(one page for each TQ exceedance)
sub type . . . . . . . . . . . . . see left
AEO Max.CP (5) . TQ (1 or 2) MCP
time of max. value . . . . h,min, s
AEO Max. TOP . . TQ (1 or 2) MTOP
max. value . . . . . . . . . . . max (%)
OEI 2.0 min. . . . . . TQ (1 or 2) OEI-LO
exceedance duration . . min, s
OEI 30 sec. . . . . . TQ (1 or 2) OEI-HI
no exceedance . . . . . . . none
pages ENG Exceed

(one page for each ENG exceedance)
TOT (1 or 2) . . . . . START, MCP, MTOP,
OEILO, OEIHI
sub type . . . . . . . . . . . . . see left
nN1 (1 or 2) . . . . . MCP, MTOP,

OEILO, OEIHI
max. value . . . . . . . . . . . max (_C, %)
N1 (1 or 2) . . . . . . MCP, MTOP,
OEILO, OEIHI
N2 (1 or 2) . . . . . . . TRANS

Last page
Enables the crew to confirm the end of validation of the data
recorded during the flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACKNOWLEDGE
Validation in progress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACKNOWLEDGERUN
Validation completed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACKNOWLEDGEDONE
Validation fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACKNOWLEDGEFAIL
9.2-58 8
EASA APPROVED
Rev. 2.1

EFFECTIVITY H/C with S/N 1055 and subsequent or after SB EC135-31-061

page 2
page 1
Flight time . . . . . . . . . . . . . . AIRBORNE
Number of landings . . . . . . LANDING

page 4
page 3
First takeoff OAT . . . . . . . T/O OAT

page 6 NR Exceed
page 5 Cargo hook cycle counting

Cargo pick up . . . . . . . . . . . CRG HK PKUP XX.XX
Cargo release . . . . . . . . . . . CRG HK REL
max. value . . . . . . . . . . . . . max (%)
XX.XX

page 7 MMO Exceed

max. value . . . . . . . . . . . . . max (%)
pages TQ Exceed
(one page for each TQ exceedance)
AEO Max.CP MGB V>Vy TQ (1 or 2) MCP >VY
AEO Max.CP MGB VvVy TQ (1 or 2) MCP <VY
AEO Max. TOP MGB
TQ (1 or 2) MTOP M
AEO Max. TOP ENG
TQ (1 or 2) MTOP E
AEO TRANS MGB
TQ (1 or 2) TRANS M
OEI 2.0 min MGB
TQ (1 or 2) OEILO M
OEI 30 sec MGB
TQ (1 or 2) OEIHI M
OEI Max MGB
TQ (1 or 2) OEIMX M
OEI ENG
TQ (1 or 2) OEI E
OEI MAX ENG
TQ (1 or 2) OEIMX E
sub type . . . . . . . . . . . . . see left

max. value . . . . . . . . . . . max (%)
pages ENG Exceed

(one page for each ENG exceedance)
sub type . . . . . . . . . . . . . see left
TOT (1 or 2)
START, MTOP, OEIMCP,

OEILO, OEIHI
N1 (1 or 2)
OEI LO, OVERHL
N2 (1 or 2)
AEOOEI, OVSPD
max. value . . . . . . . . . . . max (_C, %)
Last page
Enables the crew to confirm the end of validation of the data
recorded during the flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACKNOWLEDGE
Validation in progress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACKNOWLEDGERUN
Validation completed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACKNOWLEDGEDONE
Validation fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACKNOWLEDGEFAIL
EFFECTIVITY All
EASA APPROVED
Rev. 2.1
9.2-58 9

4.4.3.
UMS with optional QAR function

An optional QAR function can be delivered with the UMS.
This function provides a continuous data recording of several flight data on the PCMCIA
card. If the card is missing during a session then the flight data are definitely lost.
5.
PERFORMANCE DATA
9.2-58 10
EASA APPROVED
Rev. 2.1

6.
MASS AND BALANCE

7.
SYSTEM DESCRIPTION
7.1.
GENERAL
The Medium Aircraft Recording and Monitoring System (MARMS) provides the following
main functions:
the acquisition, processing and storage of crew conversations and specific

parameters and data acquired during the flight by means of the Cockpit Voice and
Flight Data Recorder (CVFDR)
the usage monitoring of the airframe, the rotor, the transmission, the engines and the
cargo hook as well as an overall aircraft behaviour monitoring by means of the
Usage Monitoring system (UMS).
(optional) the aquisition and storage of the most important flight parameters by
means of the Quick Access Recorder (QAR).
The CVFDR consists of:

EFFECTIVITY
a combined Solid State Cockpit Voice and Flight Data Recorder (SSCVFDR), located
in the tail boom,
EFFECTIVITY
CVFDR L3COM
a combined Solid State Cockpit Voice and Flight Data Recorder (SSCVFDR), located
on the tail boom inside the LH engine cowling,
EFFECTIVITY
CVFDR Honeywell
All
a Safety Voice Erase Unit, located in the right rear part of the cargo compartment.
The UMS consists of :
on board segment, comprising:
a DTU which records the UMS data on a PCMCIA card, located in the middle
console
on ground segment, comprising:
A UMCard software: The UMCard is delivered as a basic ground analysis tool for
the UMS. It is delivered on CD-ROM and requests a PC equipped with Windows.
a PGS software: (delivered with the optional UMS/QAR function) PGS is

delivered as basic ground tool for the analysis of the flight data continuous
recording. It is delivered on CD-ROM and requests a PC equipped with
Windows.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2.1
9.2-58 11

The CVFDR and UMS are supported and controlled by means of :

EFFECTIVITY
a Miscellaneous Flight Data Acquisition Unit (MFDAU), located on the avionics deck,
EFFECTIVITY
9.2-58 12
CVFDR L3COM and UMS
two Miscellaneous Flight Data Acquisition Units (MFDAU) (one for CVFDR, one for
ACMS), located on the avionics deck,
EFFECTIVITY
CVFDR Honeywell, or CVFDR L3COM without UMS
All
a Control Panel (CP) located in the middle console.
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2.1
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2.1
On Ground
MFDAU
CVFDR
(Honeywell)
OR
GSE
(Optional Equipment for

CVFDR Readout)
DTU
PCMCIA
QAR Function (optional) Card
MARMS global architecture on bord and on ground
CVFDR
(L3COM)
Control Panel
Basis
9.2-58 13

7.2.
COCKPIT VOICE AND FLIGHT DATA RECORDER (CVFDR)

The CVFDR acquires and records:
the audio signals in the cockpit, created by pilot, copilot and passengers via the
INTERCOM system or an additional summing amplifier (optional) or recorded by the
area microphone, located in the lower left part of the instrument panel, and
the most significant flight parameters of the helicopter:
stick position
pedal position
collective position
helicopter attitude (pitch, roll, heading, accelerations...)
engine control panel (start, norm, vent, N1, CAT A)
rotor speed
engine parameters (N1, N2, TOT,...)
gear box torque
warnings (LOW FUEL, FIRE, RPM...)
important system status (hydraulic, sensors, inverter,...)
FCDS information (PFD/ND pages, PFD/ND status, correction,...)
autopilot information (failures, selected modes,...)
navigation (frequency selection, deviation)
The recording time for the FD recorder is 10 hours / 25 hours (depends on recorder
type), and for the CV recorder 60 minutes / 120 minutes (depends on recorder type).
After that time, when the memories have not been cleared, the memories will be
overwritten by the following records.
In case of an aircraft crash, an immersion and impact detector stops recording by cutting
the power supply. An acoustic locator beacon, installed on the front panel of the recorder,
emits a signal which enables to localize the SSCVFDR in case of immersion.
7.2.1.
Safety voice erase unit

The safety voice erase unit enables to reset the cockpit voice recorder (only in
conjunction with the CVR/ERASE push button). For reset procedure see para 4.4.1.
NOTE D The recorded flight data can not be erased!
EFFECTIVITY
CVFDR Honeywell
D The flight and voice data can be downloaded via the readout connector
10UCA.
EFFECTIVITY
CVFDR L3COM
D The flight and voice data can be downloaded via a connector on the CVFDR.
EFFECTIVITY
9.2-58 14
All
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2.1

7.3.
USAGE MONITORING SYSTEM (UMS)

The UMS provides:
The usage monitoring of:
engine and airframe exceedances (N1, N2, TOT, TQ, NR, MMO)
flight time duration
rotor turning time
number of landings
engine cycles
cargo hook in operation (hook cycles)
The helicopter status monitoring:
recording of advisories, warnings, cautions and failures
The Engine Power Check results (if EPC is installed)

The QAR provides:
A continous recording of the most important parameters:
rotor speed
torque
mast moment
engine parameters
Helicopter attitude (speed, pitch, roll, heading)
Atmospheric conditions (temperature, pressure)
Indicated advisories, warnings and cautions
At the end of the flight, the recorded data are stored on the standard PCMCIA memory
card, which is necessary for on ground analysis. Two ground analysis tools are available:
The UMCard, delivered as standard ground analysis tool for UMS, is used to display
the flight report and to store the flight data
The PGS software is used to analyse the parameters recorded by the QAR
7.3.1.
Maintenance data recorder

The maintenance data recorder is connected to the MFDAU and consists of a data
transfer unit (DTU) (1) and a PCMCIA standard memory card (2). It is used for the
storage of maintenance data and the results of inflight analyses and their subsequent
transfer to the on ground analysis tool for use at the end of the flight.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2.1
9.2-58 15

7.4.
CONTROL PANEL
1
5
6
13
No.
12
11
10
LABEL/
DESCRIPTION
Display screen
Menus zone
displays:
S the menus, selections and the results on two lines centered on
the middle of the screen.
S the number of the page displayed at the bottom RH side of the
screen,
S the DTU status messages in the Scratch Pad zone.
displays the menus, the selections and the results.
EVENT pb
used to mark an event on the flight data recording
ERASE pb
used to erase the audio tracks
TEST
used to trigger the CVFDR built-in test sequence
CVR light
indicates a voice recording fault
FDR light
indicates a flight data recording fault and/or MFDAU failure
HUMS light
indicates MARMS computer failure (MFDAU)
ENTER key
10
Scratchpad zone
provides:
S management of option type (Y/N) fields
S switching to a sub-directory
S activation of a control
on the ground only (engines and rotors stopped):
S displays the status of the DTU and the memory card.
S displays TRANSFER message when the last flight has not yet
been transferred.
9.2-58 16
Function
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2.1

11
Keys:
oand n
providing:
initiation of the control unit self test by simultaneously pressing
both keys (for more than 5 s)
o n
12
Dashed line
or
keys:
by pressing the
S switching from one field to another,
S switching to the next page when positioned on the last
selectable field on the page, or to the previous page when
positioned on the first selectable field on the page.
permanently displayed on the screen.
13
BACK key
providing return to a directory from a sub-directory by a brief press.
8.
HANDLING, SERVICE, MAINTENANCE

When the INTERCOM system is reprogrammed e.g. for new headsets, make sure that
the summing amplifier (optional) is adapted in accordance with the maintenance manual.
8.1.
CVFDR FAILURE PROCEDURE

If the power-up test has failed or the yellow CVR and/or FDR lights come on before
takeoff, proceed as follows:
Circuit breakers CVFDR 1/2 or MARMS 1/2
Check in
BAT MSTR sw
Repower
Test plug (beside control panel or bottom of slant Plug in a 600 headset
console on pilots side)
Control panel
EFFECTIVITY
Press TEST a tone must come

on
CVFDR Honeywell, or CVFDR L3COM and UMS
Check if the yellow FDR and HUMS lights come on shortly and disappear, indicating that
the system operation has been recovered. If not, (FDR and/or CVR lights remain on),
report the problem to the maintenance team. If a failure occurs during flight, continue
flight and report the problem to the maintenance team.
EFFECTIVITY
CVFDR L3COM without UMS
Check if the yellow FDR light comes on shortly and disappears, indicating that the
system operation has been recovered. If not, (FDR and/or CVR lights remain on), report
the problem to the maintenance team. If a failure occurs during flight, continue flight and
report the problem to the maintenance team.
EFFECTIVITY
All
MANUFACTURERS
EASA
APPROVED DATA
Rev. 2.1
9.2-58 17

8.2.
UMS FAILURE PROCEDURE

If the power-up test has failed or the yellow HUMS light or the NO DATA FROM HUMS
message come on before both engines started, proceed as follows:
Circuit breakers CVFDR 1/2 or MARMS 1/2
Check in
Circuit breaker DTU (optional)
Check in
BAT MSTR sw
Repower
VEMD lane 1 and 2
Check powered
Check if the yellow HUMS light comes on shortly and disappears, indicating that the
system operation has been recovered. If not, (HUMS light and NO DATA FROM HUMS
remain on), report the problem to the maintenance team. If a failure occurs during flight,
continue flight and report the problem to the maintenance team.
9.2-58 18
EASA APPROVED
MANUFACTURERS
DATA
Rev. 2.1
FLIGHT MANUAL EC 135 / EC 635

(all variants with CPDS installed)
FMS
9.2-59
SUPPLEMENT FOR
STANDARD COCKPIT ILLUMINATION
This supplement shall be attached to the EC 135 / EC 635 Flight Manual (Section 9.2)
when the Standard cockpit illumination has been installed.
Standard cockpit illumination
Date: 18.02.2008
Effectivity
All
Approved by EASA
EASA approval no.: R.A.01430

APPROVED
Rev. 1
9.2-59 1


NOTE
EASA.21J.034, DOA.
LEP approved data (part 1):
Page
Approved Rev
by
No.
Remarks/
Effectivity
Page
Approved Rev
by
No.
9.2-59 -1
EASA
9.2-59 -4
EASA
9.2-59 -2
DOA
1.2
9.2-59 -5
DOA
1.1
9.2-59 -3
EASA
Remarks/
Effectivity

Page
R
Rev.No.
9.2-59 -6
1.1
9.2-59 -7 /
( 8 blank)
(-8
1.2
Rem
Page
Rev.No.
Rem
Page
Rev.No.
Rem
LOG OF REVISION
FIRST ISSUE / SECOND ISSUE
DATE OF APPROVAL
SEE LOS 9.2
REVISION
1.2
(see entry below)
THIRD ISSUE (DUE TO FMS HARMONIZATION WITHIN EC 135 / EC 635 FLEET)
ORIGINAL
SEE PAGE 9.2591
REVISION
1
MAY 18, 2012
REVISION
1.1
SEP 29, 2014
REVISION 1.2
Date: JAN 27, 2016

EASA.21J.034.
9.2-59 2
APPROVED
Rev. 1.2

1.
GENERAL
With this supplement it has been shown that the installation of the respective system
does not degrade the crew members visual cues in VFR Day and VFR Night flight.
No compliance demonstration has been performed that the installed system complies
with the applicable regulations for NVIS. No changes if any have been introduced which
may be necessary to comply with the applicable regulations.
2.
LIMITATIONS
CAUTION D IF NVG OPERATIONS ARE ENVISAGED, AN AIRWORTHINESS AND
SUBSEQUENT OPERATIONAL APPROVAL BY THE COMPETENT AUTHORITY ARE NECESSARY.
NOTE
APPROVED
Rev. 1
Compliance demonstration for NVIS in front of the applicable airworthiness requirements has only been shown when the helicopter serial number is listed in
the respective FMA referenced within the FMS 9.286 Night Vision Imaging
Systems (NVIS) /NVG.
9.2-59 3

3.
3.1.
FAILURE OF INSTRUMENT SWITCH

Indication
Limited readability of displays/instruments because of unintended NVG-mode activation
Condition
Inadverted switch over to NVG position
or
Malfunction of the Instrument lighting switch

Procedure
1. Instrument lighting switch
Switch over and place to position required
If indication remains unchanged:

2. INSTR LT 1 cb
9.2-59 4
Pull; displays will return to normal brightness
APPROVED
Rev. 1

4.
NORMAL PROCEDURES
4.1.
PREFLIGHT CHECK
(TO BE PERFORMED DURING SYSTEM CHECKS ACC. TO BASIC FLM / SEC. 4)
EFFECTIVITY
For H/C with conventional instrumentation
L External mirror(s) if installed
Check removed or adjusted in

order not to blind the crew
L Fabric glare shield(s)
Check proper installation
L INSTR lighting sw
Set as follows:
DAY for day operation
NIGHT or NVG, as required,
for night operation
EFFECTIVITY
For H/C with FCDS (FMS 9.249 or FMS 9.260)
L External mirror(s) if installed

L Fabric glare shield(s)
L INSTR lighting sw
DAY
L Displays
Adjust brightness to an acceptable minimum night level
L INSTR lighting sw
NIGHT or NVG, as required
L Displays
Adjust brightness to an acceptable minimum night level
EFFECTIVITY
All
L To be checked before each flight
5.
PERFORMANCE DATA
APPROVED
Rev. 1.1
9.2-59 5

6.
MASS AND BALANCE

7.
SYSTEM DESCRIPTION
Power to the instrument light circuits is controlled by a three-position INSTR lighting
switch (Fig.1) located on the overhead console. With this switch in either the NIGHT or
NVG position, 28 VDC is supplied from the essential bus I via the INSTR LT 1 circuit
breaker to each circuit.
NVG
O
F
F
ON
OR
DAY
N
I
G
H
T NVG
Fig. 1
9.2-59 6
Overhead console INSTR lighting switch, typical

APPROVED
MANUFACTURERS
DATA
Rev. 1.1

8.
HANDLING, SERVICING AND MAINTENANCE

MANUFACTURERS DATA
APPROVED
Rev. 1.2
9.2-59 7/(9.2-59 8 blank)

Weather Radar System RDR 1600
FMS
9.2-82
SUPPLEMENT FOR
WEATHER RADAR SYSTEM RDR 1600
when the WEATHER RADAR SYSTEM has been installed.
Weather radar system
RDR-1600 and VRU
Date: 18.02.2008
Effectivity
All
Approved by EASA
EASA approval no.: R.A.01430

APPROVED
Rev. 0
9.2-82 1


NOTE
EASA.21J.034, DOA.
Page
Approved Rev
by
No.
Remarks/
Effectivity
Page
Approved Rev
by
No.
9.2-82 -1
EASA
9.2-82 -4
EASA
9.2-82 -2
DOA
0.1
9.2-82 -5
EASA
9.2-82 -3
EASA
Remarks/
Effectivity

Page
R
Rev.No.
9.2-82 -6
9.2-82 -7
0.1
9.2-82 -8
Rem
Page
9.2-82 -9
(-10 blank)
Rev.No.
Rem
Page
Rev.No.
Rem
LOG OF REVISIONS
FIRST ISSUE / SECOND ISSUE
DATE OF APPROVAL
SEE LOS 9.2
ORIGINAL
REVISION
SEE PAGE 9.2821

0.1
(see entry below)
REVISION 0.1
Date: JAN 27, 2016

EASA.21J.034.
9.2-82 2
APPROVED
Rev. 0.1

1.
GENERAL
2.
LIMITATIONS
2.1.
The Radome must be installed.
2.2.
PRECAUTIONS
As a rule, the national safety regulations for the operation of radar systems must be
observed.
Operation of the system on ground is only permitted by qualified personnel.
On ground, the weather radar system may only be put into operation if the following
safety distances are observed (see Fig.1)
Safety distance from personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 ft (7,5 m)
Safety distance from fuel trucks, other aircraft . . . . . . . . . . . . . . . . . . . . . . 50 ft (15 m)
Safety distance from refueling operations and large metallic objects

(e.g. hangar doors) tilt antenna upward to the maximum . . . . . .
Fig. 1
APPROVED
Rev. 0
100 ft (30 m)
Safety Distances
9.2-82 3

2.3.
OPERATIONAL SAFETY
The weather radar system must not be used during starting and shutting down of the
engines.
WARNING
2.4.
NEVER RELY UPON WEATHER RADAR AS A PROXIMITY WARNING DEVICE OR

FOR ANTI-COLLISION-PROTECTION WARNING.
OPERATIONAL LIMITATIONS
The limit for the antenna stabilisation function is $30_ for pitch and roll axis.
2.5.
COMPATIBILITY
The weather radar system (i.e. Radome) degrades significantly the protective capability
of an optionally installed Wire Strike Protection System.
3.

4.
NORMAL PROCEDURES
For detail information it is nessesary to use the RDR 1600 Pilots Guide.
NOTE
WARNING
4.1.
Additional information about the operation of the weather radar system as well
as about the correct interpretation of weather maps must be obtained from the
pilots guide and other additional vendor documentation (see para 8.2).
DONT PUT FUNCTION SELECTOR SWITCH IN ON POSITION BEFORE THE

PRECAUTIONS OF PARA 2.2 HAVE BEEN TAKEN.
PREFLIGHT CHECK
Radome
4.2.
Condition
SYSTEM CHECKS (POST STARTING ENGINES)

Circuit breakers WXRAD
Check in
INV sw
ON
Avionic master sw
ON
ICP
Select display for weather radar

data imaging
Function selector sw
STBY
9.2-82 4
APPROVED
Rev. 0

NOTE D Operation of the weather radar is dependent upon an operational radar altimeter.
D Allow 2 minutes warmup time for the radar system and the stabilization of the
artificial horizon.
D No display appears in STBY position and there is no radar transmission in
either STBY or TEST.
TEST
The test pattern appears and is scanned over 120_. For the test, the 80-mile range is
selected.
The color bands in the test pattern must correspond to those described in the respective vendor documentation (see para.8.2). FAULT and TEST appear on the screen.
Brightness control
Check function
OFF
NOTE
4.3.
The TILT performance check should be performed as described in the vendor

documentation.
OPERATION
NOTE
If the radar altimeter has detected a height below 50 ft AGL, the Weather Radar
System will be set to STBY mode automatically.
To operate the system proceed as described in para 4.2, system checks, until the
function selector switch has been set to STBY, then after 2 minutes warmup time and
after reaching 50 ft AGL:
4.4.
TURN OFF THE SYSTEM
WARNING
THE SYSTEM SHOULD BE INACTIVATED PRIOR TO LANDING (BY SETTING

FUNCTION SELECTOR SWITCH TO OFF OR STBY POSITION).
5.
ON; operate the system as described in the pilots guide.
OFF
PERFORMANCE DATA
APPROVED
Rev. 0
9.2-82 5

6.
MASS AND BALANCE

7.
SYSTEM DESCRIPTION
For detail information it is nessesary to use the RDR 1600 Pilots Guide.
The helicopters weather radar system is mainly used to recognize in time meteorological danger areas. e.g. storm fronts and areas of great turbulences. Such areas must be
avoided or flown through at the right place.
It is also suitable, day and night, even under adverse conditions, as a navigation aid
which indicates topographical contours, e.g. islands, coastlines, waterways, bridges and
oil drilling platforms.
The weather radar system consists of a control panel CP113K (see Fig. 2), a
Receiver/transmitter, an antenna drive unit incl. antenna and an indicator (FCDS via
VRU).
Fig. 2
9.2-82 6
Control panel CP 113K (version)
APPROVED
MANUFACTURERS
DATA
Rev. 0

switch (version):
MANUFACTURERS DATA
APPROVED
Rev. 0.1
9.2-82 7

9.2-82 8
APPROVED
MANUFACTURERS
DATA
Rev. 0

8.
HANDLING, SERVICING AND MAINTENANCE
8.1.
HANDLING, MAINTENANCE
8.2.
1.
Operation on ground is only permitted when the safety distances are observed.
2.
During refueling, the weather radar system must be switched off.
3.
Make sure that the radar nose is clean and that the antenna and the waveguide
components are clean and dry.
VENDOR DOCUMENTATION
PILOTS GUIDE RDR-1600
ADDRESS:
TELEPHONICS
Command Systems Division
815 Broad Hollow Road
Farmingdale, NY 11735
USA
MANUFACTURERS DATA
APPROVED
Rev. 0
9.2-82 9/(9.2-82 10 blank)

NIGHT VISION IMAGING SYSTEMS (NVIS) / NVG
FMS
9.2-86
SUPPLEMENT FOR
This supplement shall be attached to the EC 135 / 635 Flight Manual (Section 9.2) when
the following equipment has been installed.
NVIS/NVG
Effectivity
observe appropriate FMA for
approved configuration
FMA 11 ( )
NOTE
This FMS is valid only in conjunction with the applicable and mandatory FMA.
Date: MAY 28, 2009
Approved by EASA

EASA APPROVED
Rev. 6
9.2-86 1


NOTE
Page
Rev.No.
Rem
Page
Rev.No.
Rem
Page
Rev.No.
9.2-86 -1
9.2-86 -4
9.2-86 -7
9.2-86 -2
6.1
9.2-86 -5
9.2-86 -8
9.2-86 -3
6.1
9.2-86 -6
Rem

Page
Rev.No.
9.2-86 -9
9.2-86 -10
Rem
Page
9.2-86 -11
((-12
12 blank)
Rev.No.
Rem
Page
Rev.No.
Rem
LOG OF REVISION
FIRST ISSUE / SECOND ISSUE (NOT PUBLISHED)
ORIGINAL
SEE PAGE 9.2861
REVISION
1
MAY 28, 2009
(EASA APPROVAL NO. R.C.03368)
REVISION
2
SEP 30, 2010
REVISION
3.1
FEB 28, 2013
REVISION
4
FEB 04, 2014
REVISION
5
JUN 09, 2015
(EASA APPROVAL NO. 10053602 REV. 1)
REVISION
6
AUG 31, 2015
REVISION
6.1
(see entry below)
REVISION
3
FEB 28, 2011
REVISION 6.1
Date: DEC 04, 2015
EASA.21J.034.
9.2-86 2
EASA APPROVED
Rev. 6.1

1.
GENERAL
In this supplement, the term aided will be used to designate flight using NVGs as
visual aid. Unaided will be used to designate flight without using the NVGs.
2.
LIMITATIONS
CAUTION
2.1.
ADDITIONAL LIMITATIONS FOR THE APPROVED CONFIGURATION OF

OPTIONAL INSTALLATIONS GIVEN IN THE RESPECTIVE FMA (REFER
TO PAGE 9.2861).
KINDS OF OPERATION
This helicopter is certified for VFR night NVIS operation when the NVIS aircraft lighting system is installed and approved NVGs are used.
Installation of this NVIS does not include or imply approval for flight operation with Night Vision Goggles (NVG).
CAT A VTOL procedures must be conducted with unaided visual reference to the landing
area.
The Operator must have an approval from his or the appropriate civil aviation authority to operate with NVGs.
2.2.
APPROVED CONFIGURATION (OBSERVE ADDITIONALLY THE RESPECTIVE FMA

REFER TO PAGE 9.2861)
The complete list of approved NVIS configurations is detailed in the Airbus Helicopters
DeutschlandSubstantiation Report, available from Airbus Helicopters Deutschland at
request of the approving civil aviation authority.
CAUTION
ANY CHANGES TO THE APPROVED NVIS COCKPIT CONFIGURATION

SHOWN
IN
THE
AIRBUS
HELICOPTERS
DEUTSCHLAND
SUBSTANTIATION REPORT LEADS TO A LOSS OF APPROVAL FOR
NVIS OPERATION.
For NVIS operations, the configuration must include the equipment:

NVIS aircraft lighting system
Fixed Landing Light (nose or crosstube mounted)
NOTE
At least one search light or landing light operated via the collective lever control
panel must be operational.
Pitch and Roll SAS and Yaw SAS or AFCS (see FMS 9.25 or FMS 9.248)
FCDS (see FMS 9.260 or FMS 9.253, depends on configuration)
EASA APPROVED
Rev. 6.1
9.2-86 3

Radar altimeter
Fabric glare shield (separating chin bubble and wind screen visual areas)
NVIS friendly position anti collision lights
NVG compatible cabin lights
NVG compatible hand lamp / torch / flashlight
External mirrors must be adjusted not to blind the crew
2.3.
MINIMUM FLIGHT CREW

The minimum flight crew consists of one pilot. For all maneuvers other than enroute level
flight, a second crew member using NVG is recommended.
Additional national requirements must be observed.
EFFECTIVITY
For FAA registered helicopters only
The FAA requires that an additional crewmember uses NVGs during single-pilot operation
into and out of unimproved sites:
Landing into unimproved sites:
An additional crewmember shall be equipped with and use the same type of NVG during
landing to assist in obstacle identification and clearing.
Takeoff from unimproved sites:
An additional crewmember shall use the same type of NVG during takeoff to assist in obstacle identification and clearance if operational conditions allows (i.e., patient status, etc).
Enroute:
An additional crewmember using NVG is not required when the aircraft is above 300 ft AGL
and in cruise flight.
EFFECTIVITY
2.4.
All
OPERATIONAL LIMITATIONS
NVIS operation must be conducted such that immediate transition to normal (unaided) VFR
night flight is safely possible at any time.
The Utility Light with NVG WHITE sw installed shall be operated in NVG mode only.
2.5.
APPROVED NVGs
CAUTION
USE OF NON APPROVED NVG LEADS TO A LOSS OF

APPROVAL FOR NVIS OPERATION.
The Crew has to be familiar with the use of the NVG equipment.
NOTE
EFFECTIVITY
9.2-86 4
Before operating with NVG observe respective OPERATORS MANUAL.

Except FAA / TCCA registered helicopters
EASA APPROVED
Rev. 5

The NVGs ITT F4949 (MX10160 (F9800 series), option J or P), Class B Filter and
NOGALIGHT NL-93 (XD4 or XR5), Class B Filter have demonstrated the compatibility with
the aircraft lighting system.
EFFECTIVITY
For FAA / TCCA registered helicopters only
The NVGs ITT F4949 (MX10160 (F9800 series), option J or P), Class B Filter
has demonstrated the compatibility with the aircraft lighting system.
EFFECTIVITY
2.6.
All
INCOMPATIBLE LIGHTS
Lights which are not compatible with NVG must remain off during NVIS operations (e.g. additional cabin lighting, nonmission essential radios, etc.).
During approach and landing into unapproved sites it is highly recommended to switch off
strong light sources in the cabin.
EFFECTIVITY
For FAA / TCCA registered helicopters only
During approach and landing into unimproved sites it is highly recommended to switch off
strong light sources in the cabin.
EFFECTIVITY
All
EASA APPROVED
Rev. 1
9.2-86 5

3.

NOTE
3.1.
It is always pilots decision to continue or abort the use of NVG based on the
emergency situation.
FAILURE OF NVIS LIGHTING

Condition/ Indication
Bright and non NVG compatible display lights

NEAR THE GROUND
Procedure
1. Both Landing Lights
ON
2. Revert to unaided flight

3. Continue VFR night flight
NOTE
Glare can be reduced by turning the NVG away from the instrument panel.
Outside visibility can be kept by looking underneath the goggles (unaided).
AT SAFE HEIGHT
1. Safe flight conditions
Establish

3. Goggles
Check, stowed position
9.2-86 6
EASA APPROVED
Rev. 0

3.2.
FAILURE OF NVG
Malfunction or failure of NVG
Loss of NVG Image

NEAR THE GROUND
Procedure
1. Both Landing Lights
ON, visible light

NOTE
Outside visibility can be kept by looking underneath the goggles (unaided).
AT SAFE HEIGHT
Procedure
Establish

3. Goggles
Check, stowed position
EASA APPROVED
Rev. 0
9.2-86 7

4.
NORMAL PROCEDURES
4.1.
NVIS OPERATION
4.1.1. L Preparation for flight

NVG installation on helmet
Check and adjust
Battery check
Perform (observe para. 8)
NOTE
For detailed information about the usage of the NVG observe the Manufacturers
Manual.
4.1.2. L Preflight check (to be performed during system checks acc. to Basic
FLM / Sec. 4 )
External mirror(s)

Fabric glare shield(s)
NVG
ON and check focus
INSTR lighting sw
NVG
NVIS lighting
Check function, compatibility

and adjust brightness
Additional NVIS equipment
Check function,
and adjust
Non NVG compatible equipment
OFF
compatibility
L To be checked before each flight

4.1.3.
Pre T/O and PreLanding check

CAUTION
WHEN EXTERNAL IMAGES (E.G. FLIR, DMAP OR WX) ARE USED ON

THE LOWER SMD45, RADAR ALTIMETER IS NOT DISPLAYED. USE OF
EXTERNAL IMAGES (E.G. FLIR, DMAP OR WX) ON THE PILOTS LOWER SMD 45 DURING GROUND OPERATION, T/O AND LDG IS NOT
RECOMMENDED.
S/L Light
ON, set to visible light
Strobe Lights
OFF
NOTE D During enroute flight Strobe Lights can be used as required.

D Possible goggle degradation might occur when operating close to the ground
depending under certain enviromental conditions. When degradation occurs
switch to unaided flight or reposition the spot of the S/L light.
5.
PERFORMANCE DATA
No change in the Flight Manual data.
9.2-86 8
EASA APPROVED
Rev. 5

6.
MASS AND BALANCE

7.
SYSTEM DESCRIPTION (Observe respective FMA for approved configurations &

descriptions refer to page 9.2861)
The Night Vision Imaging System includes all cockpit equipment (instruments, radios,
etc.) as well as all external and internal light sources. All cockpit elements and cabin light
sources were adapted to be compatible with NVGs and to avoid reflections and glare
during aided flight. The external lights (Position Lights , Search and Landing Lights) were
designed to be NVG friendly.
7.1.
INSTRUMENT LIGHTING SWITCH

Power to the instrument light circuits is controlled by a three-position secured INSTR
lighting switch (Fig.1 ) located on the overhead console. With this switch in either the ON
or NVG position, 28 VDC is supplied from both essential bus bars via the INSTR LT circuit breaker to each circuit.
OFF
OFF
OFF
A
U
T
O
O
N
ON
ARM
DC TEST
CARGO
HOOK
WINCH
CBL CTRL
AUX TK
FUEL
DAY
N
I
G
H
T
DAY
OFF
N
I
G
H
T
LO
HI
LO
HI
STBY HOR
P
A
X
ON
NVG
CAR/PAX
INSTR
LIGHTS
OFF
NVG
Fig. 1
MANUFACTURERS
EASA
APPROVED DATA
Rev. 3
TRAIN
ON
VENT
ENG 1
CONTROL
Overhead console (typical) INSTR LIGHTS sw
9.2-86 9

7.2.
CABIN LIGHTING
For NVIS operation the INSTR LIGHTS sw (on the overhead panel) has to be in NVG
position.
w Control of passenger reading lights (optional):
7.3.
Position OFF
All lights off
Position PAX
Light will be switched on in case of:

activation of the PAX LT sw (beside each pax light)
Position ON
All NVG compatible reading lights on

and cargo dome light on
UTILITY LIGHT WITH NVGWHITE SW (IF INSTALLED)

For NVIS operation the UTILITY LIGHT sw has to be in NVG position.
Fig. 2
9.2-86 10
Utility light sw (typical)
EASA APPROVED
MANUFACTURERS
DATA
Rev. 3

8.
HANDLING, SERVICING, AND MAINTENANCE

Report discrepancies (e.g. NVG, NVIS lighting and equipment, and windshield) and record information required for continued airworthiness.
Observe handling, servicing and maintenance instructions provided by the manufacturer
documentation.
8.1.
BATTERY POWER SUPPLY FOR NVGS

If NVG battery indication is low:
LOW battery indicator is flashing (primary battery is low)

Procedure
Establish
2. Secondary battery
ON
3. Continue using NVG

NOTE
Be prepared for goggle failure.
If NVG LOW battery light remains flashing:

MANUFACTURERS
EASA
APPROVED DATA
Rev. 0
9.2-86 11/(9.2-86 12 blank)

Mechanical Air Conditioning Unit
FMS
9.2-99
SUPPLEMENT FOR
MECHANICAL AIR CONDITIONING UNIT
when the Mechanical Air Conditioning Unit has been installed.
Effectivity
S/N831;
S/N864;
S/N870 and subsequent
Date: APR 22, 2010
Approved by EASA
APPROVED
Rev. 0
9.2-99 1


NOTE
EASA.21J.034, DOA.
Page
Approved Rev
by
No.
Remarks/
Effectivity
Page
Approved Rev
by
No.
9.2-99 -1
EASA
9.2-99 -5
EASA
9.2-99 -2
DOA
1.1
9.2-99 -6
EASA
9.2-99 -3
DOA
1.1
9.2-99 -7
EASA
9.2-99 -4
EASA
9.2-99 -8
EASA
Remarks/
Effectivity

Page
R
Rev.No.
Rem
Page
Rev.No.
9.2-99 -9
9.2-99 -12
9.2-99 -10
1.1
9.2-99 -13
9.2-99 -11
9.2-99 -14
9.2-99 2
Rem
Page
Rev.No.
Rem
APPROVED
Rev. 1.1

LOG OF REVISION
ORIGINAL
SEE PAGE 9.2991
REVISION
1
MAR 18, 2015
REVISION
1.1
(see entry below)
REVISION 1.1
Date: JAN 27, 2016

EASA.21J.034.
APPROVED
Rev. 1.1
9.2-99 3

1.
GENERAL
2.
LIMITATIONS
3.

CAUTION INDICATIONS
CPDS OVHT
(MISC)
Normal operating temperature of CPDS exceeded
Procedure
1. Air Distribution Knob
CPDS
2. Air Circulation Knob
Pull
3. VENT SYS rheostat
Turn to MAX
If CAUTION indication remains on:

4. Land within 30 min
9.2-99 4
APPROVED
Rev. 0

CAUTION INDICATIONS
GEN DISCON
and/or
GEN DISCON
(SYSTEM I)
(SYSTEM II)
refer to section 3 of the basic FLM
GEN OVHT
and/or
GEN OVHT
(SYSTEM I)
(SYSTEM II)
refer to section 3 of the basic FLM
NOTE
APPROVED
Rev. 0
In case of generator(s) failure or switching off the generator(s) the Mechanical

Air Conditioning System will be switched off automatically.
9.2-99 5

4.
NORMAL PROCEDURES
NOTE
4.1.
In case of cockpit blower failure check c/b VENT SYS PWR and/or c/b VENT
SYST PWR engaged. For blower reactivation pull and push c/b VENT SYST
CONT.
PREFLIGHT CHECK
Equipment Compartment-LH:
1.
4.2.
Air Conditioning Condenser assy
Check condition and air openings
SYSTEM CHECK
NOTE
Do not switch airconditioning on, before starting of both engines is completed.
1.
VENT SYS rheostat
Turn on
2.
AIR COND switch
ON
3.
AIR COND advisory light
Check on
4.
Air Distribution Knob
Check operative
after at least 30 seconds:
4.3.
5.
AIR COND switch
OFF
6.
Check off
7.
VENT SYST rheostat
Set as required
OPERATION
NOTE
4.3.1.
Operating the air conditioning unit without activating the ventilation system
(cockpit and/or pax blower) by the VENT SYS rheostat could cause an automatic system shut down.
Normal operation
1.
2.
3.
4.
9.2-99 6
VENT SYS rheostat

AIR COND switch
VENT SYS rheostat
Turn on
ON
Check on
Set as desired
APPROVED
Rev. 0

4.3.2.
Defogging
In case of misted or iced windows proceed as follows:
Air Distribution Knob
AIR COND switch
Air outlets cabin, frame outlets if possible
NOTE
Pull
Defog
Set maximum
ON
Close
Close
If necassary use the bleed air heating system (additional) for defogging (refer to
FMS 9.214 or sec. 4 of the basic Flight Manual, depending on the H/C variant).
5.
PERFORMANCE DATA
5.1.
AEO HOVER CEILING AND MAXIMUM RATE OF CLIMB
For T3 and P3:

All results obtained from the respective diagram, contained in section 5 of the basic
Flight Manual, are to be corrected as follows, when the Mechanical Air Conditioning Unit
is activated (AIR COND switch ON):
HIGE/HOGE:
Helicopter gross mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Subtract 30 kg
Rate of climb:
Helicopter gross mass below 2200 kg . . . . . . . . . . . . . . . . . . . . . . . . . . . Subtract 55 ft / min
Helicopter gross mass from 2200 kg to 2600 kg . . . . . . . . . . . . . . . . . . Subtract 45 ft / min
Helicopter gross mass above 2600 kg . . . . . . . . . . . . . . . . . . . . . . . . . . . Subtract 40 ft / min
For T2+ and P2+:

HIGE/HOGE:
Rate of climb:
Helicopter gross mass below 2300kg . . . . . . . . . . . . . . . . . . . . . . . . . . . Subtract 55 ft / min
Helicopter gross mass from 2300kg to 2720kg . . . . . . . . . . . . . . . . . . . Subtract 45 ft / min
Helicopter gross mass above 2720kg . . . . . . . . . . . . . . . . . . . . . . . . . . . Subtract 40 ft / min
APPROVED
Rev. 1
9.2-99 7

For T2 (CPDS), P2 (CPDS), T1 (CPDS) and P1 (CPDS):

HIGE/HOGE:
Rate of climb:
Helicopter gross mass below 2300kg . . . . . . . . . . . . . . . . . . . . . . . . . . . Subtract 55 ft / min
Helicopter gross mass 2300kg and above . . . . . . . . . . . . . . . . . . . . . . . Subtract 45 ft / min
5.2.
OEI HOVER CEILING AND MAXIMUM RATE OF CLIMB

9.2-99 8
APPROVED
Rev. 1

6.
MASS AND BALANCE

7.
SYSTEM DESCRIPTION
7.1.
MECHANICAL AIR CONDITIONING UNIT

The mechanical air conditioning unit is a vapourcycle system with R134a refrigerant and
consists of one condenser with two blowers, a mechanically driven compressor mounted
on the main gear box and two evaporator assies with integrated variable blowers.
Additional individual adjustable air nozzles are mounted on either side of the cabin frame
and in the upper cabin fairing. Two outlets are installed in the instrument panel.
The Mechanical Air Conditioning Unit is connected to the ventilation system. Control of
the system is provided via the AIR COND switch, the PAX BLW switch and the VENT
SYS rheostat on the overhead panel. A PAX BLW rheostat ist installed in the cabin and
operational only if the PAX BLW switch (overhead panel) is set to position ENABLE.
(Fig. 1).
The air temperature can be regulated by the vent speed and the air outlets. The air flow
can be switched to the crew, windshield or CPDS by using the Distribution Flap Knob
(see Fig. 2). If is set to CREW or CPDS there is always an interaction between cooling
the CPDS and cold air for the crew.
Maximum cooling performance is obtained with the VENT SYS rheostat set to MAX
position, pax blower at full speed, the cabin air intake and the windscreen ducts are
closed (Distribution Flap Knob pulled and Circulation Air Knob pulled, see Fig. 2 and Fig.
3).
The adivsory AIR COND indicates normal operation of the system.
Conditions for normal operation of the system:
OAT above 1_C
Speed of one blower above 50%
Conditions for automatical disengagemant of the system:
OEI operation
Overpressure of the refrigerant loop due to system failure or OAT above 50_C, if the
pressure reaches the normal value the system restarts automatically
MANUFACTURERS DATA
APPROVED
Rev. 1
9.2-99 9

SWITCHES AND KNOBS
7.2.1.
Overhead panel
EC135_FLH_0342_R
7.2.
OFF
ON
O
F
F
ON
AIR
COND
Fig. 1
ENABLE
PAX
BLW
VENT SYS
Air conditioning switches typical installation
An integrated pressure switch deselects power to the compressor assy in the event of
system over- or under-pressure.
A thermoswitch activates the variable blower automatically, depending on the air
temperature inside the instrument panel, to cool the CPDS.
7.2.2.
Center console
EC135_FLH_0343_R
Crew
Defog
CPDS
Air flow to the crew

Air flow to the windshield
Air flow to the CPDS
If the distribution knob is pulled the CPDS recieves also cold air.
If the distribution knob is pushed the crew recieves also cold air.
If the distribution knob is in the Defog or Crew position the heating system is enabled.
If the distribution knob is in the CPDS position the heating system is disabled.
Fig. 2
9.2-99 10
APPROVED
MANUFACTURERS
DATA
Rev. 1.1

EC135_FLH_0344_R
Fresh air
Circulating air
Fig. 3
MANUFACTURERS DATA
APPROVED
Rev. 1
9.2-99 11

7.3.
SCHEMATIC
Fig. 4
9.2-99 12
Mechanical Air Conditioning Unit schematic typicall installation

APPROVED
MANUFACTURERS
DATA
Rev. 1

Fig. 5
Mechanical Air Conditioning Unit schematic / cabin roof area typicall installation
MANUFACTURERS DATA
APPROVED
Rev. 1
9.2-99 13

Compressor
BeltDrive
from MGB
EVAP+FAN
Cabin
EC135_FLH_0345_R
SOV
EVAP+FAN
Cockpit
Fig. 6
9.2-99 14
Condenser +
2 Fans +
Rec./Dryer
Refrigerant
Cooling system typical installation
APPROVED
MANUFACTURERS
DATA
Rev. 1

GARMIN GTN 650/750 SPIFR/DPIFR SBAS
FMS
9.2-112
SUPPLEMENT FOR
NOTE
For operation of Garmin GTN 650 and/or GTN 750 SPIFD/DPIFR without SBAS
functions refer to FMS 9.2-111.
Garmin GTN 650 and/or GTN 750, FCDS and AFCS are installed.
It shall be used in conjunction with the Pilots Guide for the Garmin GTN 650 and/or
GTN 750. The appropriate revision of the Pilots Guide should be available to the flight
crew.
Garmin GTN 650, Garmin GTN 750
Date: NOV 18, 2014
Effectivity
All
Approved by EASA

APPROVED
Rev. 0.1
9.2-112 1


NOTE
Revisions as necessary.
EASA.21J.034, DOA.
Page
9.2- 112- 1
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EASA
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APPROVED
Rev. 1

LOG OF REVISIONS
ORIGINAL
SEE PAGE 9.21121
REVISION
0.1
JUL 13, 2015
REVISION
(see entry below)
REVISION 1
Date: JAN 20, 2016
Approved by EASA
APPROVED
Rev. 1
9.2-112 3

TABLE OF CONTENTS
Page
1.
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 7
1.1.
ACAS coupled to GTN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 7
1.2.
HTAWS Enabled on GTN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 7
1.3.
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 7
2.
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 9
2.1.
System Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 9
2.2.
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 9
2.3.
Applicability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 9
2.4.
Configuration requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 11
2.5.
AFCS limitations for GLS approaches . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 11
2.5.1.
Limitations for GLS approaches coupled with APP and GS mode . 9.2-112 11
2.6.
Operational limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 12
2.7.
Additional limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 12
2.8.
Operational information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 12
3.
EMERGENCY AND MALFUNCTION PROCEDURES . . . . . . . . . . . 9.2-112 13
3.1.
Warning/Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 13
3.1.1.
Warning/caution indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 13
3.1.2.
Warning/caution indications during LPV or L/VNAV or LP approach 9.2-112 16
3.1.2.1. Limited SBAS integrity for LPV, L/LNAV, LP . . . . . . . . . . . . . . . . . . . . 9.2-112 16

3.1.2.2. Discrepancy arrows similar to ILS operations (see FMS 9.214) . . 9.2-112 16
3.1.2.3. Discrepancy arrows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 17
3.1.2.4. Downgrade of LPV, LNAV/VNAV or LP to LNAV . . . . . . . . . . . . . . . . 9.2-112 18
3.1.2.5. Loss of LNAV integrity with GLS page selected . . . . . . . . . . . . . . . . . 9.2-112 21
3.1.2.6. Loss of GTN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 23
3.1.3.
Warning/caution indications during non-precision navigation

(NMS page) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 24
3.2.
ACAS FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 25
3.2.1.
ACAS failure (as a result of missing input data) . . . . . . . . . . . . . . . . . 9.2-112 25
3.3.
Data source heading source inoperative or

connection to GTN lost message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 26
3.4.
Data source pressure altitude source inoperative or

connection to GTN lost message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 26
3.5.
Additonal FCDS indications during GLS approaches . . . . . . . . . . . . 9.2-112 26
3.6.
Additional AFCS indications during GLS approaches . . . . . . . . . . . . 9.2-112 26
9.2-112 4
APPROVED
Rev. 1

Page
4.
NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 27
4.1.
IFR procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 27
4.1.1.
Normal RNP APCH (LPV,LNAV/VNAV,LP) . . . . . . . . . . . . . . . . . . . . . 9.2-112 27
EFFECTIVITY
Dual side cockpit installation
4.1.1.1. RNP APCH (LPV, LNAV/VNAV, LP) straight in or turn on FAF

using transition waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 29
4.1.1.2. RNP APCH (LPV, LNAV/VNAV, LP) straight-in
using vectors to final . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 31
4.1.1.3. RNP APCH (LPV, LNAV/VNAV, LP) turn on FAF
EFFECTIVITY
Single side cockpit installation
4.1.1.4. RNP APCH (LPV, LNAV/VNAV, LP) straight in or turn on FAF

using transition waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 34
4.1.1.5. RNP APCH (LPV, LNAV/VNAV, LP) straight-in
4.1.1.6. RNP APCH (LPV, LNAV/VNAV, LP) turn on FAF
EFFECTIVITY
4.1.2.
ALL
LNAV and LNAV+V approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 39
4.1.2.1. Approach using transition waypoint: . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 39

4.1.2.2. Approach using vectors to final: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 39
4.1.3.
Missed approach procedure (for all the above procedures) . . . . . . . 9.2-112 40
5.
PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 40
6.
MASS AND BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 41
7.
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 41
7.1.
Indications in conjunction with FCDS . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 41
7.2.
Indications on GTN unit and additional annunciations . . . . . . . . . . . 9.2-112 41
7.3.
NMS 1/2 pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 43
7.4.
VLOC/GPS Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 44
APPROVED
Rev. 0.1
9.2-112 5

LIST OF FIGURES
Page
Fig. 1
GTN annunciators / switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 42
Fig. 2
Annunciators / switches - on GTN and Instrument Panel . . . . . . . . . 9.2-112 42
Fig. 3
NMS1 / NMS2 pb typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 43
Fig. 4
VLOC/GPS pb typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 44
LIST OF TABLES
Table 5:
9.2-112 6
Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-112 9
APPROVED
Rev. 0.1

1.
GENERAL
In this supplement the term GTN is used for the system Garmin GTN 650 and
GTN 750.
1.1.
ACAS COUPLED TO GTN

When the ACAS is coupled to the GTN the FMS 9.2-83 contains additional information
and should be observed.
1.2.
HTAWS ENABLED ON GTN

When HTAWS is enabled on the GTN the FMS 9.2-102 contains additional information
and should be observed.
1.3.
ABBREVIATIONS
A
ACAS
ALT
ALT.A
APCH
APP
Airborne Collision Avoidance System

Autopilot altitude mode
Autopilot altitude acquire mode
Approach
Autopilot approach mode
CDI
CRS
Course Deviation Indicator

Cursor
D
E
DR
EGNOS
ENR
FAF
GLS
GPIP
GPS
GS
G/S
Dead Reckoning
European Geostationary Navigation Overlay System
Enroute
Final Approach Fix
GPS Landing System
Glidepath Interception Point
(point where the glidepath touches the ground)
Global Positioning System
Autopilot glideslope mode
Glideslope
HTWAS
HelicopterTerrain Awareness and Warning System
i
IAF
IF
INTG
IP
ILS
F
G
APPROVED
Rev. 0.1
Generic number as in 1 or 2 (e.g. GLSi = GLS1 or GLS2)

Initial Approach Fix
Intermediate Fix
Integrity
Instrument panel
Instrument landing system
9.2-112 7

LNAV
LNAV+V
LOC
LOS
LP
LPV
L/VNAV
LOI
LOW ALT
MAP
MLS
MSG
Lateral Navigation approach (nonprecision)

Nonprecision LNAV approach with advisory vertical guidance
Localizer
Level of Service
Localizer Performance without vertical guidance
Localizer Performance with vertical guidance
Lateral Navigation and Vertical Navigation approach
Loss Of Integrity
Low altitude
Missed Approach Point
Microwave Landing System
Message
NAV
ND
NM
NMS
Navigation
Navigation display
Nautical Mile
Navigation Management System
OBS
Omni Bearing Selector
pb
PF
Push-button
Pilot-Flying
RNAV
RNP
SBAS
SDF
sk
SUSP
TCAD
TERM
TERPS
UNSUSP
Unsuspended
VLOC
VNAV
VtF
W WAAS
WPT
V
9.2-112 8
Area Navigation
Required navigation performance
Satellite Based Augumentation System
Simplified directional facility
Soft Key
Suspended
Traffic Collision Alert Device
Terminal
Terminal Instrument Procedures
VOR and LOCalizer
Vertical Navigation
Vector to Final
Wide Area Augumentation System
Waypoint
APPROVED
Rev. 0.1

2.
LIMITATIONS
CAUTION
2.1.
THE GTN SHALL BE CONFIGURED TO AUTOMATIC CROSSFILL, UNLESS OPERATIONAL REQUIREMENTS DICTATE OTHERWISE. SBAS
EGNOS, WAAS MUST BE ENABLED.
SYSTEM SOFTWARE
This FMS is applicable to the software versions shown in Table 1.
Approved Software Version or later approved version for this TC
Software item
SW Version
As displayed on unit
Main SW Version
5.11
5.11
GPS SW Version
5.0
5.0
Table 5:
Required Equipment
The Main and GPS software versions are displayed on the start-up page immediately after
power-on.
2.2.
TEMPERATURE
Minimum cabin temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20_C
2.3.
APPLICABILITY
EC135 Area navigation system based on each GTN upon the VOR/ILS receiver is
approved for DP/SPIFR en-route, terminal and precision instrument approach navigation.
EC135 Area navigation system based on the selected GTN upon the GPS receiver is
approved for DP/SPIFR en-route and terminal navigation:
B-RNAV
P-RNAV
EC135 Area navigation system based on each GTN upon the GPS receiver is approved for
DP/SPIFR navigation:
APPROVED
Rev. 0.1
RNP APCH down to LNAV minima
RNP APCH down to LNAV/VNAV minima based on SBAS/GTN geometric

altitude
RNP APCH down to LPV minima
RNP APCH LPV, LNAV/VNAV and LP are supported.
9.2-112 9

EC135 Area navigation system based on the GTN has satisfied the requirements defined in:
B-RNAV operations: EASA Guidance Material, AMC20-4: Airworthiness Approval

and Operational Criteria for the use of navigation systems in European Airspace
Designated for Basic RNAV Operations.
P-RNAV operations: JAA Temporary Guidance Material, Leaflet No.10: Airworthiness and Operational Approval for Precision RNAV Operation in Designated European Airspace.
RNP APCH down to LNAV minima: EASA Guidance Material, AMC20-27: Airworthiness Approval and Operational Criteria for RNP APPROACH (RNP APCH)
Operations Including APV BARO-VNAV Operations.
RNP APCH down to LNAV/VNAV minima: EASA Guidance Material, AMC20-27

and CM-AS-002: Aircraft compliance with the criteria of AMC 20-27 for RNP
approaches to LNAV/VNAV minima, with the exception that VNAV is based on
SBAS/GNSS geometric altitude.
RNP APCH down to LPV minima: EASA Guidance Material, AMC20-28: Airworthiness Approval and Operational Criteria for RNAV GNSS approach operation to
LPV minima using SBAS.
RNP APCH down to LP minima: EASA Guidance Material, AMC20-28: Airworthiness Approval and Operational Criteria for RNAV GNSS approach operation to
LPV minima using SBAS.
GTN navigation upon the GPS receiver is not approved for:
RNP APCH down to LNAV/VNAV minima using barometric altitude
Vertical Navigation using VCALC page
Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS and any other type of
approach not approved for GPS overlay
Moreover:
Navigation using Dead reckoning is only an estimate and should not be used as
the sole means of navigation. Other means of navigation are to be used.
Advisory vertical guidance deviation during nonprecision instrument approach

operation annunciated on the GTN as LNAV+V is only an aid to help pilots
comply with altitude restrictions. When using advisory vertical guidance, the pilot
must use the primary barometric altimeter to ensure compliance with all altitude
restrictions.
The use of the GTN RNAV function as primary NAV source is permitted only when a
current and approved database is used.
9.2-112 10
APPROVED
Rev. 0.1

2.4.
For GLS approaches, the GTN units must be configured to automatic crossfill.
The following equipment must be installed:
2.5.
Two GTN units
A NMS1/NMS2 selector switch
VLOC/GPS selector switch
Additional annunciators/switches VLOC/GPS, INTG/APR and OBS/SUSP (only if the

GTN is not installed in the instrument panel).
FCDS cockpit
Dual side with 4 or 3-screen version or
Single side with 2-screen version.
If 3-screen version (FMS 9.260 Flight Control Display System (3screen version))
is installed, SMD68 must not be used for GLS approaches. During these approaches
NMS should be selected as NAV source on SMD68.
AFCS (SW version, refer to FMS 9.2-48 Automatic Flight Control System (AFCS)).
AFCS LIMITATIONS FOR GLS APPROACHES

These limitations supplement the limitations of FMS 9.2-48 Automatic Flight Control
System (AFCS).
2.5.1.
Limitations for GLS approaches coupled with APP and GS mode

Minimum interception distance
(distance to RWY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 NM
Maximum interception angle using VtF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90_
Maximum glide path angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3_
Maximum course change at FAF for minima LP, LNAV/VNAV and LPV . . . . . . . . . . . . 45_
In addition to the limits stated in para 2.2 of FMS 9.248 AFCS the following limits apply:
Minimum height for hands-off operation during approach . . . . . . . . . . . . . . . . . . . . . . 350 ft
CAUTION
DURING STEEP APPROACHES WITH TAIL WIND MAKE SURE TQ REMAINS AT LEAST 5% TO PREVENT ENTERING AUTOROTATION. WHEN
GS CANNOT BE MAINTAINED PERFORM MISSED APPROACH AND SELECT DIFFERENT APPORACH.
NOTE D Steep approaches with a glide path angle > 4.5_ may require higher pilot attentiveness than normal approaches, especially if the pilot is unfamiliar with
steep approaches.
D Course change at FAF between 40 and 45_ increases the pilot workload as a
short excursion outside the 45_ will prevent the aircraft from allowing an LPV
approach.
D Latest when reaching the DA/DH the pilot has to fly hands-on.
APPROVED
Rev. 1
9.2-112 11

2.6.
OPERATIONAL LIMITATION
If 3-screen version (FMS 9.260 Flight Control Display System (3screen version)) is
installed, SBAS/EGNOS (LPV) procedures are limited to SPIFR only.
2.7.
ADDITIONAL LIMITATION
No device may be used to cover fingers used to operate the GTN unless the Glove
Qualification Procedure located in the Pilots Guide/Cockpit Reference Guide has been
successfully completed. The Glove Qualification Procedure is specific to a pilot / glove /
GTN combination.
2.8.
OPERATIONAL INFORMATION
Wearing of glasses having polarized lenses could jeopardise the readability of the GTN
display.
9.2-112 12
APPROVED
Rev. 1

3.

NOTE
In case of GTN failure or partial failure the flight can be continued by using other
appropriate navigation equipment. The failed system should be switched off.
(observe para 2.4.)
3.1.
WARNING/CAUTION
3.1.1.
Warning/caution indications
WARNING INDICATION (ON FCDS)
NMS
(RED ON FCDS NAVIGATION DISPLAY - NMS PAGE)
No GPS data provided (Indication on HSI)

Procedure
1. NMS1/NMS2 pb
Push to select different GTN unit
If problem persists:
2. NAV pb on ICP panel
Press to select VOR/ILS navigation source
CAUTION INDICATION
MSG
(ON GTN UNIT (GREY BLINKING SK), ON NMS PAGE)
Indicates a new incoming information

Procedure
1. MSG sk
Select to check message
In case of GPS Navigation Lost or Loss Of Integrity course guidance will be removed
on the FCDS CDI:
Use alternate navigation source
APPROVED
Rev. 0.1
9.2-112 13

In case of message Abort Approach raised during a GPS approach in which GPS accuracy requirements cannot be met by the GPS receiver, GTN exits LNAV navigation mode
and course guidance will be removed on the FCDS CDI.
1. MSG sk
NOTE
Select to check message
Immediately upon viewing the message, the unit will revert to terminal navigation
mode alarm limits. If the position integrity is within these limits lateral guidance
will be restored and the GPS may be used to execute the missed approach,
otherwise alternate means of navigation must be utilized.
CAUTION INDICATION
LOI
AND
(AMBER ON GTN UNIT)
INTG
(AMBER ON ANNUNCIATOR PANEL)
Loss of integrity
MSG will illuminate

Procedure
1. Other GTN unit
Check if LOI is indicated
If other unit is not showing LOI:

2. NMS1/NMS2 pb
Push to select other GTN unit
If other unit also shows LOI:

NOTE D During Loss Of Integrity LOI mode all information derived from GPS will be
removed incl. course guidance on the FCDS CDI.
D During Loss Of Integrity (LOI) mode the airplane symbol is removed from
GTN map page. The map will remain centered at the last known position. NO
GPS POSITION will be annunciated in the center of the map.
9.2-112 14
APPROVED
Rev. 0.1

CAUTION INDICATION
DR
(AMBER ON GTN UNIT)
Dead Reckoning
MSG will illuminate

Procedure
1. Other GTN unit
Check if DR is indicated
If other unit is not showing DR:

2. NMS1/NMS2 pb
Push to select other GTN unit
If other unit also shows DR:

NOTE D During Dead Reckoning (DR) mode, course guidance will be removed on the
FCDS CDI.
D During Dead Reckoning (DR) mode, the GTN map will continue to be displayed with an amber DR overwriting the ownship icon. Aircraft position will
be based upon the last valid GPS position, then estimated by Dead Reckoning methods. Changes in true airspeed, altitude, heading, or winds aloft can
affect the estimated position substantially. Dead Reckoning is only available in
Enroute and Oceanic modes. Terminal and Approach modes do not support
Dead Reckoning.
APPROVED
Rev. 0.1
9.2-112 15

3.1.2.
Warning/caution indications during LPV or L/VNAV or LP approach
3.1.2.1. Limited SBAS integrity for LPV, L/LNAV, LP
LPV
OR
L/VNAV
OR
LP
(AMBER ON GTN UNIT)
SBAS integrity is currently on its limit. The approach is safe to continue but a downgrade to LNAV may occur.
Procedure
1. Continue approach
Be prepared for a downgrading

of the approach to LNAV
3.1.2.2. Discrepancy arrows similar to ILS operations (see FMS 9.214)

Discrepancy arrows can be displayed over the level of service, the localizer or the glideslope deviations.
a discrepancy is detected between the GTN1 and GTN2, either because one unit is
malfunctioning or because both units are computing different values.
Procedure
1. Impacted parameter
Monitor
X-check with another source
(barometric height, radar height,
VOR, NDB)
If not possible:
2. Missed approach
9.2-112 16
Perform
APPROVED
Rev. 0.1

3.1.2.3. Discrepancy arrows

Discrepancy arrows (similar to ILS operations (see FMS 9.249)) can be displayed over
the level of service, the localizer or the glideslope deviations.
FAILURE INDICATIONS
PFD
ND
ILS 1
108.1
98
97
96
9500
94
93
92
ATT
160
140
ALIGNMENT
120
CHECK SMD
100
220
33
1010
3
hPa
33
30
1600
ALIGN
W
CHECK SMD
24
12
21
1500
1400
15
A discrepancy is detected between the GTN1 and GTN2, either because one unit is
malfunctioning or because both units are computing different values.
Procedure
1. Impacted parameter
Monitor
X-check with another source
(barometric height, radar height,
VOR, NDB)
If not possible:
2. Missed approach
APPROVED
Rev. 0.1
Perform
9.2-112 17

3.1.2.4. Downgrade of LPV, LNAV/VNAV or LP to LNAV
On selected GTN unit
On associated FCDS navigation display
LNAV
NOTE: LNAV MAY BE GREEN IF AFCS IS COUPLED
CAUTION
NOTE
WHEN THE APPROACH IS DOWNGRADED TO LNAV, THE APPROACH

MAY BE CONTINUED USING LNAV NONPRECISION MINIMUMS IF
THERE ARE LNAV MINIMUMS FOR THIS APPROACH.
When approach is continued using the alternate NMS, AFCS upper modes will
be displayed in amber as no redundancy is available anymore.
continued
9.2-112 18
APPROVED
Rev. 0.1

If the downgrade occurs before the FAF:

Conditions:
LPV or L/VNAV or LP is downgraded to LNAV
Indications when entering the approach and downgrade occurs in TERMINAL Phase of
Flight:
GTN will show LOS LNAV in green.
MSG APPROACH DOWNGRADE will be raised.
For LP only:
The lateral deviation will be flagged and AFCS NAV mode will decouple.
Once the MSG is acknowledged, the GTN will continue to provide valid lateral
deviation for LNAV minima and AFCS can be re-engaged.
Indications while the approach is active and downgrade occurs more than 60 seconds to
the FAF:
GTN will show LOS LPV or L/VNAV or LP in amber.
At 60 seconds to the FAF:
GTN will show LOS LNAV in green.
For LPV or L/VNAV:

The vertical deviation will be flagged.
For LP:
The lateral deviation will be flagged and AFCS NAV or APP mode will decouple.
Once the MSG is acknowledged, the GTN will continue to provide valid lateral
deviation for LNAV minima and AFCS can be re-engaged.
Procedure
1. Other GTN unit
Check LPV, LNAV/V or LP is

indicated
If other unit is showing LPV or L/VNAV or LP:

2. NMS selector pb
Select to GTN unit showing LPV

or L/VNAV or LP
3. DECOUPLE (on CAD)
Check on
4. AFCS
Re-engage
5. Continue approach using normal procedure and select GLS page of the GTN
which shows LPV, LNAV/V or LP
6. From FAF onward, X-check indicated Baro altitude along the glidepath with
published altitudes
APPROVED
Rev. 0.1
9.2-112 19

If cross-check was passed:

5.
Continue approach using LPV or L/VNAV or LP minima
If cross-check was not passed:

5.
Continue approach using LNAV minima
If other unit has also downgraded to LNAV:

2.
LNAV approach
Perform
Use appropriate autopilot mode
(e.g. ALT.A) to descend to LNAV
minima
Do not descend below LNAV
minima
If the downgrade occurs after the FAF:

Conditions:
LPV or L/VNAV is downgraded to LNAV
LP is aborted
Indications:
For LPV or L/VNAV:
GTN will show LNAV in green.
For LP:
GTN will show LOS LP in amber.
MSG ABORT APPROACH will be raised.
The lateral deviation will be flagged and AFCS APP mode will decouple.
Once the MSG is acknowledged, the GTN will show TERMINAL in green and
continue to provide lateral deviation and AFCS NAV mode can be engaged.
Procedure
1. Execute a missed approach and continue to the MAP
9.2-112 20
APPROVED
Rev. 0.1

3.1.2.5. Loss of LNAV integrity with GLS page selected

On selected GTN unit
TERM
AND
MSG
If LNAV integrity is lost during the approach:

Conditions:
Loss of LNAV integrity
Indications:
GTN will show LOS LNAV and LOI in amber.
The lateral deviation will be flagged and AFCS NAV mode will decouple.
Immediately upon viewing the message, the unit will revert to terminal navigation
mode alarm limits. If the position integrity is within these limits; lateral guidance will
be restored and the GPS may be used to execute the missed approach, otherwise alt ernate means of navigation must be utilized.
If LNAV integrity is lost before the FAF

Procedure
1. Other GTN unit
Check LNAV is indicated
If other unit is showing LNAV:

2. NMS selector pb
Select to GTN unit showing

LNAV
Check on
4. AFCS
Re-engage
5. Continue approach using LNAV minima

If other unit has also lost LNAV integrity:
2.
APPROVED
Rev. 0.1
Execute a missed approach using other means of navigation (e.g. VOR or ADF)
9.2-112 21

If the downgrade occurs after the FAF:

Conditions:
LPV or L/VNAV is downgraded to LNAV
LP is aborted
Indications:
For LPV or L/VNAV:
GTN will show LNAV in green.
For LP:
GTN will show LOS LP in amber.
MSG ABORT APPROACH will be raised.
The lateral deviation will be flagged and AFCS APP mode will decouple.
Once the MSG is acknowledged, the GTN will show TERMINAL in green and
continue to provide lateral deviation and AFCS N AV mode can be engaged.
Procedure
1. Execute a missed approach and continue to the MAP
9.2-112 22
APPROVED
Rev. 0.1

3.1.2.6. Loss of GTN
WARNING INDICATION (ON FCDS)
VORi or ILSi or GLSi

(RED ON NAVIGATION DISPLAY - GLS PAGE)
NOTE
Although internal NMS data is used for these approaches, during a loss of GTN
the FCDS receives the same fault code as during a ILS/VOR approach and
could flag a red ILSi VORi or GLSi indication on the GLS page.
No GLS data provided for localizer and glideslope
If loss of GTN occurs before the FAF:

Procedure
1. NAV SOURCE pb on PF ICP
Select other source
2. NMS1/NMS2 pb
Set accordingly
Check on
4. AFCS
Re-engage
5. Continue approach using normal procedure

If loss of GTN occurs after the FAF:
1. Execute a missed approach and continue to the MAP.
APPROVED
Rev. 0.1
9.2-112 23

3.1.3.
Warning/caution indications during non-precision navigation (NMS page)
NMS
9.2-78-10
No GPS or FMS data provided to FCDM

Procedure
1. NMS1/NMS2 pb
Push to select different GTN unit
If problem persists:
2. NAV pb on ICP panel
9.2-112 24
Press
to
select
navigation source
VOR/ILS
APPROVED
Rev. 0.1

3.2.
ACAS FAILURE
3.2.1.
ACAS failure (as a result of missing input data)
FAILURE INDICATIONS
ADC 1
or/and
PFD
ADC 2
or
AHRS2
PFD
PFD
and as a result:
FAILED
indication on the Garmin display
Audio: ACAS altitude data invalid

Failure of one or both ADC or AHRS 2. ACAS is not longer usable.
Procedure
1. ACAS AUDIO sw
OFF
2. Continue flight
NOTE
APPROVED
Rev. 0.1
The ACAS processor is still working in the background.
9.2-112 25

3.3.
DATA SOURCE HEADING SOURCE INOPERATIVE OR CONNECTION TO GTN

LOST MESSAGE
Without a heading source to the GTN, the following features will not operate:
3.4.
Roll steering will not be provided to the autopilot for heading legs. The autopilot must
not be placed in NAV mode. HDG mode for heading legs must be used.
Map cannot be oriented to Heading Up.
All overlaying traffic data from ACAS on the main map display. The flight crew must
use the dedicated traffic page on the GTN system to display ACAS traffic data
DATA SOURCE PRESSURE ALTITUDE SOURCE INOPERATIVE OR CONNECTION

TO GTN LOST MESSAGE
Without a barometric altitude source to the GTN, the following features will not operate:
3.5.
Automatic leg sequencing of legs requiring an altitude source. The flight crew must
manually sequence altitude legs, as prompted by the system.
ADDITONAL FCDS INDICATIONS DURING GLS APPROACHES

The Flight Manual Supplement for the FCDS (FMS9.249) is extended as follows:
3.6.
Whenever ILS is used, it also applies to GLS operations.
Whenever the procedure requests to select the other ILS source, the NMS1/NMS2
pb shall be set accordingly
ADDITIONAL AFCS INDICATIONS DURING GLS APPROACHES

The emergency and malfunction procedures for the AFCS (FMS 9.2-48) are extended as
follows:
Whenever LOC is used, it also applies to LP and LNAV.
Whenever GS is used, it also applies to LPV and VNAV.
9.2-112 26
APPROVED
Rev. 0.1

4.
NORMAL PROCEDURES
For detailed information refer to the GARMIN GTN 650 Pilots Guide (P/N
1900100403) and/or GARMIN GTN 750 Pilots Guide (P/N 1900100703).
Before usage of the screens, it should be checked the display screens are clean.
Definitions:
Straight-in approach:
course change at the FAF is equal or less than 2_.
Turn on FAF approach:
course change at the FAF is more than 2_.
4.1.
IFR PROCEDURES
CAUTION
THE GTN NORMALLY PROVIDES AUTOMATIC SEQUENCING OF

SELECTED IFR PROCEDURES. BUT IN SOME CASES AUTOMATIC
SEQUENCING IS NOT POSSIBLE. IN THIS CASE, UNSUSP SK WILL
APPEAR ABOVE THE SUSP INDICATION. UPON REACHING THE
DESIRED WAYPOINT, THE PILOT MUST MANUALLY SEQUENCE TO
THE NEXT LEG BY SELECT THE UNSUSP SK ON THE GTN.
The crew must be proficient with the system operation and the applicable IFR
procedures. To enhance operational proficiency it is recommended to thoroughly practice
relevant procedures prior to actual use.
4.1.1.
Normal RNP APCH (LPV,LNAV/VNAV,LP)

CAUTION
BEFORE ENGAGING THE AUTOPILOT APP MODE, THE COURSE

POINTER (CRS) MUST BE SET TO THE PUBLISHED APPROACH
COURSE. DEVIATIONS OF THE CRS POINTER TO THE PUBLISHED APPROACH COURSE MAY LEAD TO SIGNIFICANT TRACK DEVIATIONS.
Recommendations for GLS approaches coupled with APP and GS mode

To ensure minimum workload, the following values are recommended for GLS approaches with APP and GS mode:
Maximum interception angle using VtF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45_
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 kt
Maximum tailwind/crosswind component was demonstrated up to . . . . . . . . 20 kt
Minimum interception distance (distance to RWY) . . . . . . . . . . . . . . . . . . . . . . 5 NM
NOTE D If an approach must be performed at airspeeds between 60 and 80 kt, it is

recommended to use the autopilot APP mode with IAS instead of GS mode.
When using IAS mode, the glideslope must be maintained by the pilot using
the collective.
APPROVED
Rev. 0.1
9.2-112 27

D The airspeed protection feature in the GS mode may cause deviation from the
intended flight path when activated. Its activation is indicated by the the
appropriate color and symbology changes (refer to FMS 9.2-48 Automatic
Flight Control System (AFCS).
D SBAS availability is provided by NOTAM. Integrity prediction for LPV approaches is provided by SBAS itself.
D Do not change NAV SOURCE prior to waypoint sequencing.
D No groundspeed is displayed on the GLS page. Use the display of the GTN if
groundspeed reference is needed.
D In case of a single side cockpit:
select the GLS 1 page on the (virtual) LH side by selecting ICP 1 on the
RCU and using the NAV SOURCE pb on ICP 1
set the final approach course for GLS 1 by selecting ICP 1 on the RCU and
using the CRS knob on ICP 1
After having finished the settings revert to N on the RCU
In the procedures outlined below, both NMS should be prepared for the respective approaches such that in case of failure the alternate NMS can be used.
9.2-112 28
APPROVED
Rev. 0.1

EFFECTIVITY
Dual side cockpit installation
4.1.1.1. RNP APCH (LPV, LNAV/VNAV, LP) straight in or turn on FAF using transition
waypoints
Both GTN
Select SYSTEM key

Select GPS Status key
Check 3D DIFF NAV
At flight plan loading:

GPS/VLOC pb
Select GPS
NMS1/NMS2 pb
Select PF NMS
PROC function key on either GTN
Load
and
activate RNAV
approach via transition waypoint
Engage
track
NAV SOURCE pb on both ICPs
heading to maintain
Select GLS 1 page LH

Select GLS 2 page RH
ND pb on both ICPs
Select HSI
CRS knob on ICP 1
Set final approach course GLS 1
CRS knob on ICP 2
NAV SOURCE pb on ICP PF
Select NMS page
NAV pb on APMS
Push to engage AP NAV mode if

desired
When sequencing to the FAF:

Recommended airspeed
90 kt
Both GTN

indicated
For glide slope mode:

APP and GS pb on APMS
Push
Check APP(A)
arming illuminate
and
GS(A)
Or alternatively for IAS mode:

APP pb on APMS
Push
Check APP(A) arming illuminate
IAS pb on APMS
Push once GS is active

Check IAS mode activated
APPROVED
Rev. 0.1
90 kt unless published otherwise
9.2-112 29

At 1 NM to FAF (or earlier for straight-in approach):

NOTE
NMS NAV mode change over to GLS mode through armed APP/GS may trigger
a DECOUPLE caution.
HDG rotary pb on APMS
Push
Select GLS page PF
ND pb on ICP PF
Select HSI
ND
Check correct level of service
When capturing condition is reached:

APMS
9.2-112 30
Check APP(C) and GS(C)/IAS

captions illuminate
APPROVED
Rev. 0.1

4.1.1.2. RNP APCH (LPV, LNAV/VNAV, LP) straight-in using vectors to final
Both GTN
Select SYSTEM key

Check 3D DIFF NAV
Select heading as advised and

push
Check
HDG
illuminates
on
APMS
Load
and
activate RNAV
approach via vectors to final
Both GTN

indicated

ND pb on both ICPs
Select HSI
CRS knob on ICP 1
CRS knob on ICP 2
ND PF
When cleared to intercept final:

Push
Check APP(A)
arming illuminate
and
GS(A)

APP pb on APMS
Push
IAS pb on APMS


APMS
APPROVED
Rev. 0.1

caption illuminate
9.2-112 31

4.1.1.3. RNP APCH (LPV, LNAV/VNAV, LP) turn on FAF using vectors to final
Both GTN
Select SYSTEM key

Check 3D DIFF NAV

push
Check
HDG
illuminates
on
APMS
Load
and
activate RNAV
Both GTN

indicated

ND pb on both ICPs
Select HSI
CRS knob on ICP 1
CRS knob on ICP 2


Select NMS page
When cleared to intercept inbound course to the FAF:

NAV pb on APMS
Check NAV (C) caption

illuminates

Push
Check APP(A)
arming illuminate
and
GS(A)

APP pb on APMS
Push
IAS pb on APMS

At 1 NM to FAF:
NOTE
a DECOUPLE caution.
Push
Select GLS page PF
ND pb on ICP PF
Select HSI
ND
9.2-112 32
APPROVED
Rev. 0.1


APMS
APPROVED
Rev. 0.1

caption illuminate
9.2-112 33

EFFECTIVITY
Single side cockpit installation
4.1.1.4. RNP APCH (LPV, LNAV/VNAV, LP) straight in or turn on FAF using transition
waypoints
Both GTN
Select SYSTEM key

Check 3D DIFF NAV
At flight plan loading:

GPS/VLOC pb
Select GPS
NMS1/NMS2 pb
Select PF NMS
Load
and
activate RNAV
approach via transition waypoint
Engage
track
heading to maintain
NAV SOURCE pb on ICP 2
Select GLS 2
ND pb on ICP 2
Select HSI
ICP knob on RCU
Select ICP 1
CRS knob on ICP 1
ICP knob on RCU
Select ICP N
CRS knob on ICP 2
Select NMS page
NAV pb on APMS

desired
When sequencing to the FAF:

90 kt
Both GTN

indicated

Push
Check APP(A)
arming illuminate
and
GS(A)

APP pb on APMS
Push
IAS pb on APMS

9.2-112 34
90 kt unless published otherwise

APPROVED
Rev. 0.1

At 1 NM to FAF (or earlier for straight-in approach):

NOTE
a DECOUPLE caution.
Push
Select GLS 2
ND pb on ICP 2
Select HSI
ND

APMS
APPROVED
Rev. 0.1

captions illuminate
9.2-112 35

4.1.1.5. RNP APCH (LPV, LNAV/VNAV, LP) straight-in using vectors to final
Both GTN
Select SYSTEM key

Check 3D DIFF NAV

push
Check
HDG
illuminates
on
APMS
Load
and
activate RNAV
Both GTN

indicated
Select GLS 2
ND pb on ICP 2
Select HSI
ICP knob on RCU
Select ICP 1
CRS knob on ICP 1
ICP knob on RCU
Select ICP N
CRS knob on ICP 2
ND PF

Push
Check APP(A)
arming illuminate
and
GS(A)

APP pb on APMS
Push
IAS pb on APMS


APMS
9.2-112 36

caption illuminate
APPROVED
Rev. 0.1

4.1.1.6. RNP APCH (LPV, LNAV/VNAV, LP) turn on FAF using vectors to final
Both GTN
Select SYSTEM key

Check 3D DIFF NAV

push
Check
HDG
illuminates
on
APMS
Load
and
activate RNAV
Both GTN

indicated
Select GLS 2
ND pb on ICP 2
Select HSI
ICP knob on RCU
Select ICP 1
CRS knob on ICP 1
ICP knob on RCU
Select ICP N
CRS knob on ICP 2


Select NMS page
When cleared to intercept inbound course to the FAF:

NAV pb on APMS
Check NAV (C) caption

illuminates

Push
Check APP(A)
arming illuminate
and
GS(A)

APP pb on APMS
Push
IAS pb on APMS

At 1 NM to FAF:
NOTE
a DECOUPLE caution.
Push
Select GLS 2
ND pb on ICP 2
Select HSI
ND
APPROVED
Rev. 0.1
9.2-112 37


APMS
EFFECTIVITY
9.2-112 38

caption illuminate
ALL
APPROVED
Rev. 0.1

4.1.2.
LNAV and LNAV+V approach

NOTE
An LNAV+V approach is an LNAV approach with advisory vertical guidance only.

It is not a GLS approach. To view the vertical guidance for LNAV+V approaches,
use the CDI pushbutton to select the appropriate GTN unit to GPS. The guidance will then be shown in the glideslope area of the Primary Flight Display as
soon as the FAF is sequenced. Lateral guidance will not be shown on the Primary Flight Display and the AP G/S mode can not be coupled.
NMS selector pb
Select PF NMS
4.1.2.1. Approach using transition waypoint:

Press
Select RNAV approach (LNAV
or LNAV+V)
Select and activate transition
waypoint or vectorstofinal
NAV SOURCE pb on PF ICP

NAV pb on APMS
Latest 60 seconds before the FAF
Select ENTER to confirm

Select NMS page
Push to engage autopilot NAV
mode, if desired
Check LNAV or LNAV+V is
indicated on the selected GTN
unit
4.1.2.2. Approach using vectors to final:


push
Check
HDG
illuminates
on
APMS
Load
and
activate RNAV

NAV SOURCE pb on PF ICP
NAV pb on APMS
APPROVED
Rev. 0.1
Select NMS page

Push to engage autopilot NAV
mode, if desired
9.2-112 39

4.1.3.
Missed approach procedure (for all the above procedures)

Upon Go-around decision:
5.
GA pb on collective
Upon passing MAP
Push to engage go-around

Check SUSP illuminated (on
GTN or annunciator light)
Select
to
approach
Select NMS page
NAV pb on APMS

desired
activate
missed
PERFORMANCE DATA
9.2-112 40
APPROVED
Rev. 0.1

6.
MASS AND BALANCE

7.
SYSTEM DESCRIPTION
For more detailed information either check FLM supplement 9.2-111 and/or the GARMIN
GTN 650 Pilots Guide (P/N 1900100403) and/or GARMIN GTN 750 Pilots Guide (P/N
1900100703).
7.1.
INDICATIONS IN CONJUNCTION WITH FCDS

For detailed information about FCDS indication refer to FMS 9.2-49, FMS 9.2-53 or FMS
9.2-60 FLIGHT CONTROL DISPLAY SYSTEM.
7.2.
INDICATIONS ON GTN UNIT AND ADDITIONAL ANNUNCIATIONS
Switches and/or annunciators on instrument panel (see Fig. 2)

INTG
The reliability of the position provided by the GPS is insufficient.
APR
Approach is annunciated on IP when the Approach mode is active
SUSP/OBS
OBS mode is annunciated when GTN unit is in OBS mode or SUSP with
automatic leg sequencing being suspended
VLOC/GPS
refer to para 7.4
Indications on GTN
TERM
Terminal is annunciated when the H/C is within 30 NM of departure or arrival

airport.
WPT
Illuminated when reaching the next WP (on GTN flashing)
LNAV
LNAV integrity is currently on its limit. The approach may be aborted.
LNAV/VNAV
SBAS integrity is currently on its limit. The approach is safe to continue but a
downgrade to LNAV may occur.
LP
LPV
LNAV
Approach is annunciated on IP when the Approach mode is active
LNAV/VNAV
Lateral Navigation and Vertical Navigation (LNAV/VNAV) approach.
LP
LPV
DPRT
Localizer Performance with no vertical guidance.

Localizer Performance with Vertical guidance (LPV) approach.
Departure, indicates the system is using nonprecision approach integrity.
ENR
Enroute mode, the GTN uses 2.0 NM as horizontal alert limit and
a CDI scale of 2.0 NM
OCN
Oceanic, CDI fullscale deflection is 2.0 NM.
LOW ALT
DR
the LOW ALT annunciation indicates the aircrafts estimated height is lower
than the Final Approach Waypoint height by approximately 50 meters. This
annunciation will not be active when TAWS is operational.
the GTN to provides limited navigation using the last known position and
speed after a loss of GPS navigation while on an active flight plan.
MANUFACTURERS DATA
APPROVED
Rev. 0.1
9.2-112 41

Indications on GTN
LOI
MSG
The reliability of the position provided by the GPS is insufficient.

MSG indicates message(s) active
Fig. 1
Fig. 2
9.2-112 42
GTN annunciators / switches
VLOC
INTG
GPS
APR
OBS
SUSP
Annunciators / switches - on GTN and Instrument Panel
APPROVED
MANUFACTURERS
DATA
Rev. 0.1

7.3.
NMS 1/2 PUSHBUTTON

The NMS 1/2 pushbutton allows the selection of the GTN unit that will be used for presentingdata on the FCDS and for autopilot coupling.
The NMS1/2 pushbutton provides the capability to interface two NMS sources to the
FCDS. Two ARINC lines (NMS 1 and NMS 2) and also the installed status indicators
(VLOC/GPS, WPT, TERM, APR, INTG, OBS) are switched.
The NMS1/2 pushbutton is dimmable via the rheostat in the overhead panel.
The pushbutton is power supplied via the NMS 1 pb. In case of loss of 28 VDC power
distribution of the pushbutton the NMS 2 information will be interfaced to the dispay system.
NMS1
NMS2
NMS 1 interfaced to FCDS
Fig. 3
MANUFACTURERS DATA
APPROVED
Rev. 0.1
or
NMS1
NMS2
NMS 2 interfaced to FCDS
NMS1 / NMS2 pb typical installation
9.2-112 43

7.4.
VLOC/GPS PUSHBUTTON
The VLOC/GPS pushbutton is used to switch between VOR/ILS and GLS (ILS look alike)
guidance of both GTN units to the FCDS and autopilot.
The VLOC/GPS pushbutton can be either set to VLOC for performing conventional VOR/
ILS navigation or to GPS for performing GLS approach types i.e. LPV, LNAV/VNAV and
LP.The VLOC/GPS pushbutton is dimmable via the rheostat in the overhead panel.
The pushbutton is power supplied via the NMS 1 cb and NMS 2 cb. In case of loss of 28
VDC power distribution to the pushbutton the VOR/ILS information of both GTN will be
interfaced to the display and autopilot system.
VLOC
GPS
Fig. 4
9.2-112 44
VLOC/GPS pb typical installation
APPROVED
MANUFACTURERS
DATA
Rev. 0.1

External Hoist System LH/RH side (227 KG / 500 LBS)
EFFECTIVITY
For all hoist installations according CS27 Amdt. 2.
FMS
9.2-117
SUPPLEMENT FOR
EXTERNAL HOIST SYSTEM LH/RH SIDE (227 KG / 500 LBS)
External Hoist System is installed.
NOTE
Effectivity
External Hoist System (cable length 50m or

90m)
All
External Hoist detachable part (required for

cable length 90m)
All
Hoist light fix 300/150W + IR (optional)
All
For approving authorities and respective dates of approval refer to the log of supplements.
Date: DEC 11, 2014
Approved by EASA

EASA APPROVED
Rev. 1
9.2-117 1


NOTE
Page
Rev.No.
Rem
Page
Rev.No.
Rem
Page
Rev.No.
9.2-117 -1
9.2-117 -15
9.2-117 -29
9.2-117 -2
1.1
9.2-117 -16
9.2-117 -30
9.2-117 -3
1.1
9.2-117 -17
9.2-117 -31
9.2-117 -4
9.2-117 -18
9.2-117 -32
9.2-117 -5
9.2-117 -19
9.2-117 -33
9.2-117 -6
9.2-117 -20
9.2-117 -34
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EASA APPROVED
Rev. 1.1

LOG OF REVISION
FIRST ISSUE
ORIGINAL
SEE PAGE 9.2-117-1
REVISION
1
NOV 20, 2015
REVISION
1.1
(see entry below)
REVISION 1.1
Date: DEC 17, 2015
EASA.21J.034.
EASA APPROVED
Rev. 1.1
9.2-117 3

TABLE OF CONTENTS
Page
1.
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 8
1.1.
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 8
1.2.
Operational rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 9
2.
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 9
2.1.
Configuration requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 9
2.2.
High NR Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 9
2.3.
Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 10
2.4.
Flight crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 10
2.5.
Personnel-carrying device system (PCDS) . . . . . . . . . . . . . . . . . . . . . 9.2-117 10
2.6.
Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 10
2.7.
Mass and load limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 11
2.7.1.
Maximum Gross Mass during hoist operation . . . . . . . . . . . . . . . . . . . 9.2-117 11
2.7.2.
Hoist Load Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 11
2.8.
Center of gravity limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 11
2.8.1.
Longitudinal C.G. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 11
2.8.2.
Lateral C.G. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 11
2.9.
Altitude limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 12
2.9.1.
Altitude limitations for HEC operations requiring OEI performance 9.2-117 12
2.9.2.
Altitude limitation for RH side hoist operations . . . . . . . . . . . . . . . . . . 9.2-117 12
2.10.
Temperature limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 12
2.11.
Airspeed limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 12
2.11.1. Never exceed speed (VNE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 12

2.11.2. Vertical speed limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 12
2.12.
Maneuvering limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 12
2.13.
Altitude / gross mass / wind limitation . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 13
2.14.
Hoist limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 15
2.14.1. Clutch limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 15

2.14.2. Hoist Load Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 15
2.14.3. Cable length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 16
2.14.4. Oscillation/deflection angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 16
2.14.5. Hook/bumper assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 16
2.14.6. Hoist/hooks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 16
2.14.7. Hoist gearbox oil limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 16
2.15.
9.2-117 4
Placards and decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 17
EASA APPROVED
Rev. 1

Page
3.
EMERGENCY AND MALFUNCTION PROCEDURES . . . . . . . . . . . 9.2-117 21
3.1.
Cable cutting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 21
3.2.
Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 21
3.2.1.
Single engine failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 22
3.2.2.
Single engine failure cargo close to the ground . . . . . . . . . . . . . . . 9.2-117 23
3.2.3.
Single engine failure confined area operations . . . . . . . . . . . . . . . . 9.2-117 24
3.2.4.
Single engine failure clear area operations . . . . . . . . . . . . . . . . . . . 9.2-117 25
3.3.
Generator failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 26
3.3.1.
Single generator failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 26
3.3.2.
Dual generator failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 26
3.4.
Hoist motor runaway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 27
3.5.
Damaged cable, cable jam or miswrap . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 28
3.6.
Severe load oscillations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 29
3.7.
Caution light indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 29
4.
NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 31
4.1.
Preflight check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 31
4.2.
Hoist operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 33
4.2.1.
General Remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 33
4.2.2.
Standard load pick-up procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 35
5.
PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 36
5.1.
AEO and OEI Maximum rate of climb . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 36
5.2.
Hoist operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 36
5.3.
Hoist operations requiring OEI performance . . . . . . . . . . . . . . . . . . . . 9.2-117 37
5.4.
HEC hoist operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 37
5.4.1.
Clear area operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 37
5.4.1.1. Hover performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 37

5.4.2.
Confined area HEC hoist operations requiring OEI performance . . 9.2-117 39
5.4.2.1. Hover performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 39

5.5.
OEI training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 41
6.
MASS AND BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 42
6.1.
Mass and Balance correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 42
6.2.
Hoist load chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 42
6.2.1.
In-flight C.G. range for a given hoist load to be picked up . . . . . . . . 9.2-117 42
6.2.2.
Max. allowable hoist load for a given in-flight C.G. and gross mass 9.2-117 43
6.3.
Lateral C.G. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 44
EASA APPROVED
Rev. 1
9.2-117 5

Page
7.
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 45
7.1.
Hoist unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 45
7.2.
Cable cutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 45
7.2.1.
Pyrotechnic cable cutting device (primary) . . . . . . . . . . . . . . . . . . . . . 9.2-117 45
7.2.2.
Manually operated cable cutter (secondary) . . . . . . . . . . . . . . . . . . . . 9.2-117 45
7.3.
Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 46
7.3.1.
Control switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 46
7.3.2.
Monitoring systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 46
7.4.
Hoist hooks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 48
7.4.1.
Standard hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 48
7.4.2.
Slide Lock Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 48
7.4.3.
D-Lock Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 49
7.5.
Cable oscillations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 49
7.6.
Cabin audio control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 51
7.7.
External hoist light (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 51
9.2-117 6
EASA APPROVED
Rev. 1

LIST OF FIGURES
Fig. 1
Wind limitations (part 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 13
Fig. 2
Wind limitations (part 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 14
Fig. 3
Clear area and cargo close to the ground HEC hoist operations
requiring OEI performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 38
Fig. 4
Confined area HEC hoist operations requiring OEI performance . . . 9.2-117 40
Fig. 5
C.G. of the hoist operator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 42
Fig. 6
C.G. envelope (longitudinal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 44
Fig. 7
Typical external hoist system (LHside installation is shown) . . . . . . 9.2-117 47
Fig. 8
Standard Hook (NHEC and HEC operations not requiring OEI performance)
typical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 48
Fig. 9
Slide Lock Hook (NHEC and HEC operations not requiring OEI performance)
Fig. 10
D-Lock Hook (HEC and HEC operations requiring OEI performance)

Fig. 11
Pendulum schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 50
Fig. 12
External hoist light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2-117 51
EASA APPROVED
Rev. 1
9.2-117 7

1.
GENERAL
This supplement applies for all hoist installations according CS27 Amdt. 2. For hoist
installations FAR 27 Amdt. 2 see FMS 9.220.
1.1.
DEFINITIONS
NHEC:
Non-Human External Cargo. Any hoist operation that does not at any time involve a
person(s) being carried on the hoist.
HEC:
Human External Cargo. Any hoist operation where a person(s) is carried on the hoist.
HEC requiring OEI performance:
HEC hoist operations requiring the use of Cat A rotorcraft and where the helicopter
has sufficient OEI hover capability to ensure safety of the rotorcraft, the persons on
the hoist and third parties or property in case of critical engine failure during the hoist
operation.
HEC not requiring OEI performance:
HEC hoist operations where the helicopter does not require OEI hover capability in
case of critical engine failure.
Jettisonable:
The hoist cable can be intentionally cut using the cable cut function or the cable
scissors.
PCDS:
9.2-117 8
Personnel-Carrying Device System The entire attached or suspended system used

to carry HEC (harness, litter, karabiners, etc).
EASA APPROVED
Rev. 0

1.2.
OPERATIONAL RULES
The categorization of rotorcraft-load combinations is given for guidance/information
only, since it is an operational requirement defined in FAR Part 133 which may not be
applicable in other countries and is subject to change and interpretation by the national
operational authorities. Within this context, the hoist system described in this flight
manual supplement is generally understood to be a:
2.
Class B rotorcraft-load combination when NHEC is carried.
Class B rotorcraft-load combination when HEC is carried, but the requirements for
hoist operations requiring OEI performance are not applicable and/or no
communication between the rotorcraft crew and the external occupants is necessary.
Class D rotorcraft-load combination when HEC is carried and the requirements for
hoist operations requiring OEI performance are applicable and communication
between the rotorcraft crew and the external occupants is necessary.
LIMITATIONS
NOTE
2.1.
Alternate static port shall not be used if the sliding doors are opened.
The installed Boarding step/ Multifunction step must be approved for installation in
conjunction with the external hoist system.
If the snow skids or skids for the emergency floats are installed in conjunction with the
external hoist system, the respective cable deflector kit and the approved boarding step
must be installed.
Flight operations with opened doors are permissible only when an approved Sliding Door
Locking Device is installed and sliding door curtains, if installed, have been removed.
2.2.
HIGH NR MODE
During hoist operations the HIGH NR mode must be selected. The limitations /
procedures for HIGH NR mode in the basic Flight Manual remains unchanged.
EASA APPROVED
Rev. 1
9.2-117 9

2.3.
OPERATING LIMITATIONS
Operation of the helicopter is approved for the lifting of loads (NHEC or HEC) free of land
or water under VFR (day/night incl. NVIS). The load jettisoning system (i.e. electric cable
cut function and cable scissors) must be installed and operational.
NVIS operations are approved in accordance with FMS 9.2-86.
Operations with a load attached to the hoist shall be conducted in accordance with the
appropriate operating rules for external loads. Operations with Human External Cargo
(HEC) require approval of the responsible authority.
Category A procedures with opened doors and/or extended hoist are prohibited.
Whenever flight with open cabin doors is conducted, all passengers in the cabin shall be
seated with seat belts fastened or shall be properly secured to an approved cabin
attachment point. Loose objects must be safely secured and prevented from moving.
Landings with hoist load attached to the hook are generally prohibited. If particular
operational conditions require landing with the load attached to the hook, care shall be
taken to avoid shock loading the hoist. If a shock load is encountered or overload clutch
slippage has occurred, maintenance is required.
2.4.
FLIGHT CREW
NOTE
Before executing hoist operations the crew must be properly trained for this
specific kind of operation.
The minimum flight crew consists of one pilot and one hoist operator.
During hoist operations the hoist operator must be secured to the attachment point in the
helicopter with an approved Personnel Carrying Device System (PCDS).
2.5.
PERSONNEL-CARRYING DEVICE SYSTEM (PCDS)

Operation of the external hoist with HEC requires the use of a Personnel Carrying Device
System (PCDS), which must be approved by the local Aviation Authority. TSO-C167
provides one such acceptable means of approval.
2.6.
COMMUNICATION
For hoist operations intercommunication shall be maintained between the pilot(s) and the
hoist operator. The hoist operator shall use the WINCH intercom connector.
For HEC operations, verbal or non-verbal (i.e. hand signals) communication between the
external occupants (HEC) and pilot(s)/hoist operator must be maintained. If operational
rules require verbal communication, one of the following means of communication shall
be used:
An approved VHF or FM radio selectable on the crew intercom system and a portable
radio carried by the external occupant (connected to a helmet/headset worn by the
external occupant).
NOTE
9.2-117 10
Radios which are permanently linked to the intercommunication system have to

be approved for HEC operations.
EASA APPROVED
Rev. 1

2.7.
MASS AND LOAD LIMITATIONS
2.7.1.
Maximum Gross Mass during hoist operation

Maximum gross mass (including external load) during hoist operation: . . . . . . . . 2910 kg
2.7.2.
Hoist Load Limitation

NOTE
2.8.
To comply with EASA hoist requirements, the temporary hoist load limitations of
Para. 2.14.2. are to be observed.
CENTER OF GRAVITY LIMITATION

With hoist boom retracted and hook fully raised and unloaded, the C.G. envelope of the
basic helicopter applies (see Sec. 2 of the basic Flight Manual).
If Reinforced Rear Crosstube (FMS 9.225) or Intermediate Landing Gear (FMS 9.294)
or High Landing Gear (FMS 9.222) installed, the C.G. envelope given in the
corresponding FMS applies for unloaded hoist operation.
2.8.1.
Longitudinal C.G.
For hoist operations the basic longitudinal C.G. envelope of FLM Section 2 applies to the
helicopter with a load on the hoist. Para 6.2. of this supplement gives an aid in
determining the allowable C.G. envelope of the helicopter with the hoist fitted, but no
load attached.
2.8.2.
Lateral C.G.
Lateral C.G. of the helicopter must be within the basic helicopter limits before starting the
hoist operation.
For hoist operations the basic lateral C.G. envelope of FLM Section 2 applies to the
helicopter with the hoist fitted, but no load attached. It is permitted to exceeded the
basic lateral CG envelope by picking up a hoist load up to the maximum allowable mass
as given in Para. 2.7.2. of this supplement.
EASA APPROVED
Rev. 1
9.2-117 11

2.9.
ALTITUDE LIMITATION
2.9.1.
Altitude limitations for HEC operations requiring OEI performance

Maximum operating density altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7000 ft DA
2.9.2.
Altitude limitation for RH side hoist operations
Maximum altitude for flight with load attached to the hook is limited to 1000 ft above the
max. altitude for HOGE Performance according to section 5 of the Basic Flight Manual in
part Hover ceiling out of ground effect (AEO,TOP, Bleed Air off).
2.10.
TEMPERATURE LIMITATION
Minimum OAT for hoist operation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35_C
Maximum OAT for hoist operation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +50_C
2.11.
AIRSPEED LIMITATION
With boom retracted and hook fully raised (no load), the limitations of the basic helicopter
remain unchanged.
2.11.1. Never exceed speed (VNE)

VNE for hoist operations or flight with fully or partly extended boom
and/or opened sliding door(s): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 KIAS
VNE for hoist operations with an overall gross mass below 2300 kg . . . . . . . . . . . 50 KIAS
VNE for hoist operations above 7000 ft PA
and hoist cable extended more that 10 m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 KIAS
2.11.2. Vertical speed limitation
Max. rate of descent with cable extended from 45 kIAS up to 60 kIAS : . . . . 1500 ft/min
2.12.
MANEUVERING LIMITATIONS
Maximum permissible bank angle is:
Cable extended and load on the hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20_
Hoist extended or no load on the hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30_
9.2-117 12
EASA APPROVED
Rev. 1

2.13.
ALTITUDE / GROSS MASS / WIND LIMITATION
EFFECTIVITY
Hoist RH for HEC and NHEC
If the hoist is RH-side installed the wind limitations of the Basic Flight Manual remain
valid.
EFFECTIVITY
Hoist LH for HEC and NHEC
For GM up to 2835 kg and DA up to 7000 ft

and for GM above 2835 kg and DA up to 5000 ft
LH side - Hoist operations have been demonstrated under the following conditions:
75_
up to 20 kt
up to 30 kt
15_
up to 60 kt
180_
15_
up to 30 kt
Fig. 1
EASA APPROVED
Rev. 1
Wind limitations (part 1)
9.2-117 13

EFFECTIVITY
Hoist LH for NHEC and HEC not requiring OEI performance
For GM up to 2835 kg and DA above 7000 ft

and for GM above 2835 kg and DA above 5000 ft
LH side Hoist operations have been demonstrated under the following conditions:
45_
135_
up to 10 kt
up to 20 kt
up to 30 kt
15_
up to 60 kt
(45 kt *)
180_
15_
up to 30 kt
* cable extended more than

10 m above 7000 ft DA
Fig. 2
EFFECTIVITY
9.2-117 14
Wind limitations (part 2)
ALL
EASA APPROVED
Rev. 0

2.14.
HOIST LIMITATION
2.14.1. Clutch limitations

NOTE
According to the current EASA hoist AD the following temporary warnings and
cautions concerning the overload clutch have to be respected.
WARNING D IT WAS DISCOVERED THAT A SIGNIFICANT LOAD FACTOR MAY

CAUSE SLIPPAGE OF THE HOIST CABLE DUE TO ACTIVATION OF
THE OVERLOAD CLUTCH.
TO AVOID SLIPPAGE, ANY SIGNIFICANT LOAD FACTORS SHALL BE
AVOIDED BY:
MINIMIZING CABLE PENDULUM (ESPECIALLY DURING STEADY
TURNS)
AVOIDING ABRUPT MANEUVERS AND RAPID TURNS
AVOIDING SUDDEN REVERSALS OF THE HOIST DIRECTION,
SUDDEN STOPPING OR ACCELERATION OF THE CABLE
CABLE SLIPPAGE IS MORE LIKELY TO OCCUR WHEN:
THE HOIST GEARBOX OIL TEMPERATURE IS LOW
D IN CASE OF (SUSPECTED) OVERLOAD CLUTCH SLIPPAGE,
MAINTENANCE SHALL BE PERFORMED IN ACCORDANCE WITH THE
MAINTENANCE DOCUMENTATION BEFORE THE NEXT FLIGHT
CAUTION D IT WAS DISCOVERED THAT IN SOME CASES THE OVERLOAD
CLUTCH MAY NOT FUNCTION, I.E. THE CABLE WILL NOT REEL OFF
WHEN EXCESSIVE LOADS OCCUR.
D TO AVOID EXCESSIVE LOADS, THE HOIST OPERATOR SHALL USE
UTMOST CARE TO PREVENT THE HOIST CABLE FROM SNAGGING
(I.E. ENTANGLING OR GETTING CAUGHT ON OBJECTS).
D WHEN CABLE SNAGGING OCCURS, THE OPERATOR SHALL BE
PREPARED TO CUT THE CABLE AS A LAST RESORT
MALFUNCTION OF THE OVERLOAD CLUTCH IS MORE LIKELY
WHEN:
THE HOIST GEARBOX OIL TEMPERATURE IS HIGH
THE REELED-OFF CABLE LENGTH IS HIGH
2.14.2. Hoist Load Limitation
NOTE
To comply with EASA requirements, the following temporary hoist limitations are
to be observed.
Maximum hoist load above 20_C OAT: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204 kg / 450 lbs

Maximum hoist load at or below 20_C OAT: . . . . . . . . . . . . . . . . . . . . . . . . 181 kg / 400 lbs
A maximum of two persons with equipment at a time shall be hoisted, except when it can
be explicitly determined that more persons with equipment do not exceed the maximum
hoist load (e.g. when small persons or children are being hoisted).
EASA APPROVED
Rev. 1
9.2-117 15

2.14.3. Cable length

EFFECTIVITY
External Hoist System 50 m
Maximum usable hoist cable length: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 m

EFFECTIVITY
External Hoist System 90 m
Maximum usable hoist cable length: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 m

EFFECTIVITY
All
2.14.4. Oscillation/deflection angle

Load oscillations shall be limited to avoid excessive cable deflection angles and/or
contact with the skids.
CAUTION
DURING FLIGHT OPERATION WITH EXTENDED CABLE AND NO LOAD

ATTACHED TO THE HOOK, THE REARWARD CABLE DEFLECTION
ANGLE COULD EXCEED 30_ (ESPECIALLY IN FORWARD FLIGHT). TO
AVOID DAMAGING THE CABLE, THE HOIST OPERATOR SHOULD
GUIDE THE CABLE BY HAND OR FOOT IN ORDER TO LIMIT THE
REARWARD CABLE DEFLECTION ANGLE TO MAXIMUM 30_.
2.14.5. Hook/bumper assembly

During normal flight operations, hook/bumper assembly must be in the fully raised
position (limit stop activated).
2.14.6. Hoist/hooks
EFFECTIVITY
HEC
For all HEC operations the DLock hook (see para 7.4.3.) must be fitted and approved in
accordance with the relevant airworthiness requirements.
EFFECTIVITY
NHEC
For NHEC operations the standard hook (see para 7.4.1.) or the slide lock hook (see
para 7.4.2.) or the D-Lock hook (see para 7.4.3.) can be fitted and approved in
accordance with the relevant airworthiness requirements.
EFFECTIVITY
ALL
2.14.7. Hoist gearbox oil limitations

Hoist gearbox oil type: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobil Jet Oil II
Hoist gearbox oil quantity: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 liter / 1.1 kg
9.2-117 16
EASA APPROVED
Rev. 1

2.15.
PLACARDS AND DECALS
EFFECTIVITY
External Hoist System 50 m, before ASB EC135-85A-058
Placard:
AUSSENWINDE
BETRIEBSGRENZEN: AUF AB
WINDENLAST: kg
230 230
SEILLNGE:
50 m
EXTERNAL HOIST SYSTEM

LIMITATIONS:
UP DOWN
WINCH LOAD: lbs 507
507
CABLE LENGTH: 164 ft
FOR HOIST PAYLOAD LIMITATIONS BELOW

0_C OAT REFER TO FLIGHT MANUAL
Location: LH or RH sliding door upper frame
EFFECTIVITY
External Hoist System 50 m, after ASB EC135-85A058
Placard:
AUSSENWINDE
WINDENLAST: kg
204 204
SEILLNGE:
50 m

LIMITATIONS:
UP DOWN
WINCH LOAD: lbs 450
450

EFFECTIVITY
External Hoist System 90 m, before ASB EC135-85A-058
Placard:
AUSSENWINDE
WINDENLAST: kg
230 230
SEILLNGE:
90 m

LIMITATIONS:
UP DOWN
WINCH LOAD: lbs 507
507
FOR HOIST PAYLOAD LIMITATIONS BELOW

0_C OAT REFER TO FLIGHT MANUAL
EFFECTIVITY
External Hoist System 90 m,, after ASB EC135-85A058
Placard:
AUSSENWINDE
WINDENLAST: kg
204 204
SEILLNGE:
90 m

LIMITATIONS:
UP DOWN
WINCH LOAD: lbs 450
450

EFFECTIVITY
All
EASA APPROVED
Rev. 1
9.2-117 17

Placard:
DIESEN GRIFF NICHT ZUR
PERSONENSICHERUNG VERWENDEN
DO NOT USE THIS HANDLE FOR
SECURING PERSONS
Location: Inside cabin, near handles
Placard:
WINDENBETRIEB MIT PERSONENLAST
IST IN BEREINSTIMMUNG MIT DEN NATIONALEN VORSCHRIFTEN DURCHZUFHREN
BEI WINDENMISSIONEN DRFEN NUR
DIE FR DEN WINDENBETRIEB ERFORDERLICHEN PERSONEN AN BORD SEIN
THE HOISTING OF PERSONS SHALL

BE PERFORMED IN ACCORDANCE
WITH NATIONAL REGULATIONS
DURING HOIST MISSIONS ONLY PERSONS WHO ARE NECESSARY FOR
HOIST OPERATION MAY BE CARRIED
IN THE HELICOPTER
Location: RH cockpit windshield frame

Placard:
ACHTUNG
GEKROEPFTER EINSTIEGSTRITT
CAUTION
CRANKED FOOTSTEP
Location: Inside, above sliding door LH or RH (optional)
Placard:
MAX. LAST: 230 KG
MAX. LOAD: 500 LBS
Location: Inside cabin, near safety harness fitting (optional)
9.2-117 18
EASA APPROVED
Rev. 1

EFFECTIVITY
After ASB EC135-85A058
Placard:
OPERATION MIT AUSGEFAHRENEM KABEL UND LAST AUF DEM HAKEN:
MAX. ZULAESSIGER ROLLWINKEL 20_
WARNUNG: UEBERSCHREITUNG VON 15_ DES SEITLICHEN PENDELWINKELS/HS
VERTIKALKOMPONENTE KANN ZUM RUTSCHEN DER UEBERLASTKUPPLUNG
FUEHREN
ACHTUNG: ES IST UNWAHRSCHEINLICH, DASS DIE UEBERLASTKUPPLUNG IM FALL
EINER OVERLOAD FUNKTIONIERT
OPERATION WITH EXTENDED CABLE AND LOAD ON THE HOOK:
MAXIMUM PERMISSIBLE BANK ANGLE IN TURN IS 20_
WARNING: EXCEEDING 15_ OF LATERAL PENDULUM ANGLE/HELICOPTER
VERTICAL AXIS CAN LEAD TO CLUTCH SLIPPAGE
CAUTION: OVERLOAD CLUTCH IS UNLIKELY TO FUNCTION IN CASE OF OVERLOAD
Placard:
A MAXIMUM OF TWO PERSONS WITH EQUIPMENT AT
A TIME SHALL BE HOISTED, EXCEPT WHEN IT CAN
BE EXPLICITLY DETERMINED THAT MORE PERSONS
WITH EQUIPMENT DO NOT EXCEED
THE MAXIMUM HOIST LOAD (E.G. WHEN SMALL PERSONS
OR CHILDREN ARE BEING HOISTED).
OAT ABOVE 20_C
MAXIMUM HOIST LOAD 450 LB (204 KG)
OAT AT OR BELOW 20_C
MAXIMUM HOIST LOAD 400 LB (181 KG)
EASA APPROVED
Rev. 1
9.2-117 19

Placard:
DER WINDENBETREIBER MUSS BERUECKSICHTIGEN,
DASS DIE FUNKTION DER UEBERLAST KUPPLUNG
NICHT GARANTIERT WERDEN KANN UND
ENTSPRECHEND GEFAEHRLICHE SITUATIONEN
FUER DEN HUBSCHRAUBER DURCH VERHAKTES
WINDENSEIL VERMEIDEN.
HOIST OPERATORS SHALL PREVENT HAZARDS
TO THE AIRCRAFT RESULTING FROM A CABLE
SNAG AS CORRECT FUNCTIONING OF THE
OVERLOAD CLUTCH IS NOT GUARANTEED.
EFFECTIVITY
9.2-117 20
All
EASA APPROVED
Rev. 1

3.
3.1.
CABLE CUTTING
In the event of a severe inflight emergency, it might be necessary to cut the cable in
order to avoid hazard for the flight crew or helicopter.
NOTE
If the cable needs to be cut in a non time-critical situation (e.g. cable entangled
on ground), the cable cutter shears (step 3.) can be used as an alternative.
Procedure
Cutting may be performed by either pilot or hoist operator.
Pilot collective grip
1. CUT CABLE pb guard
Raise
2. CUT CABLE pb
Press
Hoist operator Hoist control pendant

1. CUT CABLE pb guard
Raise
2. CUT CABLE pb
Press
If, for any reason the pyrotechnic cable cutting device fails to operate:
3. Cable Cutter Shears
3.2.
Remove and cut cable manually
ENGINE FAILURE
NOTE D Pyrotechnic cable cutter remains operational regardless of generator status.
D Safe flyout trajectory free of obstacles should be secured before starting hoist
operation
D An appopriate mean to determine T/O and acceleration distances in
combination with mass reduction can be found in FMS 9.1.1 Category A:
Climbout Flight Path, height gain over horizontal distance (segment I+II).
D The procedures below require extensive (prebriefed) crew coordination
whereby pilot and hoist operator perform certain actions simultaneously and
not in order as written down. For example: Hoist is being retracted and
stowed, simultaneously pilot reduces collective and increases airspeed.
EASA APPROVED
Rev. 1
9.2-117 21

NHEC and HEC not requiring OEI performance
EFFECTIVITY
3.2.1.
Single engine failure

This procedure shall be used if NHEC is attached to the hoist or if the required OEI hover
capability is not given.
Procedure
1. Single engine failure procedure
Perform in accordance with basic flight

manual
When necessary to safely complete the procedure:

2. Cable cutting procedure
Perform
When safe flyaway allows:

2.
Hoist
Retract
Embark cargo
Fully retract and stow
9.2-117 22
EASA APPROVED
Rev. 1

EFFECTIVITY
3.2.2.
HEC requiring OEI performance
Single engine failure cargo close to the ground

This procedure shall be used if:
The cargo (HEC) attached to the hoist is on or close to the ground/deck

(less than 10 ft / 3 m) and can be safely lowered back to the ground/deck.
The aircraft gross mass is at or below the gross mass according Fig. 3.
Procedure
1. Hover position
Maintain
2. Hoist load
Lower
When hoist load is safe on ground:

If necessary to safely complete the procedure:
3. Cable cutting procedure
Perform
If safe flyaway allows:

3.
Hoist
Fully retract at max. speed,

embark cargo
4. Hoist
Stow
5. Collective lever
Adjust to max. OEI 30 sec PWR

Perform OEI climbout
6. When red OEI counter starts flashing
Adjust OEI 2 min PWR

Select 2 min PWR topping
7. Clear of obstacles
Accelerate with 8_ nose down
8. Upon reaching 30 KIAS
Raise nose and accelerate to

and climb at VTOSS (40 KIAS)
9. Upon reaching 200 ft (60 m)
Accelerate to VY (65 KIAS)
10. Collective lever
Select OEI MCP
11. Climb / descent
Continue with VY (65 KIAS) to

appropriate altitude.
Perform
EASA APPROVED
Rev. 1
9.2-117 23

3.2.3.
Single engine failure confined area operations

The cargo (HEC) attached to the hoist is safely off the ground/deck but still within the
obstacle environment.
The aircraft gross mass is at or below the gross mass according Fig. 4 reduced by:
20 kg for HEC load up to 150 ft (45 m) below surrounding obstacle height
Procedure
1. Hover position
Maintain
2. Hoist
Retract at maximum speed
3. Collective lever

Climb vertically
4. When red OEI counter starts flashing
Adjust OEI 2 min power

Select 2 min power topping
5. When hoist cargo minimal 35 ft (10 m)

above obstacle height
Accelerate with 8_ nose down

7. Hoist
Embark cargo
8. Doors
Close
9. When amber OEI counter starts flashing
Adjust OEI MCP
10. Climb / descent
Establish VY (65
appropriate altitude
Perform
Perform single engine landing
9.2-117 24
KIAS)
to
EASA APPROVED
Rev. 1

3.2.4.
Single engine failure clear area operations

The cargo (HEC) attached to the hoist is safely off the ground/deck and a safe
fly-away possible.
The aircraft gross mass is at or below the gross mass according Fig. 3.
Procedure
1. Hover position
Maintain
2. Hoist
Retract at maximum speed
When load is more than 30 ft (9 m) above ground:

3. Collective lever

Perform OEI climb out

5. Upon reaching 200 ft (60 m) AGL
Adjust OEI 2 min PWR

Select 2 min PWR topping
Accelerate to VNE hoist
(60 KIAS)
6. Collective lever
Select OEI MCP
7. Hoist
Embark cargo
8. Doors
Close
9. Climb / descent
Continue with VY (65 KIAS) to

appropriate altitude
Perform
Perform single engine landing
EFFECTIVITY
All
EASA APPROVED
Rev. 1
9.2-117 25

3.3.
GENERATOR FAILURE
NOTE
3.3.1.
Pyrotechnic cable cutter remains operational regardless of generator status.
Single generator failure

Procedure
1. Emergency procedure according to basic
Flight Manual
Perform
2. Hoist cycle
Complete
Before starting further hoist operation, reduce electrical load of remaining generator to
50A or below (watch ammeter). Hoist load should not exceed 150 kg.
3.3.2.
Dual generator failure

CAUTION
IF A SUITABLE LANDING SITE CANNOT BE REACHED WITHOUT

RETRACTING AND BOARDING THE LOAD, THE LOAD CAN BE RAISED
ON BATTERY POWER ONLY. IN THIS CASE, THE REMAINING FLIGHT
TIME ON BATTERY WILL BE SIGNIFICANTLY REDUCED.
Procedure
1. Hoist operation
Stop
2. Emergency procedure according

to basic Flight Manual
Perform
Before landing:
3. Load
Set down at nearest adequate site
4. Cable
Raise manually, store cable in cabin
If manual cable raising is not possible:

5. Cable cutting
9.2-117 26
Perform according emergency

procedure
EASA APPROVED
Rev. 1

3.4.
HOIST MOTOR RUNAWAY

Control of the hoist motor by the control pendant is not possible any longer.
Procedure
Hoist operator sliding door upper frame
1. WINCH / WINCH STBY pb*
Push
Pilot/copilot overhead panel

1. WINCH CONT circuit breaker
NOTE
Pull
Pyrotechnic cable cutter remains operational regardless of WINCH CONT circuit

breaker or WINCH / WINCH STBY push button status.
* This pb can also be labelled HOIST / HOIST STBY. In this FMS only the push button label
WINCH / WINCH STBY is used.
EASA APPROVED
Rev. 1
9.2-117 27

3.5.
DAMAGED CABLE, CABLE JAM OR MISWRAP

Cable is severely damaged (wire strands broken) or shows pronounced kinks, bird
cages, necking or any other kind of damage, or
There is evidence that the hoist miswrapped or that the cable is jammed within the
hoist.
Procedure
WARNING
IF HOIST OPERATIONS ARE CONTINUED WITH A SEVERELY

DAMAGED CABLE, A CABLE JAM OR A CABLE MISWRAP, THE CABLE
COULD MISWRAP OR JAM WITHIN THE HOIST. THIS COULD CAUSE
THE CABLE TO BREAK.
If damage is suspected:
1. Hoist operation
Stop
2. Cable or hoist
Inspect cable and/or hoist drum
If cable damage, cable jam, or cable miswrap is confirmed:

2. HOIST/HOIST STBY pb
Push
Before landing:
3. Load
Set down at nearest adequate

site
4. Cable
Raise manually, store cable in

cabin
If manual cable raising is not possible:

5. Cable cutting
9.2-117 28
Perform according emergency

procedure
EASA APPROVED
Rev. 1

3.6.
SEVERE LOAD OSCILLATIONS

Load oscillations exceed 5_10_ cable angle with respect to vertical axis of helicopter
during hover or forward flight.
Procedure
WARNING
NOTE
CONTINUOUS USE OF THE CYCLIC FORCE TRIM RELEASE MIGHT

AGGRAVATE THE SITUATION.
Actions of pilot and hoist operator should be done simultaneously and coordinated.
Pilot/copilot
1. Airspeed
Establish approx. 30 kt
Hoist operator
2. Control pendant
stop raising load
3. Load
Stabilize by grasping and moving

cable
If oscillations persist:
4. Cable
3.7.
Reel-out until oscillations stop
CAUTION LIGHT INDICATIONS
CAUTION INDICATIONS
CA CUT ARM
(on CPDS)
Hoist system is activated.
Procedure
None (normal hoist operation)
EASA APPROVED
Rev. 1
9.2-117 29

CAUTION INDICATIONS
CAUTION
(on control pendant)
Cable length within 3 m (10 ft) before reaching fully reeled in or reeled out position. Hoist
motor speed is reduced automatically.
Procedure
None (normal hoist motor operation)
CAUTION INDICATIONS
OVERHEAT
(on control pendant)
OVERHEAT caution light on control pendant illuminates steadily when temperature limits
of the hoist motor or gearbox lub oil are exceeded.
Procedure
1. Hoist cycle
Complete
2. Hoist operation
Stop; allow hoist to cool down

until OVERHEAT caution light
goes off
NOTE D During an overheat condition the drive motor speed is limited automatically.
D OVERHEAT light flashes for two seconds to check operation of the light when
hoist is initially powered-up.
9.2-117 30
EASA APPROVED
Rev. 1

4.
NORMAL PROCEDURES
4.1.
PREFLIGHT CHECK
NOTE D Perform hoist system checks before any flight when hoist operation is
intended. Those checks marked with an asterisk (L) are minimum required
before each flight, when the hoist system is attached to the helicopter but no
hoist operation is intended.
D For supplementary information refer to Goodrich component maintenance
manual (P/N 443011)
L Hoist assembly
Condition and integrity, no oil

leakage
L Quick-release pins
Condition, secured
L Electrical connectors
Fastened and secured
Cable deflectors on skids
Installed as required
Seat belts and cabin securing points
Condition
PCDS (if HEC operations are planned)
Condition and integrity
Hoist operator restraint system (harness and Condition and integrity

rope)
Cabin ceiling mounted lug
Secured, extension belt

attached
Sliding door/ locking device
Condition and function
Cable cutting shears
Available
Hoist control pendant
Condition and connected

Cable cutter guard down and
lockwired
WINCH CABLE CUT switch on collective
Condition, safety catch closed
Circuit breakers WINCH CONT, WINCH CC-PIL Check in

and WINCH CC-PED
WINCH CABLE CUT switch
CC-ARM ON; CA CUT ARM

caution indication comes on
HOIST/HOIST STBY push button
Check HOIST illuminated
Control pendant BOOM toggle switch
OUT; extend boom
Cable cutter cartridge
Installed and connected
Oil level
Check
Control pendant REEL thumb wheel
OUT, lower hook approx. 1 m
Push, check HOIST STBY

illuminated and REEL OUT/IN
thumb wheel inoperative
EASA APPROVED
Rev. 1
9.2-117 31

Hook assembly (damper and hook)
Condition and integrity, hook

locking mechanism
Before first flight of the day,
check hook and damper are free
to rotate (apply 4590 kg
weight).
Exposed cable
Condition
Push
Control pendant REEL thumb wheel
IN; raise hook to upper position

(upper limit stop)
L Hook assembly
Control pendant BOOM toggle switch
L Boom
Fully raised, hook unable to

move
IN; retract boom
Fully retracted
Control pendant PTT (Press To Talk) switch
Press; check communication
OFF; CA CUT ARM caution disappears
Loose objects, such as manuals, maps etc.
Fixed and secured
Loose objects which are not essential for the Removed

purpose of flight
9.2-117 32
EASA APPROVED
Rev. 1

4.2.
HOIST OPERATION
4.2.1.
General Remarks
WARNING D WHEN USING A HOIST HOOK WITHOUT A LOCKABLE KEEPER, THE
ATTACHMENT OF THE LOAD CAN ROLL OUT OF THE HOOK UNDER
PARTICULAR DYNAMIC CONDITIONS.
D WHEN RAISING LOAD, OSCILLATIONS (ESPECIALLY AT SKID
HEIGHT) MUST BE REDUCED BY HOIST OPERATOR GRASPING AND
MOVING CABLE.
D THE LOAD SHOULD NOT BE REELED-IN WHEN OSCILLATIONS
EXCEED 510 CABLE ANGLE WITH RESPECT TO VERTICAL AXIS
OF THE HELICOPTER OR IF THE CABLE CONTACTS THE SKIDS.
REELING-IN AN OSCILLATING LOAD INCREASES THE AMPLITUDE
OF THE OSCILLATION AND COULD LEAD TO HAZARDOUS
CONDITION.
D DURING FLIGHT, A STATIC ELECTRICITY CHARGE DEVELOPS IN
THE HELICOPTER. TO AVOID INJURY TO GROUND PERSONNEL,
THE HOOK SHALL BE DISCHARGED BY USE OF AN ANTISTATIC
LINE OR ALLOWING THE HOOK TO TOUCH THE WATER OR
GROUND BEFORE IT IS TOUCHED BY GROUND PERSONNEL.
D REDUCE PEDAL AND CYCLIC STICK MOVEMENTS TO A MINIMUM
TO AVOID OSCILLATIONS. CONTINUOUS USE OF THE CYCLIC
FORCE TRIM RELEASE MIGHT AGGRAVATE THE SITUATION.
CAUTION D CHAFING THE CABLE AGAINST THE LANDING GEAR
EQUIPMENT COULD DAMAGE THE CABLE, WHICH MIGHT:
OR
SERIOUSLY REDUCE THE CABLES ABILITY TO WITHSTAND ITS

SPECIFIED LOAD
CAUSE CABLE -JAM WITHIN THE HOIST
LEAD TO EXCESSIVE CABLE-WEAR AND CORROSION HENCE
REDUCING CABLE-LIFETIME
D IN ORDER TO AVOID CONTACT BETWEEN CABLE AND LANDING
GEAR OR EQUIPMENT:
THE HOIST BOOM SHALL BE SWIVELLED OUT AS FAR AS
PRACTICABLE
CABLE OSCILLATIONS SHALL BE KEPT TO A MINIMUM
D WHENEVER THERE IS CONTACT BETWEEN CABLE AND LANDING
GEAR OR EQUIPMENT, HOISTING MUST BE STOPPED
IMMEDIATELY. BEFORE RESUMING, THE AFFECTED CABLE AREA
SHOULD BE INSPECTED TO VERIFY INTEGRITY.
EASA APPROVED
Rev. 1
9.2-117 33

D IF SHOCK LOADS, JERKS, OR SNAPS THAT IMPART A HIGH LOAD

ON THE CABLE ARE OBSERVED, HOISTING SHOULD BE
SUSPENDED AND THE CABLE MUST BE INSPECTED TO VERIFY
INTEGRITY BEFORE RESUMING OPERATIONS. IF THE OVERLOAD
CLUTCH ACTIVATED OR IS SUSPECTED TO HAVE ACTIVATED,
MAINTENANCE HAS TO BE PERFORMED IN ACCORDANCE WITH
THE MAINTENANCE DOCUMENTATION BEFORE THE NEXT FLIGHT.
D OPERATING THE HOIST WITHOUT A LOAD MAY RESULT IN LOOSE
OUTER CABLE LAYERS. TO AVOID POSSIBLE DAMAGE TO THE
CABLE, MINIMIZE NOLOAD HOIST CYCLES.
NOTE
To prevent roll out of the load, it is recommended to use a device (ring, D-ring,
snap safety hook) with a maximum inner diameter not larger than 40 mm or to
apply an adequate operational procedure in compliance with national
regulations.
The average cable speed with a hoist load of 500 lbs is 150 ft/min and 200 ft/min
with 300 lbs.
During hoist motor operations (lifting or lowering hook), it is recommended not to

release the thumb wheel on hoist control pendant too rapidly, to avoid the friction
disk brake pack from overheating. In addition, the thumb wheel must be used very
progressively when a stop during hoist operation (upward or downward) is required.
Within ranges before up-limit stop (upward motion only) and down limit stop
(downward motion only) the hoist is automatically slowed down.
For safety reasons, passengers and crew should be seated with their seat belts
fastened whenever possible. The hoist operator should be seated with seat belts
fastened when the hoist is not operated.
Connect NHEC load to hook using rigid, non-stretchable devices whenever possible.
When picking up several loads, place or seat each hoisted load in the cabin such
that the aircraft C.G. is kept within limits.
After exposure of hook/bumper assy to salt water, clean and pretension as outlined
in Maintenance Manual.
The hoist operator should wear protective gloves.
The hoist cycle and hoist operating time must be recorded in the helicopter Logbook.
The term cycle is defined as an extension and subsequent retraction of the cable
during flight, or on the ground, the extension and subsequent retraction of the cable
equal or beyond 16 feet (5.0 meter) whatever the load used.
The operating time is automatically counted when the hoist is operated by the
internal hour meter of the hoist.
9.2-117 34
EASA APPROVED
Rev. 1

4.2.2.
Standard load pick-up procedure
Designation of affected persons, used in the following step sequence:

=
=
=
HO
P
P or HO
P
Hoist operator
Pilot or copilot, respectively
Pilot or copilot or Hoist operator, respectively
Total electrical load (GEN 1 + GEN 2)
Check below 100 A; otherwise reduce

consumers
HO Intercom and radio
Set and check as required
HO Cabin occupants
Secured / seat belts fastened
HO Mission equipment and objects in cabin
No loose items
HO Operator restraint system
Fastened, secured to lug at cabin

ceiling and adjusted to minimum
necessary length
CC-ARM ON
CA CUT ARM caution indication
Comes on
Airspeed
Reduce to 60 kt or below
HO Respective sliding door
Open and locked
HO BOOM switch
OUT; extend
necessary
HO REEL thumb wheel
OUT; allow antistatic line/hook to touch

ground/water at zero ground speed.
HO Load
Check secured to hook, ready for lifting
HO REEL thumb Wheel
IN; reel in cable until tout (take up any

slack), helicopter vertical above load
Collective lever or hoist pendant
P or HO
P
FLI (Torque, TOT, N1) and MM
HO REEL thumb wheel

NOTE
boom
outward
as
Increase slightly and lift load clear of

ground while checking hover power
Check within limits (If not within limits,
place load on ground and reduce
weight of load)
IN; raise load to approx. skid height,
reduce any oscillations
When wide loads are lifted, extend boom as required before load reaches skid
height to provide load-to-skid clearance.
HO REEL thumb wheel
IN; allow limit switch to activate, guide

hook if necessary
HO BOOM toggle switch
IN; retract boom, check skid free.
HO Load
Secure in cabin and release from hook
EASA APPROVED
Rev. 1
9.2-117 35

NOTE
It may be necessary to reel out a length of cable to bring load into cabin. After
securing load and releasing hook, fully reel in cable while guiding empty hook.
HO Respective sliding door

P
Close
OFF
NOTE D The hoist should be switched off, whenever it is not being tended by the hoist
operator.
D After the last flight of the day, a visual inspection of the hoist cable (maximum
used length + 3 m) shall be performed. When reeling in the cable after the
inspection, pretension shall be used. Refer to the Component Maintenance
Manual for details.
5.
PERFORMANCE DATA
5.1.
AEO AND OEI MAXIMUM RATE OF CLIMB

For flight with retracted boom and hook fully raised, all results obtained from the
respective diagram, contained in section 5 of the basic flight manual and/ or the
supplements are to be corrected as follows:
5.2.
Helicopter gross mass below 2300 kg:
Subtract 40 ft/min
Helicopter gross mass from 2300 kg up to 2720 kg:
Subtract 30 ft/min
Helicopter gross mass above 2720 kg:
Subtract 25 ft/min
HOIST OPERATION
The aerodynamic impact produced by extended boom/cable and attached load, is
negligible when the helicopter is operating within limitations defined in para. 2 of this
supplement.
9.2-117 36
EASA APPROVED
Rev. 1

5.3.
HOIST OPERATIONS REQUIRING OEI PERFORMANCE

Clear area hoist operation: Hoist operation where the takeoff flight path of the hoist
load is free of obstacles (see Fig 3). Clear area hoist operations can typically be found
over open water or open areas.
Clearway: An area free of significant obstacles over which the helicopter can accelerate
and achieve a safe height.
Continued takeoff distance: The horizontal distance along the takeoff flight path from
the hover hoisting position to the point at which the HEC is at least 35 feet above the
obstacles and the helicopter attains and maintains a speed of at least VTOSS, and
establishes a positive rate of climb.
Confined area hoist operation: Hoist operation where the takeoff flight path of the hoist
load is not free of obstacles (see Fig 4). Confined area hoist operations can typically be
found over forests, canyons, or build-up areas.
Takeoff Safety Speed (VTOSS): The reference airspeed obtained after takeoff at which
the required OEI climb performance can be achieved. VTOSS = 40 KIAS.
Obstacle clearance height: Height between the obstacle and the helicopter or
helicopter load during the emergency procedure. A default obstacle clearance height of
20 ft / 6 m was used.
5.4.
HEC HOIST OPERATION
5.4.1.
Clear area operations
5.4.1.1. Hover performance

The hover performance chart for clear area operations (see Fig. 3) is based on the
performance achieved with the OEI 30 sec rating with consideration given to the
maximum aircraft height loss of 4 ft after an engine failure. The hover performance chart
is valid only if used in conjunction with the following emergency procedures:
Single engine failure cargo close to the ground
Single engine failure clear area operations
EASA APPROVED
Rev. 1
9.2-117 37

OEI
OEI
OEI
OEI
OEI
OEI
OEI
OEI
OEI
OEI
OEI
OEI
CLEAR AREA
ZERO WIND OR HEADWIND
BLEED AIR: OFF
1900
2000
2100
GROSS MASS kg
2200
2300
2400
MIN. OAT
2600
MAX. OAT
2500
EC135_FLH_0531_R
2700
2800
40
Fig. 3
9.2-117 38
30
20
10
10
20
30
40
50
60
Clear area and cargo close to the ground HEC hoist operations requiring OEI
performance
EASA APPROVED
Rev. 1

5.4.2.
Confined area HEC hoist operations requiring OEI performance
5.4.2.1. Hover performance

The hover performance chart for confined area operations (see Fig. 4) is based on the
performance achieved with staggered OEI 30 and OEI 2 rating with consideration given
to the maximum aircraft height loss of 4 ft after an engine failure. The hover performance
chart is valid only if used in conjunction with the following emergency procedure:
Single engine failure confined area operations
EASA APPROVED
Rev. 1
9.2-117 39

OEI
OEI
OEI
OEI
OEI
OEI
OEI
OEI
OEI
OEI
OEI
OEI
CONFINED AREA
ZERO WIND OR HEADWIND
BLEED AIR: OFF
1900
2000
2100
GROSS MASS kg
2200
2300
2400
MIN. OAT
2600
MAX. OAT
2500
EC135_FLH_0532_R
2700
2800
40
Fig. 4
9.2-117 40
30
20
10
10
20
30
40
50
60
Confined area HEC hoist operations requiring OEI performance
EASA APPROVED
Rev. 1

5.5.
OEI TRAINING
Training of the following single engine emergency procedures may be conducted using
the procedures detailed in FLM supplement 9.14:
Cat A single engine failure clear area operations
Cat A single engine failure confined area operations
The maximum weight of the rotorcraftload combination to be used for OEI training shall be
obtained from the respective charts with IBF INSTALLED (Fig x for clear area hoist operations and Fig y for confined area hoist operations).
EASA APPROVED
Rev. 1
9.2-117 41

6.
MASS AND BALANCE
6.1.
MASS AND BALANCE CORRECTION

For calculation of the C.G., the operating position of the hoist operator shall be
considered (see Fig. 5).
Fig. 5
1 RH
2 LH
6.2.
XSTA
YBL
3800 mm
+ 1000 mm
3800 mm
1000 mm
HOIST LOAD CHART (Fig.6)

NOTE
6.2.1.
C.G. of the hoist operator
The hoist load chart is given as an aid in determining the forward shift of the
longitudinal C.G. when picking up an external load.
The chart shows the longitudinal C.G. limits within which the aircraft (without the
external hoist load) must be, before an external hoist load of a given mass is
picked up from the ground.
In-flight C.G. range for a given hoist load to be picked up

To determine if helicopter will remain within longitudinal C.G. limits during hoist operation,
first calculate helicopter in-flight C.G. and gross mass (without consideration of hoist
load).
NOTE
9.2-117 42
For helicopters with installed reinforced rear crosstube the C.G. envelope shown
in the FMS 9.2-25 remains valid.
EASA APPROVED
MANUFACTURERS
DATA
Rev. 1

When intersection point of longitudinal in-flight C.G. with helicopter gross mass is located
within inner C.G. envelope corresponding to hoist load, the C.G. of helicopter will remain
within permissible range when load is picked up.
EXAMPLE:
Fig.6
Determine:
In-flight gross mass and C.G.
Known:
Helicopter in-flight gross mass

without expected hoist load
2500 kg
In-flight C.G.
Expected load weight
Solution:
4350 mm
200 kg
Helicopter C.G. remains within permissible range when hoist load is

picked up.
1. Enter chart at known C.G. (4350 mm)
2. Move vertically upwards to gross mass (2500 kg)
3. Read the label of the smallest envelope which encloses the intersection
point = 230 kg
MANUFACTURERS
EASA
APPROVED DATA
Rev. 1.1
9.2-117 43

6.2.2.
Max. allowable hoist load for a given in-flight C.G. and gross mass
Max. allowable hoist load is indicated by the smallest envelope, which encloses the
intersection point of in-flight gross mass and in-flight C.G.
3000
2800
A:
B:
C:
D:
2600
Gross
Mass
[kg]
2910
2910
1500
1840
STA
[mm]
4227
4369
4570
4180
GROSS MASS kg
2400
2200
2000
EC135_FLH_0624_R
1800
1600
1400
4150
4200
4250
4300
4350
4400
4450
4500
4550
4600
XSTA mm
Fig. 6
6.3.
C.G. envelope (longitudinal)
LATERAL C.G.
The lateral C.G. will normally be within its limitations (refer to Para. 2.8.2.) when standard
loading practises / configurations are used and
pilots and co-pilots seats are occupied and hoist operator(s) with a maximum total
weight of 180 kg standing at the hoist position.
only the pilots seat is occupied and
for L/H side hoist installation, hoist operator(s) with a maximum total weight of
for R/H side hoist installation, hoist operator(s) with a maximum total weight of
If different configurations or non standard loading practises/ configurations are used
(i.e. aircraft loading configurations where the weight is not evenly spread left/ right), the
lateral C.G. should be determined before starting the hoist operation.
9.2-117 44
EASA APPROVED
MANUFACTURERS
DATA
Rev. 1.1

7.
SYSTEM DESCRIPTION
The external hoist system is attached with quick-release pins to the LH or RH side of the
main gear box deck. It provides lifting capability via a boom mounted, motor driven hoist.
The external hoist system consists of the hoist unit, a cable cutter assembly, an electric
driven swinging boom and a control pendant.
7.1.
HOIST UNIT
The hoist unit comprises all the driving mechanisms and safety devices required for
proper operation, namely:
Drive motor supplied with 28V DC providing continous operation up to 12000 RPM.
Translating cable drum to ensure correct and even winding of the cable on the drum.
Braking system consisting of friction and brake disks and a pressure plate. The oil
pump provides oil flow to cool the slipping clutch plates and the automatic brake.
A traction sheave assembly provides a constant minimum tension on the cable at all
times to prevent miswrap during no-load operation.
Automatic electric stop mechanism, operating when cable is fully reeled in and reeled
out.
Automatic hoist motor speed reduction when the cable is within 3 m (10 ft) before
fully reeled in or 3 m (10 ft) before fully reeled out.
Cycle / hours totalizer which indicates the accumulated cable cycles.
7.2.
CABLE CUTTER
7.2.1.
Pyrotechnic cable cutting device (primary)

An electrically activated pyrotechnic cable cutting device (primary) is installed at the exit
of cable from hoist unit for emergency use to sever the extended portion of the cable.
7.2.2.
Manually operated cable cutter (secondary)

A manually operated pair of cable cutting shears (inserted in a pocket) is located inside
the cabin. It operates as a back-up system in case the pyrotechnic cable cutter fails to
operate for any reason.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 1
9.2-117 45

7.3.
CONTROL AND MONITORING
7.3.1.
Control switches
7.3.2.
WINCH CABLE CUT switch:

initiates power supply to the external hoist system when placed to CC-ARM ON.
Caution indication CA CUT ARM on CAD comes on.
REEL/IN/OUT thumb wheel (control pendant):

is spring-loaded to the center (off) position. Slight rotation initiates hoist cable reel-in
or reel-out movement.
BOOM/OUT/IN toggle switch (control pendant):

extends or retracts hoist boom respectively.
CABLE CUT push button (control pendant):

causes the pyrotechnic cable cutter to cut cable when pressed.
CUT CABLE push button (pilots collective lever switch board):

causes the pyrotechnic cable cutter to cut cable when pressed.
HOIST/HOIST STBY push button (LH/RH sliding door upper frame)

causes the hoist motor to stop in case of a hoist motor runaway.
Monitoring systems
CABLE LENGTH METER:

a digital display is provided on the control pendant.
The system allows a continuous monitoring of cable length in meters during hoist
operation.
CA CUT ARM caution indication:

comes on when the WINCH CABLE CUT switch is placed to CC-ARM
indicates that the system is activated.
ON and
CAUTION light (control pendant):

illuminates when the cable length is within 3m (10 ft) before fully reeled in or reeled
out position. The light flashes for two seconds to check for operation when the hoist
is initially powered-up.
OVERHEAT light (control pendant):

illuminates if the hoist gearbox lube oil or hoist motor temperature limitations are
exceeded. The light flashes for two seconds to check for operation when the hoist is
initially powered-up.
9.2-117 46
EASA APPROVED
MANUFACTURERS
DATA
Rev. 1

2
1
Overhead panel:
62
Typical pilot collective lever:
13
14
RAISE
FOR
CABLE
CUT
12
CABLE METER
OUT
OUT
REEL
CAUTION
OVERHEAT
BOOM
IN
IN
9
10
11
1
2
3
4
5
6
7
8
9
10
11
12
13
14

Control pendant
Hoist boom drive
Hoist unit
CABLE CUT push button (installation
also possible turned by 90_)
CABLE METER display
CAUTION light
OVERHEAT light
REEL IN/OUT thumb wheel
Intercom/radio switch (PTT)
BOOM IN/OUT switch
CUT CABLE push button
Cable Cutter shears
Fig. 7
Typical external hoist system (LHside installation is shown)
MANUFACTURERS
EASA
APPROVED DATA
Rev. 1
9.2-117 47

7.4.
HOIST HOOKS
Three different types of hooks can be installed on the hoist hook/damper unit.
Standard hook
BKD2_FLH_0187_R
7.4.1.
Fig. 8
Standard Hook (NHEC and HEC operations not requiring OEI performance) typical
installation
WARNING
THE STANDARD HOOK HAS NO LOCKABLE KEEPER. THEREFORE,

IMPROPER LOAD ATTACHMENTS CAN ROLL OUT OF THE HOOK
UNDER DYNAMIC CONDITIONS.
CAUTION
LOADS ATTACHED TO THE SMALL HOOK COULD CAUSE THIS HOOK

TO BE SIGNIFICANTLY DAMAGED. LOADS SHALL ONLY BE HOOKED
INTO THE LARGE HOOK.
The standard hook consists of a large load-bearing hook, a small non-load-bearing hook
and a small ring. The large hook shall be used to attach the main load. The small hook
and ring shall be used to attach very light loads or an anti-static line only.
The risk of dynamic roll-out from the main hook can be eliminated by using a means of
attachment (e.g. ring, special attachment plate) with an inner diameter of 40 mm or less.
Slide Lock Hook
BKD2_FLH_0268_R
7.4.2.
Fig. 9
Slide Lock Hook (NHEC and HEC operations not requiring OEI performance) typical
installation
9.2-117 48
EASA APPROVED
MANUFACTURERS
DATA
Rev. 1

WARNING
THE SLIDE LOCK HOOK MUST BE MANUALLY LOCKED EACH TIME

AFTER THE HOOK WAS OPENED. WHEN THE HOOK IS UNLOCKED,
LOAD ATTACHMENTS CAN ROLL OUT OF THE HOOK UNDER
DYNAMIC CONDITIONS.
The slide look hook consists of one large hook and a small ring. The large hook shall be
used to attach the main load. The small ring can be used to attach very light loads only
(e.g. an anti-static line).
The large hook can be protected from inadvertent opening (e.g. due to dynamic roll-out)
by manually sliding up a locking device.
D-Lock Hook
BKD2_FLH_0269_R
7.4.3.
Fig. 10
D-Lock Hook (HEC and HEC operations requiring OEI performance) typical installation
The D-Lock hook consists of one large hook and a small ring. The large hook shall be
used to attach the main load. The small ring can be used to attach very light loads only
(e.g. an anti-static line).
The large hook is automatically protected against inadvertent opening (e.g. due to dynamic roll out).
7.5.
CABLE OSCILLATIONS
The cable with or without load is susceptible to start oscillating under certain conditions
(e.g. abrupt maneuvers, wind gusts, non-vertical load pickup, flight with poor visual references). If not taken care of immediately, an oscillating load may rapidly become unmanageable. This can lead to:
Load swinging into objects (rock faces, ship structures), causing injuries to persons
on the hoist.
Cable chafing on the skids, resulting in damage to the cable.
Damage to the hoist unit.
MANUFACTURERS
EASA
APPROVED DATA
Rev. 1
9.2-117 49

Load getting caught or wrapped around the end of the skids or other parts of the
helicopter, resulting in dangerous CG changes and possibly critical cable damage.
Load swinging into the main rotor or fenestron, causing loss of control to the helicopter.
The physics of the pendulum (Fig. 11), dictates that the pendulum amplitude is constant.
As a result, the angle and frequency of the oscillation will become larger as the cable is
reeled in. Conversely, the angle and frequency of oscillation will reduce when the cable is
reeled out, resulting in a less violent swinging of the load.
Hoist (schematic)
Short Cable
h1
EC135_FLH_0560_R
Long Cable
h1 = h2
h2
Fig. 11
Pendulum schematic
Therefore, the hoist should never be reeled in further if oscillations are present.
Small oscillations can often be damped by acting on the cable (grabbing it with hand or
feet and pushing it against the direction of swing). Care should be taken to avoid injuries
while doing this.
Large oscillations or divergent oscillations should be reduced by reelingout the cable
whenever possible. In this case, care should be taken to prevent the load from contacting the ground or obstacles.
Most often, a small forward speed of about 30 kt (up to 45 kt) will also have a stabilizing
effect on oscillations.
9.2-117 50
EASA APPROVED
MANUFACTURERS
DATA
Rev. 1

7.6.
CABIN AUDIO CONTROL PANEL

The hoist operator should connect to the WINCH connector on the cabin audio control
panel. This panel also allows adjustments to be made to the intercom settings as follows:
7.7.
VOX level increase: Press the W-VOX switch for a short time (0.3s to ~3s), to increase the VOX level (i.e. decrease the sensitivity of the hot mike function). By
pressing the W-VOX switch for more than 3 seconds, the VOX level will be reset to
the level set on the copilots ACU.
Volume level increase: Press the W-VOL switch for a short time (0.3s to ~3s), to increase the volume of intercom and radio. By pressing the W-VOL switch for more
than 3 seconds, the volume will be reset to the level set on the copilots ACU.
EXTERNAL HOIST LIGHT (OPTIONAL)

The external hoist light can be attached to the external hoist to provide sufficient lighting
during hoist operation. The light is similar to the fixed landing light and clamped to the
external hoist boom. It can be switched on/off by the hoist operator via a switch installed
at the upper sliding door frame.
Fig. 12
MANUFACTURERS
EASA
APPROVED DATA
Rev. 1
External hoist light
9.2-117 51/(9.2-117 52 blank)

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FLIGHT MANUAL EC 135 T2+

Changes to reflect revisions 12 and 12.1

Additional fuel temperature limitation

CHECK ENG caution inserted

Unlatching the collective in OEI condition

FLIGHT MANUAL EC 135 T2+

SECTION 4 Temporary Revision

FLIGHT MANUAL EC 135 T2+

FLIGHT MANUAL EC 135 T2+

FLIGHT MANUAL EC 135 T2+

SEP 25, 2006

JUL 27, 2010

OCT 26, 2010

JAN 12, 2011

MAR 09, 2011

JAN 11, 2007

MAR 16, 2007

JUN 15, 2007

OCT 04, 2007

OCT 21, 2008

FEB 26, 2009

MAY 04, 2009

OCT 23, 2009

FEB 15, 2010

NOV 11, 2011

FEB 22, 2012

NOV 07, 2012

FEB 08, 2013

JUL 04, 2013

NOV 22, 2013

JUL 25, 2014

NOV 13, 2014

MAR 03, 2015

FLIGHT MANUAL EC 135 T2+

LOG OF REVISIONS (CONTINUED)

MAY 07, 2015

JUN 25, 2015

SEP 24, 2015

(see entry below)

LIST OF EFFECTIVE PAGES APPROVED DATA (PART 1)

Brazilian registered h/c only

Record of oil types

Approved Rev Remarks/

Approved Rev Remarks/

Approved Rev Remarks/

Approved Rev Remarks/

Approved Rev Remarks/

Approved Rev Remarks/

Approved Rev Remarks/

LIST OF EFFECTIVE PAGES MANUFACTURERS DATA (PART 2)

10-i (10-ii blank) 11.5

FLIGHT MANUAL EC 135 T2+

ORGANIZATION OF THE MANUAL

Figures within a Flight Manual Supplement and Appendix are numbered

Flight Manual Supplements (FMS)

FLIGHT MANUAL EC 135 T2+

Flight Manual Appendices (FMA)

Definition of Effectivity identification

a specified model or variant type,

an eight-digit numeric indicator,

a Service Bulletin (SB) modification number, and/or

a clear text definition.

FLIGHT MANUAL EC 135 T2+