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Issue Dated : 18/10/2016

EC 155 B1
FLIGHT MANUAL REVISIONS STATUS

EASA CERTIFICATION
This manual must contain the normal revision (RN) and rush revisions (RR) listed under the relevant
issue (EDIT).

PRESCRIBED SECTION PRESCRIBED SECTION

Volume 1 Volume 1
SECT. . . SECT. . .
/ EDIT . / EDIT .
SUP. . DATE SUP. . DATE
0 -> 5 RN16 16-25 R SUP 36 RN0 02-20

SUP 0 RN18 16-25 R SUP 37 RN1 05-14

SUP 1 RN8 15-15 SUP 38 RN0 06-39

SUP 6 RN1 16-10 SUP 39 RN5 14-42

SUP 11 RN4 14-26 SUP 40 RN1 14-07

SUP 14 RN6 14-46 SUP 51 RN1 03-04

SUP 15 RN4 15-12 SUP 52 RN2 08-50

SUP 17 RN2 14-04 SUP 53 RN2 11-48

SUP 18 RN0 05-41 SUP 54 RN1 06-49

SUP 19 RN0 04-20 SUP 55 RN1 02-47

SUP 20 RN0 02-20 SUP 56 RN4 06-14

SUP 21 RN1 02-47 SUP 57 RN3 10-29

SUP 22 RN0 02-20 SUP 58 RN1 05-32

SUP 23 RN1 14-04 SUP 59 RN1 10-28

SUP 24 RN2 03-41 SUP 60 RN3 15-28

SUP 25 RN1 03-41 SUP 61 RN0 13-09

SUP 27 RN0 02-39 SUP 62 RN0 16-25 R

SUP 28 RN1 03-41


COMPLEMENTARY SECTION
SUP 29 RN2 03-38

SUP 31 RN1 02-45 Volume 2


SUP 32 RN1 06-28 SECT. EDIT DATE
0, 6 -> 10 RN16 16-25 R
SUP 33 RN5 16-25 R
APP.9.1 RN1 12-08
SUP 34 RN0 02-20

SUP 35 RN1 15-28

Page 1 / 1
FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
TYPE CERTIFICATE EASA.R.105

REGISTRATION No. SERIAL No.

APPROVED BY:

The DIRECTION GENERALE DE


L'AVIATION CIVILE ( DGAC )

Date of approval: 31 JUL 2002

The Rotorcraft Flight Manual consists of all pages marked "DGAC approved"
or "EASA approved" or "APPROVED"

IMPORTANT NOTE
The practical value of this manual depends entirely upon its being up-dated correctly
by the operator.
The effectivity of the manual at the latest revision is specified on the List of Effective
Pages.

AIRBUS HELICOPTERS Direction Technique Support


Aroport internationnal Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
0.0.P1
A 14-28 Page 1
FLIGHT MANUAL

PAGE INTENTIONALLY LEFT BLANK

DGAC APPROVED EC 155 B1


0.0.P1
A 02-20 Page 2
FLIGHT MANUAL

REVISION TO AIRCRAFT PUBLICATION: EC155 B1


PUBLICATION CONCERNED: FLIGHT MANUAL VOL 1 + VOL 2

CERTIFICATION: EASA A

- The outline of the revision is given below:


. Supplements affected (added or modified),
. Major points of the revision.
- Check that pages in each supplement are those specified in the list of effective pages.
- Withdraw old and insert new pages affected by this revision.
- Return the acknowledgement card.
- This list of amended pages may be filed (apart from the manual).

UPDATE GUIDE

PAGES TO BE DELETED PAGES TO BE INSERTED

SECTION PAGES DATE-CODE SECTION PAGES DATE-CODE


FLM
REVISIONS SRD 1 23/06/2016 - 1 18/10/2016
STATUS
Section 0.0.P5 1 to 4 14-40 0.0.P5 1 to 4 16-25
0 to 5
2.3 5 04-36 2.3 5 04-36
NR 16 2.3 6 14-40 2.3 6 16-25
SUP.0.P1 1 to 3 14-48 SUP.0.P1 1 to 3 14-48
SUP.0.P2 1 14-48 SUP.0.P2 1 14-48
SUP.0.P2 2 to 3 14-48 SUP.0.P2 2 to 3 16-25
SUP.0
SUP.0.P3 1 14-48 SUP.0.P3 1 14-48
NR18
SUP.0.P4 1 14-48 SUP.0.P4 1 14-48
SUP.0.P5 1 to 2 14-48 SUP.0.P5 1 to 2 16-25
SUP.0 1 to 3 14-48 SUP.0 1 to 3 14-48
SUP.33.P1 1 04-23 SUP.33.P1 1 16-25
SUP.33.P5 1 13-05 SUP.33.P5 1 16-25
SUP.33
SUP.33 1 13-05
NR5
SUP.33 2&3 04-23 SUP.33 1 to 11 16-25
SUP.33 4 to 10 13-05

UPDATE GUIDE
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FLIGHT MANUAL
UPDATE GUIDE

PAGES TO BE DELETED PAGES TO BE INSERTED

SECTION PAGES DATE-CODE SECTION PAGES DATE-CODE

/ / / SUP.62.P1 1 16-25
SUP.62
/ / / SUP.62.P5 1 16-25
NR0
/ / / SUP.62 1 to 18 16-25
0.0.P5 1 to 6 16-12 0.0.P5 1 to 7 16-25
VOL 2 9.0.P6 1 13-29 9.0.P6 1 13-29
NR16 9.0.P6 2 16-12 9.0.P6 2 16-25
/ / / 9.31 1 to 13 16-25
OUTLINE OF THE REVISION SECTIONS PAGES

PMVA - NR16 - 16-25


- Update of the List Of Approved Effective Pages and Log of 0.0.P5 1-4
Normal Revisions,
- Addition of "Dual GTN 750H GNSS RNAV system" in Single 2.3 6
Pilot IFR requirement,
SUP.0 - NR18 - 16-25
- Addition of "AVYDINE TAS 620" reference in SUP.33 and SUP.0.P2 2&3
addition of SUP.62 DAUL GTN 750H RNAV SYSTEM,
- Update of the List Of Approved Effective Pages and Log of SUP.0.P5 1&2
Normal Revisions,
SUP.33 - NR5 - 16-25
- Introduction of GTN 750H to monitor and display ACAS, SUP.33.P1 1
"Ryan 9900BX" is replaced by "Ryan 9900BX or Avydine TAS
SUP.33.P5 1
620", update of section Limitations, incorporation of new
brand "Airbus Helicopters" instead of "Eurocopter", "EASA SUP.33 All pages
APPROVED" is replaced by "APPROVED" in footpages, and
layout improvements,
SUP.62 - NR0 - 16-25
- Creation of Supplement No.62 "DUAL GTN 750H GNSS SUP.62.P1 1
RNAV SYSTEM, SUP.62.P5 1
SUP.62 1 to 18
PMVN - NR16 - 16-25
- Update of effective pages, 0.0.P5 1 to 7
- Creation of new section "COMMUNICATION, RADIO 9.0.P6 2
NAVIGATION AND NAVIGATION INSTALLATION WITH 9.31 1 to 13
THE DUAL GTN 750H.

UPDATE GUIDE
16-42 Page 2/2
FLIGHT MANUAL

COMPOSITION

OF CONDITIONAL REVISIONS (RC)


This manual contains the following pink pages except those canceled when the conditions
are complied with.
CAUTION

IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY


INFORMATION CONCERNED BELOW,THE READER WILL HAVE TO
CHANGE THE NUMBER OF THE PINK PAGE BY HAND,SO THAT THE
INFORMATION REMAINS IN ACCORDANCE WITH THE PARAGRAPH
CONCERNED.

N Section Page Date Applicable before condition is met:

0.0.P3 1 *RC* 09-04

RCA 3.2 5 *RC* 09-04 AMS 07-22B52 (PA N8.30)

RCB 2.3 2 *RC* 04-29 AMS 07-53C49 (Superior reinforced


guiding rail)

RCC 2.2 1
2.3 3 AMS 07-62C17, AMS 07-67B62 and
4.2 3 CANCELLED AMS 07-39C30
4.8 1 The RCC is cancelled. The AMS are
incorporated in the RN5 : 04-36
5.1 1

RCD 2.1 1 *RC* 04-15 AMS 07-67B62

RCE 3.2 6 *RC* 04-15 AMS OP-79B31

RCF 4.3 2 *RC* 06-14 AMS 07 -71C16 (TU 93C)


4.9 3 *RC* 06-14
4.9 4 *RC* 06-14
4.9 5 *RC* 06-14
4.9 7 *RC* 06-14
4.9 8 *RC* 06-14

EASA APPROVED EC 155 B1


0.0.P3
A 09-04 Page 1
*RC*
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
- R : Revised, to be replaced
- N : New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

0.0 P1 1 14-28 2.4 1 12-16


0.0 P1 2 02-20 2.4 2 05-25
0.0 P1 3 02-20 2.4 3 05-25
0.0 P2 1 02-20 2.4 4 05-25
0.0 P3 1 02-20
0.0 P4 1 02-20 2.5 1 12-16
0.0 P5 1-4 16-25 R 2.5 2 12-16
2.5 3 05-25
1.0 P6 1 02-20 2.5 4 13-48
2.5 5 12-16
1.1 1 02-20 2.5 6 14-40
1.1 2 02-20
2.6 1 07-06
1.2 1 02-20
1.2 2 02-20 2.7 1 12-16
2.7 2 14-40
1.3 1 02-20
1.3 2 04-07 3.0 P6 1 14-40
1.3 3 02-20
3.1 1 12-16
1.4 1 02-20 3.1 2 14-28

2.0 P6 1 04-36 3.2 1 12-16


2.0 P6 2 14-40 3.2 2 12-16
3.2 3 12-16
2.1 1 14-40 3.2 4 14-28
2.1 2 02-20 3.2 5 12-16
3.2 6 14-28
2.2 1 12-16 3.2 7 14-28
2.2 2 04-49 3.2 8 02-50
3.2 9 14-28
2.3 1 02-20 3.2 10 12-16
2.3 2 12-16 3.2 11 14-28
2.3 3 04-36 3.2 12 02-20
2.3 4 04-36 3.2 13 12-16
2.3 5 04-36 3.2 14 14-28
2.3 6 16-25 R 3.2 15 12-16

APPROVED EC 155 B1
0.0.P5
A 16-25 Page 1
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SECTION PAGE DATE (1) SECTION PAGE DATE (1)

3.2 16 04-36 4.2 2 12-16


3.2 17 12-16 4.2 3 12-16
3.2 18 14-28
3.2 19 12-16 4.3 1 12-16
3.2 20 12-16 4.3 2 12-16
3.2 21 12-16 4.3 3 12-16
3.2 22 12-16 4.3 4 12-16
3.2 23 14-28 4.3 5 07-06
3.2 24 12-16 4.3 6 05-25
3.2 25 12-16 4.3 7 05-25
3.2 26 12-16 4.3 8 14-28
3.2 27 12-16 4.3 9 12-16
3.2 28 12-16 4.3 10 12-16
3.2 29 14-28
3.2 30 14-28 4.4 1 12-16
3.2 31 14-28 4.4 2 12-16
3.2 32 12-16
3.2 33 12-16 4.5 1 12-16
3.2 34 12-16 4.5 2 12-16
3.2 35 12-16
3.2 36 12-16 4.6 1 14-28
3.2 37 12-16
3.2 38 12-16 4.7 1 12-16
3.2 39 12-16
3.2 40 12-16 4.8 1 12-16

3.3 1 12-16 4.9 1 14-28


3.3 2 02-50 4.9 2 12-16
3.3 3 02-20 4.9 3 12-16
3.3 4 02-20 4.9 4 12-16
3.3 5 14-28 4.9 5 12-16
3.3 6 14-28 4.9 6 04-36
3.3 7 14-28 4.9 7 06-14
3.3 8 14-28 4.9 8 06-14
3.3 9 14-28 4.9 9 04-36
3.3 10 14-40 4.9 10 04-36
3.3 11 14-40
5.0 P6 1 04-36
4.0 P6 1 12-16
4.0 P6 2 12-16 5.1 1 12-16
5.1 2 02-20
4.1 1 12-16 5.1 3 04-07
4.1 2 02-50 5.1 4 04-49
5.1 5 04-49
4.2 1 09-04 5.1 6 02-20

APPROVED EC 155 B1
0.0.P5
A 16-25 Page 2
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SECTION PAGE DATE (1) SECTION PAGE DATE (1)

5.1 7 02-20 5.1 18 04-36


5.1 8 04-49 5.1 19 04-36
5.1 9 04-49 5.1 20 05-25
5.1 10 04-49 5.1 21 04-36
5.1 11 12-16 5.1 22 02-20
5.1 12 04-49 5.1 23 02-20
5.1 13 05-25
5.1 14 04-36 5.2 1 12-16
5.1 15 02-20
5.1 16 04-36 5.3 1 04-36
5.1 17 04-36

LOG OF NORMAL APPROVED REVISIONS


BASIC RFM REVISIONS
NORMAL REVISION 0 date code 02-20
NORMAL REVISION 1 date code 02-29
NORMAL REVISION 2 date code 02-50
NORMAL REVISION 3 date code 03-18
NORMAL REVISION 4 date code 04-07
NORMAL REVISION 5 date code 04-36
NORMAL REVISION 6 date code 04-49
NORMAL REVISION 7 date code 05-25
NORMAL REVISION 8 date code 06-14
NORMAL REVISION 9 date code 07-06
NORMAL REVISION 10 date code 09-04
NORMAL REVISION 11 date code 10-35
EASA approval No 10041911
NORMAL REVISION 12 date code 12-16
on October 24, 2012
EASA approval No 10048194
NORMAL REVISION 13 date code 13-48
on February 19, 2014
Main Points Modification of the authorized fuel
Revised
0.0.P5, 2.5 page 4
information
Deleted
None.
information

APPROVED EC 155 B1
0.0.P5
A 16-25 Page 3
FLIGHT MANUAL
LOG OF NORMAL REVISIONS (CONT'D)

Approved on October 28, 2014


NORMAL REVISION 14 date code 14-28 under the authority of EASA Design
Organization Approval No.21J.056
Incorporation of new brad "Airbus Helicopters" instead "Eurocopter"
Main Points
Incorporation of customer remarks.
Revised 0.0.P1 - 0.0.P5 - 3.0.P6 - 3.1 p.2 - 3.2 p.4, 6, 7, 9, 11, 14, 18, 23, 29, 30,
information 31 - 3.3 p.5 to 11 - 4.3 p.8 - 4.6 p.1 - 4.9 p.1
Deleted
None.
information
EASA approval No 10052224
NORMAL REVISION 15 date code 14-40
on February 10, 2015
Incorporation of new prohibited maneuvers. Limitation duration of 2 min
Main Points for high amperage in yellow range.
Paragraph Emergency exit moved to section 3.3 9.
Revised 0.0.P5 - 2.0.P6 p.2 - 2.1 p.1 - 2.3 p.6 - 2.5 p.6 - 2.7 p.2 - 3.0.P6 p.1 -
information 3.3 p.10 & 11
Deleted
None.
information
EASA approval No.10059787
NORMAL REVISION 16 date code 16-25
on October 17, 2016
Addition of "Dual GTN 750H GNSS RNAV system" in the Single Pilot IFR
Main Points
requirement.
Revised
0.0.P5 pages 1 to 4; 2.3 page 6.
information
Deleted
None.
information

APPROVED EC 155 B1
0.0.P5
A 16-25 Page 4
FLIGHT MANUAL

SECTION 2
LIMITATIONS
CONTENTS
2.1 GENERAL PAGE
1 APPLICABILITY ...................................................................................................... 1
2 APPROVED TYPES OF OPERATION .................................................................... 1
3 CERTIFICATION CRITERIA ................................................................................... 1
4 PROHIBITED MANEUVERS ................................................................................... 1
5 MINIMUM FLIGHT CREW / MAXIMUM PERSONNEL
TRANSPORT CAPABILITY ..................................................................................... 2
6 INSTRUMENT MARKINGS ..................................................................................... 2

2.2 WEIGHT AND CENTER OF GRAVITY LIMITS


1 WEIGHT LIMITS ..................................................................................................... 1
2 CENTER OF GRAVITY LIMITS .............................................................................. 1

2.3 FLIGHT ENVELOPE LIMITS


1 AIRSPEED LIMITS (IN FLIGHT) ............................................................................. 1
2 APPROVED ALTITUDE/TEMPERATURE ENVELOPE .......................................... 3
3 HEIGHT/VELOCITY DIAGRAM ............................................................................. 4
4 LOAD FACTOR ...................................................................................................... 4
5 IFR FLIGHT ............................................................................................................. 6

2.4 VEHICLE LIMITATIONS


1 ROTOR ................................................................................................................... 1
2 FIRST LIMITATION INSTRUMENT ........................................................................ 2
3 N1 ......................................................................................................................... 4
4 FREE TURBINE SPEED......................................................................................... 4

EASA APPROVED EC 155 B1


2.0.P6
A 04-36 Page 1
FLIGHT MANUAL

2.5 SYSTEM LIMITATIONS PAGE


1 ENGINE .................................................................................................................. 1
2 GEARBOX .............................................................................................................. 3
3 HYDRAULIC ........................................................................................................... 3
4 FUEL ......................................................................................................................4
5 ELECTRICAL ......................................................................................................... 6

2.6 MISCELLANEOUS LIMITATIONS


1 TAXIING LIMITATIONS .......................................................................................... 1
2 TAKEOFF AND LANDING ON SLOPES ................................................................ 1
3 HEATING SYSTEM OPERATION .......................................................................... 1
4 LUGGAGE COMPARTMENT ................................................................................. 1
5 MANDATORY EQUIPMENT .................................................................................. 1

2.7 PLACARDS
1 OPERATING LIMITATIONS PLACARD ................................................................. 1
2 STANDBY STATIC PRESSURE SYSTEM OPERATION....................................... 1
3 FLOOR LOADINGS................................................................................................ 2
4 ORDINANCE LIGHTS (IF INSTALLED) ................................................................. 2

APPROVED EC 155 B1
2.0.P6
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FLIGHT MANUAL

SECTION 2.1
GENERAL

1 APPLICABILITY
COMPLIANCE WITH THE LIMITATIONS PRESCRIBED IN THIS SECTION IS
MANDATORY.
The limits specified herein apply to the basic aircraft version.
Any further restrictions arising from optional equipment systems are specified in the
relevant SUPPLEMENTS.

2 APPROVED TYPES OF OPERATION


Helicopter operation is approved, except in icing conditions, for:
Day and night IFR - VFR

3 CERTIFICATION CRITERIA
The helicopter is approved in the TRANSPORT category under JAR 29 first issue,
CATEGORY B and CATEGORY A.
CATEGORY A operation is covered by SUPPLEMENT 1.

4 PROHIBITED MANEUVERS
The following are prohibited:
Aerobatics.
Running landings at Gs > 35 kt (64 km/h) except emergency maneuver and
associated training.
Intentional running landings on soft ground.
Intentional full autorotation landings.
Intentional single-engine flight in normal operation, except for maintenance test
flight.
Single-engine training and demonstration flight except training mode (refer to
Sup.56).
Intentional use of engine backup except in case of FADEC failure.
External loads in IMC.
Back course approaches.
Use of CRHT in IMC or over the ground.
Deliberate penetration into clouds with massive vertical development.

APPROVED EC 155 B1
2.1
A 14-40 Page 1
FLIGHT MANUAL

5 MINIMUM FLIGHT CREW / MAXIMUM PERSONNEL


TRANSPORT CAPABILITY
Minimum flight crew:
one pilot in right-hand seat .

Maximum number of seats (including flight crew): 15.

6 INSTRUMENT MARKINGS
6.1 COLOR CODE AND MARKINGS

6.2 CPDS ANIMATION LOGIC


When a parameter reaches a limitation, the numerical value appears underscored.
When the parameter reaches the red area, the color ranges are filled.

EASA APPROVED EC 155 B1


2.1
A 02-20 Page 2
FLIGHT MANUAL

SECTION 2.2

WEIGHT AND CENTER OF GRAVITY LIMITS

1 WEIGHT LIMITS

Maximum approved gross weight................... 4920 kg (10846 lb).

CAUTION

USE OF WEIGHT ABOVE 4850 KG (10692 LB) IS SUBJECT TO EMBODIMENT OF


ALL EXTREME COLD WEATHER KITS, MOD DESCRIBED IN SECTION 2-3 PAGE 3,
AND IS LIMITED TO -30C< OAT +50C.

Depending on outside conditions (altitude and temperature), the maximum takeoff or


landing weight shall be limited to the maximum twin-engine IGE hover weight
(SECTION 5.1, figure 4) without exceeding 4920 kg (10846 lb).

Minimum approved gross weight..................... OAT > -5C: 3000 kg(6614 lb).
-5C > OAT > -25C: 3200 kg(7055 lb).
-25C > OAT > -40C: 3400 kg(7496 lb).
Maximum gross weight for taxiing ................... 4950 kg (10913 lb).

2 CENTER OF GRAVITY LIMITS

2.1 LONGITUDINAL CG POSITION

Figure 1 plots the approved extreme CG positions versus aircraft weight.


The CG datum is located 4 m (157.5 in) forward of the main rotor centerline.

EASA APPROVED EC 155 B1


2.2
A 12-16 Page 1
FLIGHT MANUAL

Figure 1 - CG Position Versus Aircraft Weight

2.2 LATERAL CG POSITION

The CG datum is the aircraft symmetry plane.


EASA APPROVED EC 155 B1
2.2
A 04-49 Page 2
FLIGHT MANUAL

SECTION 2.3
FLIGHT ENVELOPE LIMITS

1 AIRSPEED LIMITS (IN FLIGHT)


1.1 POWER-ON FLIGHT
Absolute VNE :
- -1500 Hp 2000 ft ......................................... 175 kt (324 km/h).
- 2000 Hp 4000 ft ......................................... 175 kt less 1.5 kt per 1000ft
(324 km/h - 9 km/h per 1000m).
- Hp 4000 ft ..................................................... 172 kt less 3 kt per 1000 ft
(318.5 km/h -18 km/h 1000 m).

1.2 POWER-OFF FLIGHT


Absolute VNE ............................................................ 135 kt (250 km/h).
Changes with altitude :
VNE POWER OFF = VNE POWER ON - 40 kt (74 km/h).

NOTE
When the VNE is exceeded in power-on
flight, the PFD speed scale marking is
enhanced with a red band.

DGAC APPROVED EC 155 B1


2.3
A 02-20 Page 1
FLIGHT MANUAL

1.3 DOORS OPEN OR REMOVED


The VNE to be taken into account is the value given on either drawing hereafter
adapted to the doors configuration.
Cockpit doors fitted.

Cockpit doors removed.

CAUTION
THE OPERATOR MUST HOLD THE SLIDING DOOR WHEN OPERATING IT

EASA APPROVED EC 155 B1


2.3
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EASA APPROVED EC 155 B1


2.3
A 04-36 Page 5
FLIGHT MANUAL

5 IFR FLIGHT

5.1 MINIMUM FLIGHT AND NAVIGATION EQUIPMENT REQUIRED FOR


IFR FLIGHT

5.1.1 Two pilots


A standby horizon - Backup altimeter and air speed indicator.
Two radio-communication units.
Two radio-navigation units.
AP.
SAS.

5.1.2 Single pilot


Equipment in paragraph 5.1.1 plus:
Radio magnetic indicator (RMI) or DUAL GPS 400 W installation or dual GTN
750H GNSS RNAV system.
DME indicator.

NOTE
Communication and navigation systems must be suited to the ground
installations. The operational regulations in force must be observed. They may
call for additional equipment which must be approved and operational.

5.2 IFR OPERATING ENVELOPE

5.2.1 Fully operational autopilot


With 4 axis upper modes: V min. = 30 kt.
Other cases: V min. = 70 kt.

5.2.2 SAS mode (After AP failure)


IMC
- V min. = Vy or 70 kt (IAS), whichever is greater.
- VNE = 120 kt (IAS).

5.3 MAXIMUM APPROACH GRADIENT ON GLIDE SLOPE


Glide slope approaches are authorized up to 6.5.

5.4 DECISION HEIGHT


Decision height must be selected according to applicable requirements, and not
below 100 ft.

APPROVED EC 155 B1
2.3
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FLIGHT MANUAL

SECTION 2.4
VEHICLE LIMITATIONS

1 ROTOR
1.1 MAIN ROTOR RPM LIMITS

: Minimum stabilised

: Max NR Power off

(3 Hz chopped tone).................. 330 rpm

(10 Hz chopped tone)................ 375 rpm

1.2 ROTOR BRAKE LIMITATIONS


Maximum rotor speed for rotor brake application....................................... 120 rpm.
Minimum waiting time between consecutive brakings.................................... 5 min.
Do not exceed three consecutive braking applications.
After three braking applications, wait for at least 10 min.

CAUTION

ROTOR BRAKE APPLICATION IS PROHIBITED PRIOR TO


ENGINE SHUTDOWN.

1.3 RPM HIGH LIMITATION


Use of RPM HIGH is limited to CAT A helipad or increased slope operations for
IAS < Vy.

EASA APPROVED EC 155 B1


2.4
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1.4 WIND ENVELOPE FOR ROTOR STARTING AND STOPPING

2 FIRST LIMITATION INSTRUMENT


2.1 TWIN-ENGINE DISPLAY

(See NOTE 2)

LIMIT FLI marking N1 (%) TOT (C) Torque (%)

MCP 8.8 96.7 to 99.1 891 86

MTOP (5 min) 10 98.9 to101.3 929 100

Transient 10.7 100 to 102 944 107


(see NOTE 1) (see NOTE 2)

EASA APPROVED EC 155 B1


2.4
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FLIGHT MANUAL

SECTION 2.5
SYSTEM LIMITATIONS

1 ENGINE
1.1 ENGINE OIL PRESSURE AND TEMPERATURE

NOTE
Upon starting, the pressure can reach 8.8 bars without damaging the engine.
If pressure exceeds 8.8 bars in flight, refer to TURBOMECA Maintenance
Manual.

Oil pressure in flight:


- Minimum for N1 > 85% ................................................................ 1.8 bar (26 psi)
- Minimum for N1 between 70% and 85%...................................... 1.5 bar (22 psi)

EASA APPROVED EC 155 B1


2.5
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1.2 AUTHORIZED ENGINE LUBRICANTS


Description NATO symbol SPECIFICATIONS REMARKS
FRANCE USA UK
ASTO 560
NORMAL USE
CASTROL 5000
ESSO TURBO OIL 2380
Synthetic 0.156
MOBIL JET OIL II (or ELF TURBO JET
5cSt at 98.9C on MIL.L.23699 II)
average
MOBIL RM 254
TURBO NYCOIL 600
OIL 500 (ASTO 500)
EXXON 2197
TOTAL AERO TURBINE 535

OTHER OILS: USE AUTHORIZED BUT NOT RECOMMENDED. SHALL NOT BE USED FOR HIGH
TEMPERATURE 30C.
CASTROL 325
Synthetic fluid CASTROL 3C
from 3 to 3.5cSt at 0.148 MIL.L.7808 ESSO TURBO OIL 2389
98.9C MOBIL OIL AVREX 256
TURBONICOIL 160

0.150 AIR 3514 ELF JET SYNTHETIC OIL 15


TURBO NICOIL 13B
Synthetic fluid AEROSHELL TURBINE OIL 390
3.9cSt at 98.9C

NOTE
The oils mentioned under OTHER OILS may be the subject of particular
recommendations from the engine manufacturer.
For changing from one oil trade mark or specification to another, the oil system
must be flushed as prescribed in TURBOMECA Maintenance Manual.

EASA APPROVED EC 155 B1


2.5
A 12-16 Page 2
FLIGHT MANUAL

2 GEARBOX
2.1 MGB OIL PRESSURE AND TEMPERATURE

2.2 AUTHORIZED GEARBOX LUBRICANTS


Oils with different specifications must not be mixed.
SHELL is not authorized.
SPECIFICATIONS
NATO (At latest issue or amendment)
DESIGNATION REMARKS
CODE
FRANCE U.S.A. U.K.
NORMAL USE Mixing oils with
Mineral oil different
0.155 AIR 3525 MIL.L.6086 DTD.581
-20C < OAT <+50C specifications is
for starting not allowed
-40C < OAT < +50C SHELL is not
for flight allowed

COLD WEATHER Mixing oils with


Synthetic oil MIL.L.7808 J different
-40C < OAT < 0C 0.148 specifications is
for starting and flight not allowed

3 HYDRAULIC
3.1 HYDRAULIC PRESSURE

EASA APPROVED EC 155 B1


2.5
A 05-25 Page 3
FLIGHT MANUAL

3.2 HYDRAULIC FLUID SPECIFICATIONS


Hydraulic fluids: Must comply with specifications:
- MIL-H-83282 for all temperature ranges.

4 FUEL
4.1 PRESSURE AND LOW LEVEL

Minimum engine starting pressure:


- Bleed phase preceding starting phase .....................................0.40 bar (5.8 psi).
- Starting phase ..........................................................................0.25 bar (3.6 psi).

4.2 AUTHORIZED FUELS

4.2.1 NORMAL FUELS


Fuel NATO SPECIFICATIONS Limit Temp Without
addition of additive in
A/C tanks
Type Symbol USA UK FRANCE RUSSIA Including Min. C Max C
Anti-freeze
1 Kerosene 50 F34 MIL-T-83 133 D.ENG.RD AIR 3405 Yes -50 50
(AVTUR-FSII) JP8 2453 F34 -
JP8
2 Kerosene 50 F35 ASTM-D-1655 D.ENG.RD AIR 3405 No -30 50
(AVTUR) Jet A1 2494 F35 -
JET A1
3 Kerosene ASTM-D-1655 - No -30 50
Jet A
4 High flash point F43 D.ENG.RD AIR 3404 No -30 50
Kerosene 2498 F43 -
(AVCAT) JP5
5 High flash point F44 MIL-J-5624 D.ENG.RD AIR 3404 Yes -40 50
Kerosene JP5 JP5 2452 F44 -
(AVCAT FSII)
6 Kerosene GOST No -30 +43C
TS-1, RT
10227
7 Chinese fuel No -30 50
Standard
National PRC -
No 3 Jet Fuel

EASA APPROVED EC 155 B1


2.5
A 13-48 Page 4
FLIGHT MANUAL

4.2.2 ALTERNATIVE FUELS


These fuels shall be subjected to operating restrictions.
Fuel NATO SPECIFICATIONS Limit Temp Without
addition of additive in
A/C tanks
Type Symbol USA UK FRANCE Including Min. C Max C
Anti-freeze
8 Large cut F40 MIL-T-5624 D.ENG.RD AIR 3407
(AVTAG FS II) JP4 2454 Yes -50 +43C
JP4
9 Large cut (F45)* D.ENG.RD
(AVTAG) 2486 No -30 +43C
JP4

* Abandoned NATO symbol


JP4 operating envelope
Use of JP4 is limited to Hp=15000 ft

4.3 AUTHORIZED FUEL ADDITIVES


Anti-icing Additives:
S748 NATO symbol: MIL-1-27686, D.ENG.RD 2451 (AL-31), AIR 3652B,
or S1745 NATO symbol: MIL-1-85 470A, D.ENG.RD 2451 (AL-41), AIR 3652B.
Maximum concentration by volume: 0.15%.
Minimum concentration by volume: 0.10%.
Anti-icing additive must be used for OAT lower than -30C.
Antistatic Additive:
SHELL ASA-3 (maximum concentration 0.0001% by volume).
DUPONT STADIS 450 (maximum concentration 0.0003% by volume).
SIGBOL (TU38-101741) (maximum concentration 0.0005% by volume).
Antioxidant, Metal Deactivator, Corrosion Inhibitor:
According to the approved specifications in force.
Fungicide Additive:
BIODOR J.F type.
- Limited to a treatment every 500 operating hours or 3 months (curative
treatment).
- Unlimited (preventive treatment).

EASA APPROVED EC 155 B1


2.5
A 12-16 Page 5
FLIGHT MANUAL

5 ELECTRICAL

5.1 VOLTMETER - AMMETER

Maximum consecutive engine starts or cranking cycles ....................................... 5.

NOTE
The maximum amperage limitation is not applicable during engine starting or
during the first minute of battery charging.

5.2 FLIGHT WITHOUT PASSENGER


Without passenger in cabin able to disconnect the equipment items connected on
ancillary connectors, the total intensity on the 3 ancillary connectors must not
exceed 17.5 A.

APPROVED EC 155 B1
2.5
A 14-40 Page 6
FLIGHT MANUAL

SECTION 2.7
PLACARDS

1 OPERATING LIMITATIONS PLACARD


On canopy horizontal crossmember:

DAY AND NIGHT IFR - VFR

2 STANDBY STATIC PRESSURE SYSTEM OPERATION


Beside the control:
A placard indicates the corrections to be made, on the pilot indications only, in the
event of operation of the standby static pressure system.

STANDBY STATIC PRESSURE VENT


CLOSE THE DOORS AND WINDOWS AND SWITCH OFF THE VENTILATION
SYSTEM

CRUISING CLIMBING

INDICATED AIRSPEED (IAS) kt kt

ALTIMETER (HP) ft ft

NOTE 1
This placard is customized for each helicopter.
(See SECTION 7.10)

NOTE 2
The corrections are mean values; they may vary by 50%.

The values given for level flight approximately correspond to the best-range
cruising speed.

EASA APPROVED EC 155 B1


2.7
A 12-16 Page 1
FLIGHT MANUAL

3 FLOOR LOADINGS
Inside the cargo bay door On the 9 bulkhead

Or Or

MAX. FLOOR LOADING:


61.5 POUNDS / SQ.FEET
MAX.
MAX. WEIGHT: FLOOR LOADING
661 Lb 125 POUNDS / SQ. Ft

4 ORDINANCE LIGHTS (IF INSTALLED)


"FASTEN SEATBELTS" and "NO SMOKING" ordinance lights are mounted in the
cabin.

or

or

APPROVED EC 155 B1
2.7
A 14-40 Page 2
FLIGHT MANUAL

SECTION 3
EMERGENCY PROCEDURES
CONTENTS
3.1 GENERAL PAGE
1 LANDING EMERGENCY PROCEDURES ............................................................ 1
2 WARNING AND CAUTION ADVISORY PROVISIONS......................................... 1
3 AUDIO WARN ....................................................................................................... 2

3.2 FAILURES INDICATED BY ALARM LIGHTS


1 SYMBOLS USED .................................................................................................. 1
2 POWER PLANT FAILURES.................................................................................. 2
3 FUEL SYSTEM FAILURES ................................................................................... 8
4 GEARBOX FAILURES ........................................................................................ 10
5 HYDRAULIC SYSTEM FAILURES ..................................................................... 13
6 ELECTRICAL SYSTEM FAILURES .................................................................... 16
7 MISCELLANEOUS FAILURES ........................................................................... 22
8 AP FAILURES ..................................................................................................... 24
9 PITOT-STATIC SYSTEM FAILURES ................................................................. 30
10 FCDS (PFD-ND) FAILURES ............................................................................... 30
11 CPDS (VEMD-CAD) FAILURES ......................................................................... 34

3.3 EMERGENCY PROCEDURES


1 AUTOROTATION LANDING ................................................................................ 1
2 ENGINE FAILURE ................................................................................................ 2
3 TAIL ROTOR FAILURE ........................................................................................ 6
4 LANDING GEAR SYSTEM FAILURES................................................................. 7
5 FIRE DETECTION SYSTEM FAILURE ................................................................ 8
6 SMOKE IN CABIN ................................................................................................ 9
7 ICING CONDITIONS .......................................................................................... 10
8 STATIC SYSTEM FAILURE ............................................................................... 10
9 EMERGENCY EXIT ............................................................................................ 10
10 EMERGENCY EVACUATION ............................................................................. 11
11 ABNORMAL VIBRATION IN FLIGHT ................................................................. 11
12 ROTOR BRAKE INOPERATIVE ......................................................................... 11

APPROVED EC 155 B1
3.0.P6
A 14-40 Page 1
FLIGHT MANUAL

SECTION 3.1
GENERAL

1 LANDING EMERGENCY PROCEDURES


The emergency procedures describe the actions the pilot must perform according to
the various cases of failure. However, according to the high diversity of the outside
factors and type of terrain overflown, the pilot may have to adapt to the conditions from
his experience. To help the pilot in his decision, the following four expressions are used
LAND (OR DITCH) IMMEDIATELY
Self-explanatory

LAND AS SOON AS POSSIBLE


Emergency conditions, land at the nearest site where a safe landing can be made.
LAND AS SOON AS PRACTICABLE
Land at the nearest site at which technical assistance may be expected. Extended flight
is not recommended.

CONTINUE THE FLIGHT


Continue the flight as planned. Have repairs performed at destination in compliance
with the Maintenance Manual.

2 WARNING AND CAUTION ADVISORY PROVISIONS


The Warning panels, the Caution Advisory display, the flight control screens and fuel
management panel group all the Red and Amber alarms.
The illumination of a red light at the Warning Panel causes the WARN light to come on
on the instrument panel.

NOTE
After any failure indicated by the WARN light or light on the CAD, the crew must reset the
indicating system by acknowledging the alarm.

EASA APPROVED EC 155 B1


3.1
A 12-16 Page 1
FLIGHT MANUAL

3 AUDIO WARN
In the ICS headphones:
An audio alarm sounds when:

Low frequency audio signal ............................................... NR 330 rpm


(3 Hz chopped tone)

High frequency audio signal .............................................. NR 375 rpm


(10 Hz chopped tone)

stroke sounds when LMT illuminates for:

On ground when the cyclic stick is moved too far from neutral position, inducing
excessive stress in the MRH.

DIFF Multigong = difference in N1 between the 2


N1 engines > 6%

FLI Gong: Power over limit.

APPROVED EC 155 B1
3.1
A 14-28 Page 2
FLIGHT MANUAL

SECTION 3.2
FAILURES INDICATED BY ALARM LIGHTS

1 SYMBOLS USED
Caution and Warning lights
- On Red Warning Panel

ENG ENG
# #

OUT ON

- On CAD and FCDS

ROTOR BRK ROTOR BRK

OUT ON

- On fuel management panel and control panels

OFF OFF

OUT ON

Presentation
- The actions that the pilot shall be able to perform from memory are written in bold
characters.

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 1
FLIGHT MANUAL

2 POWER PLANT FAILURES


CORRECTIVE ACTIONS
IN FLIGHT
ENG
1 - Attain single-engine flight conditions
FIRE
- Affected engine
+ 2 - Fuel shutoff control lever .....Aft
3 - Rotary selector ......................OFF
1 SHOT 2
4 - ENG #......................................OFF

FIRE FIRE 5 - Booster pumps ........................OFF


6 - SHOT1 ....................................Strike
FAIL
FAIL FAIL
FAIL

+ EXT
EXT EXT
Fuel shutoff
control lever red 1 min later
light

ENG FIRE ENG


ENG FIRE
FIRE
+ +
FIRE FAIL
FAIL FIRE
FIRE FAIL
FAIL

7 - SHOT 2 ........................ Strike LAND AS SOON AS


PRACTICABLE
EXT
EXT EXT

1 min later

ENG FIRE ENG


ENG FIRE
FIRE
+ +
FIRE FAIL
FAIL FIRE
FIRE FAIL
FAIL

LAND AS SOON AS
LAND IMMEDIATELY
PRACTICABLE
HOVER, TAKEOFF, LANDING
LAND IMMEDIATELY
Apply ground fire procedure

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 2
FLIGHT MANUAL

CORRECTIVE ACTIONS
ON GROUND

1 - Fuel shutoff control lever ...................... Aft


2 Rotary selector....................................... OFF
3 - ENG 1 and 2 ............................................ OFF
4 - Booster pumps ......................................... OFF
5 - SHOT 1 and SHOT 2................................ Strike
6 - Rotor brake control at NR < 120 rpm........ Aft
Evacuate aircraft and fight fire from outside.

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 3
FLIGHT MANUAL

CORRECTIVE ACTIONS

1 - Engine 1, 2 and MGB oil


OIL temperature indicator ............ Check
TEMP

Engine 1 and/or 2 Two engines MGB overheated One engine


or MGB overheated Refer to Gearbox overheated
temperature failures
excessive

2 - IAS ....... Vy 2 - Attain single-engine


flight conditions.
- Affected engine
LAND 3 - ENG #............ OFF
IMMEDIATELY
(Refer to SECTION
3.3 2.5)

LAND AS SOON
AS PRACTICABLE

ENG 1 - ENGINE 1 OR 2 OIL


PRESSURE INDICATOR ..... Check
#

+ P < 1.5 bar P > 1.5 bar


Reminding light
on cockpit
overhead panel

2 - Attain single-engine flight 2 - Oil pressure............. Monitor


conditions
Affected engine
3 - ENG #............................. OFF CONTINUE THE FLIGHT
Engine 1 or 2
oil pressure (Refer to SECTION 3.3 2.5)
< 1.5 bar
LAND AS SOON AS
PRACTICABLE

APPROVED EC 155 B1
3.2
A 14-28 Page 4
RCA FLIGHT MANUAL

CORRECTIVE ACTIONS
Partial power loss on engine with low N1.
DIFF 1 - Attain single engine flight conditions.
N1 2 - OEI rating................................................. Selected as required.
3 - Engine parameters................................... Monitor.
+ 4 - Prepare for possible engine failure.
Audio warning
+ LAND AS SOON AS PRACTICABLE
HI CAUTION

Difference of THE FLI POINTER REPRESENTS THE ENGINE


N1 > 6% AT THE HIGHEST POWER SETTING. THERE IS A
between both POWER SHORTAGE.
engines PERFORM A PRECAUTIONARY LANDING
WITHOUT HOVERING.

FADEC FAIL 1 - OEI limit ...............................................Select as required.

2 - NORMAL/BACKUP switch...................BACKUP.
+
Reminding light on WA R N IN G
cockpit overhead
panel W H EN TH E EN G I N E I S SW I TC H ED TO B A C K - U P
+ M O D E, I T I S FO R B I D D EN TO M O V E TH E O TH ER
HI EN G I N E TO I D L O R TO O FF

+ NOTE
Avoid rapid movement at collective pitch.
FF + END
Collective axis of Autopilot must no longer be used.
Major governor
Failure CONTINUE THE FLIGHT
CAUTION
NOTE
THE BACKUP MODE MUST BE KEPT UNTIL THE
x Metering unit
END OF THE FLIGHT. IT IS FORBIDDEN TO
frozen at fuel
REVERT TO NORMAL.
flow value
upon failure. PERFORM A CAUTIOUS APPROACH AT LOW
SPEED. (AROUND 40 kt).

CAUTION : THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
AMS No. 07-22B52 (PA N8.30) HAVE BEEN EMBODIED TO THE AIRCRAFT.

EASA APPROVED EC 155 B1


3.2
A 09-04 Page 5
*RC*
FLIGHT MANUAL

CORRECTIVE ACTIONS
Partial power loss on engine with low N1.
DIFF 1 - Attain single-engine flight conditions.
N1 2 - OEI rating ................................................. Selected as required.
3 - Engine parameters ................................... Monitor.
+ 4 - Prepare for possible engine failure.
Audio warning
+
LAND AS SOON AS PRACTICABLE
HI
CAUTION
Difference of
N1 > 6% THE FLI POINTER REPRESENTS THE ENGINE
between both AT THE HIGHEST POWER SETTING. THERE IS A POWER LOSS.
engines PERFORM A PRECAUTIONARY LANDING WITHOUT HOVERING.

FADEC FAIL 1 - OEI limit ............................................... Select as required.

2 - NORMAL/BACKUP switch ................... BACKUP.


+
Reminding light on WA R N IN G
cockpit overhead
panel W H EN TH E EN G I N E I S SW I TC H ED TO B A C K - U P
+ M O D E, I T I S FO R B I D D EN TO M O V E TH E O TH ER
HI EN G I N E TO I D LE O R TO O FF

+
NOTE
FF + END
Avoid rapid collective pitch movements.
Major governor
Failure CONTINUE THE FLIGHT

NOTE
CAUTION
Metering unit
frozen at fuel THE BACKUP MODE MUST BE KEPT UNTIL THE
flow value END OF THE FLIGHT. IT IS FORBIDDEN TO
upon failure. REVERT TO NORMAL.
PERFORM A CAUTIOUS APPROACH AT LOW
SPEED. (AROUND 40 kt).

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 5
FLIGHT MANUAL

CORRECTIVE ACTIONS
Avoid rapid collective pitch movements
GOV
CONTINUE THE FLIGHT
Minor governor
failure. NOTE
In this case, governing is ensured by back-up laws which may
cause the governed RPM to vary.
Upon return from flight, display the failure on the system status
page before switching off the battery.
ENG CHIP 1- Chip pulse system ......................... Activate

RH or LH ENG CHIP ENG CHIP

CONTINUE THE FLIGHT 2 - Wait 30 s ..................... Activate

ENG CHIP ENG CHIP


CONTINUE THE FLIGHT 3 - Attain single-engine flight conditions
Affected engine
Chip detected on 4 - ENG # .............................. IDLE
engine 1 or 2 (Refer to SECTION 3.3 2.4)
5 - Engine parameters........... Monitor

Unsteady Steady
6 - ENG # ............. OFF
(Refer to SECTION 3.3 2.5)
LAND AS SOON
LAND AS SOON AS PRACTICABLE
AS PRACTICABLE
During approach:
ENG # ..... FLT
NOTE

In case of second ENG CHIP on the same engine, apply


procedure from item 1. A maximum of 2 chip pulse procedures is
possible during the flight
In case of third ENG CHIP on the same engine during the flight,
apply procedure from item 3.
In any case, after landing, apply the instructions in the
Maintenance Manual.
ENG CHP CT NOTE
RH or LH One or both engine chip detectors systems have failed.
Engine 1 or 2 chip
detection fault CONTINUE THE FLIGHT

APPROVED EC 155 B1
3.2
A 14-28 Page 6
FLIGHT MANUAL

CORRECTIVE ACTIONS

FIRE FIRE
FAIL FAIL
LAND AS SOON AS PRACTICABLE
RH or LH
Engine fire
detection
inoperative.

EXT CONTINUE THE FLIGHT


RH or LH NOTE
Pressure drop or
corresponding In the event of fire, use the other extinguisher
extinguisher (press both push-buttons).
empty.

Engine oil X.X


overpressure or 1 - Pressure/Temperature ...................... Monitor
low pressure

2 - Attain single-engine flight conditions


- Affected engine
3 - ENG # .................................. OFF
(Refer to SECTION 3.3 2.5)
LAND AS SOON AS PRACTICABLE
Engine oil over 1 - Attain single-engine flight conditions
temperature
- Affected engine
2 - ENG # ................................... IDLE (Refer to SECTION 3.3 2.4)

Temperature < 115C Temperature > 115C


LAND AS SOON AS 3 - ENG # .......................... OFF
PRACTICABLE (Refer to SECTION 3.3 2.5)
During approach: LAND AS SOON AS
3 - ENG # ............................. FLT PRACTICABLE

APPROVED EC 155 B1
3.2
A 14-28 Page 7
FLIGHT MANUAL

3 FUEL SYSTEM FAILURES


CORRECTIVE ACTIONS
1 - Booster pumps ON ..................Check
FUEL 2 - Fuel quantities .........................Check
Q
+ <5% 5%
QTY 3 - Make sure that the group is System jet pumps clogged
free from leaks

1 or 2 on fuel 4 - Transfer .................. Perform Avoid sudden maneuvers and


management fore-and-aft attitude variations
panel
CAUTION CAUTION

IF TRANSFER IMPOSSIBLE, IN THIS CASE, THE UNUSABLE FUEL


5 min AT MCP REMAIN QUANTITIES ARE INCREASED BY
BEFORE SHUTDOWN OF THE APPROX:
ENGINE CONCERNED. 130 kg FOR LH GROUP
Fuel quantity in
20 kg FOR RH GROUP.
corresponding
5 - Attain single-engine flight
feeder tank
conditions
14 kg.
LAND AS SOON AS LAND AS SOON AS
PRACTICABLE PRACTICABLE

1 - Booster pumps ON ..................Check


FUEL 2 - Fuel quantities .........................Check
Q
+ <5% 5%
System jet pumps clogged
QTY LAND IMMEDIATELY Avoid sudden maneuvers and
fore-and-aft attitude variations
1 and 2 on fuel
management CAUTION
panel WARNING
IN THIS CASE, THE UNUSABLE FUEL
5 min OF FLIGHT AT QUANTITIES ARE INCREASED BY
APPROX:
MCP ARE REMAINING 130 kg FOR LH GROUP
Fuel quantity in 20 kg FOR RH GROUP.
corresponding
feeder tank
LAND AS SOON AS
14 kg. PRACTICABLE

DGAC APPROVED EC 155 B1


3.2
A 02-50 Page 8
FLIGHT MANUAL

CORRECTIVE ACTIONS

FUEL 1 - Engine parameters .............. Monitor


+
Unsteady Steady
FILT
2 - Attain single-engine flight
1 or 2 on fuel conditions
management Affected engine CONTINUE THE FLIGHT
panel 3 - ENG # ....................... OFF
(Refer to SECTION 3.3 2.5)

LAND AS SOON AS
PRACTICABLE
Pre-clogging of CAUTION
corresponding
fuel filter ILLUMINATION OF BOTH FILT LIGHTS ON FUEL
MANAGEMENT PANEL (FUEL CONTAMINATED):
REDUCE POWER IF THE ENGINE PARAMETERS ARE
UNSTEADY.

LAND AS SOON AS POSSIBLE

FUEL 1 - Fuel pressure indicator..................................... Check


2 - Flight altitude .................................................... Reduce if possible
+ 3 - High power ....................................................... Avoid
4 - Engine parameters ........................................... Monitor
PRS
1 or 2 on fuel
management Unsteady Steady
panel 5 - Attain single-engine flight
conditions
Affected engine
Fuel pressure 6 - ENG # .............................OFF CONTINUE THE FLIGHT
< 0.25 bar (Refer to SECTION 3.3 2.5)

LAND AS SOON AS
PRACTICABLE

APPROVED EC 155 B1
3.2
A 14-28 Page 9
FLIGHT MANUAL

4 GEARBOX FAILURES
CORRECTIVE ACTIONS
1 - Power............................................................................Reduce
MGB 2 - MGB oil pressure < 0.6 bar ...........................................Confirm
P
+ LAND AS SOON AS POSSIBLE
MGB P NOTE
+ If safe landing is impossible:
Reduce the power to a minimum for the continuation of
MGB AUX P the flight (Vy in level flight).
Land within 25 minutes following
appearance of the alarm.
MGB oil pressure
< 0. 6 bar

1 - MGB temperature,
OIL engines 1 and 2.......................Check
TEMP

MGB or engine 1 MGB temperature > 120C Temperature excessive on


and/or 2 one or two engine(s)
temperature 2 - IAS.......................... 120 kt See Engine failures
excessive.

OIL OIL
OIL
TEMP TEMP
TEMP

LAND AS SOON AS CONTINUE THE FLIGHT


PRACTICABLE

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 10
FLIGHT MANUAL

CORRECTIVE ACTIONS

MGB P 1 - MGB oil pressure and temperature ............................... Monitor


2 - Reduce the power to the minimum compatible with the flight
Main pump conditions.
failure.
LAND AS SOON AS PRACTICABLE

NOTE
The auxiliary pump ensures lubrication of the MGB.
The oil is no longer cooled.

MGB AUX P NOTE


Auxiliary pump The main pump normally supplies MGB lubrication.
failure
CONTINUE THE FLIGHT
Except for intentional cases on takeoff and landing, check:
RPM H
1 - RPM .............................................................................. NORM
NR speed
selected at
CONTINUE THE FLIGHT
360 rpm.

NOTE
ILS informations are unusable
VOR informations are degraded

MGB CHIP 1 - MGB oil pressure and temperature ............................... Monitor

Chip detected in
MGB.
LAND AS SOON AS PRACTICABLE

APPROVED EC 155 B1
3.2
A 14-28 Page 11
FLIGHT MANUAL

CORRECTIVE ACTIONS

TGB CHIP

Chip detected in
LAND AS SOON AS PRACTICABLE
TGB.

MGB CHP CT NOTE


or MGB or TGB chip detector system has failed.

TGB CHP CT
CONTINUE THE FLIGHT
MGB or TGB chip
detection fault.

ROTOR BRK 1 - Check rotor brake ....................Released in detent.

Rotor brake not


fully released or
switch failure ROTOR BRK ROTOR
ROTOR BRK
BRK
- Switch failure

CONTINUE THE FLIGHT


CONTINUE THE FLIGHT

1 - Pressure ........................................................................Monitor

LAND AS SOON AS PRACTICABLE

MGB oil pressure


excessive

DGAC APPROVED EC 155 B1


3.2
A 02-20 Page 12
FLIGHT MANUAL

5 HYDRAULIC SYSTEM FAILURES


CORRECTIVE ACTIONS

LG PUMP 1 - LG PUMP .................................... NORM

LG PUMP LG PUMP

CONTINUE THE FLIGHT


Emergency
system hydraulic 2 - Landing gear ......................... Extend
pressure If the landing gear fails to extend:
> 95 bar.
3 - Emergency Landing gear
NOTE extension procedure .............. Perform

Possible LH LAND AS SOON AS


hydraulic PRACTICABLE
pressure drop
and
HYD
LH
+
SERVO

HYD NOTE
Loss of the main servocontrol upper body and tail
RH servocontrol RH body.
+ 1 - Restore the aircraft to level attitude.

SERVO Avoid sudden maneuvers, limit bank angle to 30 and avoid high
rate of descent.

No. 2 system LAND AS SOON AS PRACTICABLE


hydraulic
pressure
< 85 bar.

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 13
FLIGHT MANUAL

CORRECTIVE ACTIONS
NOTE
HYD
Loss of the main servocontrol lower body and tail
LH servocontrol LH body.
+ 1 - Restore the aircraft to level attitude.
Avoid sudden maneuvers, limit bank angle to 30 and avoid high
SERVO rate of descent.
CAUTION

DO NOT SET THE HYD ISOLATE


SWITCH TO CUT OFF.

No. 1 system LAND AS SOON AS PRACTICABLE


hydraulic
pressure NOTE
< 85 bar.
Extend the landing gear using the emergency system.
Brake application possible on accumulator.
HYD LEV NOTE
Loss of the tail servocontrol RH body.
RH
1 - HYD ISOL ........................................ CUT OFF
+
2 - Level attitude. ................................ Restore
SERVO 3 - No. 2 hydraulic system pressure ..... Check

Pressure drop Pressure normal

No. 2 system
reservoir level HYD
< 2 l. LAND AS SOON AS
RH PRACTICABLE
4 - RH HYD + SERVO
illumination procedure ... Apply

HYD LEV 1 - No. 1 hydraulic system pressure ..... Check

LH
Pressure drop Pressure normal

No. 1 system
reservoir level
< 3 l. HYD SERVO LAND AS SOON AS
+ PRACTICABLE
LH
2 - LH HYD + SERVO
illumination procedure ... Apply

APPROVED EC 155 B1
3.2
A 14-28 Page 14
FLIGHT MANUAL

CORRECTIVE ACTIONS
(Cont'd)
3 - Before landing:
- Ensure that ancillary accumulator pressure is at least 100
bars.
4 - After landing:
- Monitor the pressure of the ancillary accumulator.

CAUTION
IF THE PRESSURE OF THE ANCILLARY ACCUMULATOR
DROPS BELOW 100 BARS, CONSIDER THAT WHEEL
BRAKING IS LOST.

SERVO
LAND AS SOON AS PRACTICABLE
Jamming of a
primary distributor
valve of a main or CAUTION
tail servocontrol DUE TO A POSSIBLE INCREASE IN LOADS,
or AP COULD BE DEGRADED.
detection failure IN THIS CASE, IT MAY BE NECESSARY
TO DISENGAGE UPPER MODES OR EVEN TO DISENGAGE
AP AND ENGAGE SAS.

LAND AS SOON AS PRACTICABLE

No. 1 or 2 hydraulic
system pressure
excessive

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 15
FLIGHT MANUAL

6 ELECTRICAL SYSTEM FAILURES


CORRECTIVE ACTIONS

BAT 1 - BAT/ESS .............................. OFF


TEMP

Battery internal BAT BAT


BAT
overheating TEMP TEMP
TEMP

Battery thermal runaway CONTINUE THE FLIGHT


LAND AS SOON
AS POSSIBLE

NOTE
- Engine restarting impossible.

- If ICS inoperative, switch ICS to EMER.

1 - BAT/ESS .............................. OFF


BAT
2 - Faulty Generator .................. OFF
TEMP

+
At VEMD BAT BAT
BAT
31 v TEMP TEMP
TEMP

3 - BAT/ESS ..............ON
or LAND AS SOON
AS POSSIBLE CONTINUE THE FLIGHT
GEN # PARAM NOTE
OVER LIMIT - Engine restarting impossible.
- If ICS inoperative, switch ICS
to EMER.

EASA APPROVED EC 155 B1


3.2
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FLIGHT MANUAL

CORRECTIVE ACTIONS
1 - GEN 1 ................................. RST, then ON
GEN 2 - GEN 2 ................................. RST, then ON
RH + LH
GEN GEN
GEN
Cutout of both
generators RH + LH
3 - GEN 1 and 2 .............. OFF
4 - Rotary selector (28A) . OFF CONTINUE THE FLIGHT
5 - CAB LTS (1.6A) ......... OFF
The battery supplies the main buses. The flight time is > 30 min
with a battery charged to 80%.
LAND AS SOON AS PRACTICABLE
If IMC exit IMC as soon as possible and in all cases
land within 30 minutes.
Automatic load shedding of:
Basic
Ancillary connectors AHRS1 - 1 A
FCDM1 - 1 A VOR 1 - 1 A
ADC1 - 0.2 A Copilot's pitot - 1.4 A
Radioaltimeter - 0.7 A Radiocompass - 1A
Instrument panel, overhead VHF 1 (Tx : 4.5 A)(R : 0.5 A)
panel, control pedestal Booster pump 2 and 3 - 4.7 A
lighting - 2 x 7 A
Customization: Mission equipment supplied by bus F and G on 3
and 4 Alpha breakers panel (located in the nose of
the aircraft).
CAUTION
EXTEND THE LANDING GEAR BEFORE THE BATTERY
VOLTAGE DROPS BELOW 22 V.
NOTE
During the 30 min, the pilot may use :
- Demisting .................. 4 min - VHF2 (Tx) .................... 2 min
- Transfer pump........... 10 min - Landing light ................ 3 min
- Wipers ....................... 3 min - Storm light ................... 2 min
If required, the load-shed buses can be reset with
the SHED BUS switch.
CAUTION
WHEN RESETTING THE LOAD SHED BUS, THE PILOT MUST
MANAGE THE ELECTRICAL CONSUMPTION BY LOAD
SHEDDING THE EQUIPMENT ITEMS WHICH ARE NOT
NECESSARY. THE FLIGHT TIME MAY BE LESS THAN 30 min.

EASA APPROVED EC 155 B1


3.2
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FLIGHT MANUAL

CORRECTIVE ACTIONS
- On engine concerned
GEN
1 - GEN #................................. RST, then ON
RH or LH

GEN GEN
GEN

Cutout of 2 - GEN #..................................... OFF


corresponding CONTINUE THE FLIGHT
generator. 3 - Rotary selector
BAT/GEN1/GEN2 ................... On generator operative
At VEMD

XXX A XXX A
(If XXX (If XXX
>160 A) <160 A)

4 - Depending on the mission and


according with section 2.5 5.2 CONTINUE THE FLIGHT
Ancillary connectors ....... Manually disconnect
And/or Switch OFF installations of comfort
(IFE, Dome light, Fridge, Air Cond, DMAP...)
until XXX < 160 A

CONTINUE THE FLIGHT

NOTE
If IMC, transition to VMC as soon as possible.

APPROVED EC 155 B1
3.2
A 14-28 Page 18
FLIGHT MANUAL

CORRECTIVE ACTIONS
1 - BAT/ESS.............................RST, then ON
BAT
BAT BAT
BAT
Battery switched
off.

CONTINUE THE FLIGHT CONTINUE THE FLIGHT

NOTE
Engine restarting impossible.

BUS TIE NOTE


Loss of Crossfeeding is no longer possible.
connection of one 1 - BUS TIE RST......................Press
or both
main buses
BUS TIE BUS
BUS TIE
TIE

CONTINUE THE FLIGHT

BAT/GEN1/GEN2 selector ........... BAT.


BAT voltage.................................. Check.

CONTINUE THE FLIGHT

CAUTION
EXTEND THE LANDING GEAR BEFORE
THE BATTERY VOLTAGE BELOW 22 V.

EASA APPROVED EC 155 B1


3.2
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FLIGHT MANUAL

CORRECTIVE ACTIONS
1 - GEN #................................. RST, then ON
BUS TIE
2 - BAT/ESS ............................ RST, then ON
+ 3 - BUS TIE RST ..................... PRESS

GEN BUS TIE BUS


BUS TIE
TIE
RH or LH + +
+ GEN BAT GEN
GEN BAT
BAT
+ +
BAT Loss of corresponding primary
bus

Short circuit on Loss of power supply of: CONTINUE THE FLIGHT


corresponding
primary bus LH bus: RH bus:
Anti-collision lights ADC 1 Fuel pumps 2 and 3 DME
Position lights Copilot's pitot Pilot's pitot Windshield wiper
Eng 1 FADEC channel B FCDM1 Pilot's landing light
Eng 1 over speed detection Cabin lighting AHRS1 ND1
Landing gear control VHF 1 Eng 2 over speed detection
Ancillary connector 1 VOR 1 Eng 2 FADEC channel B
IP/Cont pedestal lighting 1 IP/Cont pedestal lighting 2
Radio compass Land light 1 Ancillary connector 2
Radioaltimeter Storm light
+ Mission equipment
(if fitted) + Mission equipment
(if fitted)
Chip burner
Radar Air Cond
Anti-collision System (ACAS, Navigation system (GPS, UNS,
EGPWS, Laser) EURONAV)
Centralized control box 1 Additional navigation Display
Additional COM (VHF/FM, MF) Additional COM (V/UHF, HF,
IR light SAT, GSM, ICS)
Search light Centralized control box 2
Doors light Homing
Mirror Passenger address
Windshield deice 1 Sling Mirror Step
Ice detector Strobe light Internal lighting
Fridge HUMS (health function)
Radar FLIR
Windshield deice 2
Windshield washer
Hailer

EASA APPROVED EC 155 B1


3.2
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FLIGHT MANUAL

CORRECTIVE ACTIONS
(Contd)
If short circuit on LH bus:
- On RCU ADC .................... ADC 2
NOTE
Extend the landing gear using the emergency system.

LAND AS SOON AS PRACTICABLE

NOTE
IF IMC, EXIT IMC AS SOON AS POSSIBLE.

1 - BAT/ESS ............................ RST, then ON


ESS BUS

Loss of power ESS BUS ESS BUS


supply of essential
bus

CONTINUE THE FLIGHT CONTINUE THE FLIGHT

On VEMD
Electrical power consumption must be decreased.

170 A
Depending on the mission.

1 - Ancillary connectors ................................ Manually disconnect.


Or

GEN # PARAM 2 - Optional equipment (Hoist, light).......... Stop using


OVER LIMIT simultaneously.

Electrical power
consumption
above continuous
limit.

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 21
FLIGHT MANUAL

7 MISCELLANEOUS FAILURES
CORRECTIVE ACTIONS
Heating rotary selector.............. OFF.
CAR
FIRE On LC FIRE section on overhead panel
+ SHOT 1 ........................................ Strike.
1 SHOT 2
FIRE FIRE LC EXTIN P. LC EXTIN P.
FAIL FAIL
+
OVERHEAT CAR FIRE CAR FIRE
+ +
FIRE FAIL FIRE FAIL

Temperature
LAND IMMEDIATELY LAND AS SOON
inside
compartment AS POSSIBLE
SHOT 2 ........................................ Strike.
> 85C

LC EXTIN P. LC EXTIN P.

CAR FIRE CAR FIRE


+ +
FIRE FAIL FIRE FAIL

LAND IMMEDIATELY LAND AS SOON


AS POSSIBLE
Evacuate aircraft and fight
fire from outside.

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 22
FLIGHT MANUAL

CORRECTIVE ACTIONS

ECS NOTE
In case of temperature > 90C, the heating system switches off
Over heating automatically and comes back on automatically as soon as the
above 90C or temperature drops.
fan speed 1 - Heating................................ Reduce
discrepancy
ECS ECS

2 - Selector ...................... OFF


NOTE CONTINUE THE FLIGHT
For OAT > 45C avoid ground
run and hover flight longer
than 30 min.
CONTINUE THE FLIGHT

OVERHEAT 1 - Rotary selector ................ VENT


2 - VENT LO / HI ................... HI
Temperature 5 min. later
inside
compartment OVERHEAT OVERHEAT
> 70C

LAND AS SOON AS
CONTINUE THE FLIGHT PRACTICABLE

FWD DOOR BEFORE TAKEOFF


1 - Door(s)............................. Close
IN FLIGHT
AFT DOOR 1 - IAS ................................... 110 kt (204 km/h)
2 - Door locking ..................... Check

LC DOOR
XXX DOOR XXX DOOR

3 - IAS ...... 110 kt (204 km/h)


LAND AS SOON AS CONTINUE THE FLIGHT
PRACTICABLE
AUDIO WARN 1 AUDIO WARN ................................................. ON

Aural warning CONTINUE THE FLIGHT


OFF.

APPROVED EC 155 B1
3.2
A 14-28 Page 23
FLIGHT MANUAL

LC EXTIN P.
Pressure drop or LAND AS SOON AS PRACTICABLE
extinguisher empty.

FIRE FIRE
FAIL FAIL
LAND AS SOON AS PRACTICABLE
Cargo fire detection
inoperative.

8 AP FAILURES
GENERAL:
Red warning: AP is disengaged.
CAD CAUTION indicates a degradation of basic AP stabilization.
Amber indication on PFD with no CAD caution indicates an upper mode degradation
and requires pilot's attention.

CORRECTIVE ACTIONS
Take over the controls.
AP
1- SAS..........................ON SAS
+
AP CONTINUE THE FLIGHT
+
on PFD
10 s flashing
NOTE
YR P
In IMC: Vy IAS 120 kt
C
+
AP disengagement

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 24
FLIGHT MANUAL

CORRECTIVE ACTIONS
AHRS DISC Take over the controls

+ With standby ADI


On PFD 1 - Failed AHRS........ determine
C RY P On RCU

2 - AHRS................... Reconfigure
+ possibly

On PFD ............... AHRSi


+ XXX
3 - Upper mode......... Reengage

ATT

AHRS discrepancy CONTINUE THE FLIGHT

ACTUATOR Attitude hold is degraded.

+
NOTE
on PFD
IAS < 60 kt collective upper mode is disengaged.
C IAS > 60 kt (except CRHT) collective upper mode shift on pitch
axis
and

R P
or

or XXX CONTINUE THE FLIGHT

Loss of series
actuator

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 25
FLIGHT MANUAL

CORRECTIVE ACTIONS
ACTUATOR 1 - Feet ............................... on pedals.
No yaw stabilization.
+
on PFD Upper mode control via roll axis.

Y XXX
or
CONTINUE THE FLIGHT

Loss of yaw
series actuator.

TRIM NOTE
+ IAS < 60 kt collective upper mode is disengaged.
on PFD IAS > 60 kt (except CRHT) collective upper mode shift on pitch
axis.
C
AP reverts to 3 axis.
Longitudinal modes(IAS,ALT,ALTA,VS,GA) cannot be engaged
below 60 Kt.
If COLL LINK

Loss of collective pre-command.


Loss of collective Pilot must move the collective pitch slowly.
trim or stick
position sensors. CONTINUE THE FLIGHT

TRIM 1 - Cyclic stick...................... Hands on.


+ Attitude hold is degraded.
on PFD Loss of HDG and all navigation upper modes.
R P Loss of IAS upper mode.

+ Vertical upper modes remain available on collective axis.


on AP box
A. TRIM CYC

OFF

Loss of R and P CONTINUE THE FLIGHT


autotrim

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 26
FLIGHT MANUAL

CORRECTIVE ACTIONS
TRIM On PFD
+ If left or right
on PFD - Respective pedal ........................ push to extinguish.
Y
or XXX
NOTE
on lateral
axis If the slip indicator is not centered, there is a loss of pedal position
+ sensors: Pilot must control the yaw pedals.
on AP box
A. TRIM YAW
OFF CONTINUE THE FLIGHT

Loss of yaw trim


or pedal position
sensors.

SAS AP "ON" : CONTINUE THE FLIGHT

Loss or
degradation of AP OFF: LAND AS SOON AS PRACTICABLE
SAS stabilization

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 27
FLIGHT MANUAL

CORRECTIVE ACTIONS
Pilot's attention required.
XXX one or
several upper
modes amber CAUTION

FOR LOC AND G/S IF ANY DOUBT ON ILS,


PILOT MUST GO AROUND
Degradation of
sensor or link NOTE
between AP and
sensor (AHRS, In 4 axis, monitor the power, if any doubt on auto pilot power
ADC, FLI, ILS ) management, revert to 3 axis.

VOR or VOR A Heading is resumed to course track with last estimated drift
correction.
+
To/from fluctuation
overstation sensing
or
deviation needle
CONTINUE THE FLIGHT
fluctuation

VOR fluctuation

The displayed references may drift.


Closely monitor the engaged references (Attitude, IAS, ALT,
etc.).
NOTE
The upper mode references can no longer be "trimmed".
Degraded reliability Once an upper mode is disengaged, it cannot be reengaged.
of displayed
references
CONTINUE THE FLIGHT

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 28
FLIGHT MANUAL

CORRECTIVE ACTIONS
1. Relevant axis ......................................... Hands on
(label blinks from 2. On relevant axis. ..................................... Slight motion
green to amber)
with no pilot action
Loss of anchoring.
P R or C
Override detection failure. 3. On relevant axis ...... Keep
Attitude hold degraded on hands on
relevant axis.
Override detection
failure CONTINUE THE FLIGHT
In opposite direction from the reference motion.
XXX Beeptrim .............................................. Actuate for 2 s.
Related upper modes cannot be beeped any more but are
Moving with still operative at engagement reference.
no pilot action
CONTINUE THE FLIGHT

Beeptrim failure

In opposite direction from the reference motion.


HDG CRHT Beeptrim .............................................. Actuate for 2 s.
or

Frozen
+
Moving with no
pilot action Yes No
Beeptrim failure. Rotary selector failure.
Related upper modes cannot Related upper
be beeped any more but are mode ................... disengage
still operative at engagement
reference.
CONTINUE THE FLIGHT
Beeptrim or rotary
selector failure

APPROVED EC 155 B1
3.2
A 14-28 Page 29
FLIGHT MANUAL
9 PITOT-STATIC SYSTEM FAILURES
CORRECTIVE ACTIONS
PITOT 1 - Corresponding switch ON ..............................................Check

RH or LH CONTINUE THE FLIGHT


or

EMERG PITOT

No heating of
corresponding
Pitot.

10 FCDS (PFD-ND) FAILURES

NOTE
When a screen is OFF, the PFD combined mode is automatically displayed on the other
screen.

CORRECTIVE ACTIONS
F 1- Failed screen ............................................ OFF twice

30 s later

F Symbology appears
Failed screen ............... OFF

Screen failure
CONTINUE THE FLIGHT CONTINUE THE FLIGHT

1- Refer to backup instruments and FMS/GPS information.


F

on PFD and ND NOTE


AP coupling is only allowed for ALT hold, IAS hold and GA mode.
Do not use beep trim function on cyclic and collective grip.

Loss of both 2- Recover VMC conditions.


screens

APPROVED EC 155 B1
3.2
A 14-28 Page 30
FLIGHT MANUAL

CORRECTIVE ACTIONS

1- RAD ALT .......................................... ON


RA
RA RA

Radioaltimeter failure

CONTINUE THE FLIGHT CONTINUE THE FLIGHT


NOTE
When RA is failed:
Radioaltimeter
failure GS label on PFD is displayed in amber.
The 65 ft or 80 ft (post MOD 22B55) level off at the end of an
ILS is no longer available.
CRHT mode is no longer available.
Reversion from V/S to ALT is invalid.

Weather radar may no longer be used.

XXXX i 1- RCU ......................................... Reconfigure

XXXX i disappears
( FCDM, AHRS,
ADC, ICP)
XXXX i
appears in reconfiguration message area

Sensor failure CONTINUE THE FLIGHT

LOC i CAUTION

ILS APPROACH IS FORBIDDEN.


Corresponding
reception not
CONTINUE THE FLIGHT
valid

GS i CAUTION

GS IS UNAVAILABLE / UNRELIABLE

Corresponding CONTINUE THE FLIGHT


reception not
valid

APPROVED EC 155 B1
3.2
A 14-28 Page 31
FLIGHT MANUAL

CORRECTIVE ACTIONS

CHECK CONF 1- All equipment items on ............................. Check.

On ground
Upon electrical
power application

CHECK FCDM With standby instrumentation


Ambiguity ................................................... Solve.
On RCU
FCDM ......................................................... Reconfigure.
Error detected
by cross-
monitoring CONTINUE THE FLIGHT

1- Information with valid screen ....................... Compare.


CHECK SMD
2- SMD failed................................................... OFF if necessary.

PFD/ND cross CONTINUE THE FLIGHT


monitoring fault

CHECK PFD 1- Information with valid screen ....................... Compare.


2- PFD or ND................................................... OFF if necessary.
or

CHECK ND

PFD/ND cross CONTINUE THE FLIGHT


monitoring fault on
PFD or ND

1- Pilot and copilot range ................................ Align.


CHECK RANGE

CONTINUE THE FLIGHT

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 32
FLIGHT MANUAL

CORRECTIVE ACTIONS
Fault on Attitude, Heading, IAS, Altitude, LOC or GLIDE sensor:
Determine the incorrect parameter with the standby
instrumentation.
Or Select the valid channel on the RCU, if necessary.
LOC: if no cross-check possible, do not perform ILS approach.
GLIDE: if no cross-check possible, perform an approach
procedure without GLIDE.

NOTE
Divergence Relevant AP upper modes are displayed in amber.

CONTINUE THE FLIGHT


The failed control system switches over to the directional mode.
DG
On RCU
1 - AHRS ....................................................................Reconfigure

on AHRS NOTE
box There is no cross-monitoring on headings and attitudes.
The maximum drift in directional mode is 15/hour.
COMP
CONTINUE THE FLIGHT
Blinking

F
A NOTE
N
The FCDM failure may occur when OAT > 40C
If IMC, transition to VMC as soon as possible.
Loss of
ventilation on CONTINUE THE FLIGHT
new avionics unit

VNE The red line is frozen on the absolute VNE: 175 kt.
Computations described in section 2.3 ........................... Apply

Loss of VNE CONTINUE THE FLIGHT


computation

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 33
FLIGHT MANUAL

11 CPDS (VEMD-CAD) FAILURES


11.1 FAILURE OR MALFUNCTION OF A VEMD SCREEN
Failed screen ...................................................OFF.
Bottom screen

NOTE
On FLI : TRQ right + FLI DEGR

On CAD : GOV right

Top screen

NOTE
On FLI : TRQ left + FLI DEGR

On CAD : GOV left

CONTINUE THE FLIGHT

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 34
FLIGHT MANUAL

11.2 FAILURE OF BOTH VEMD SCREENS


VEMD .............................................................. OFF 1 and OFF 2.
The emergency page appears on the CAD. Check the N1 in compliance with the
following table:
OAT (C)

-0.3 0 0 TOP
50
-2.6 -2.2 -2.2 MCP
-1.8 -0.6 0 0 0
40
-4 -2.9 -2.2 -2.2 -2.2
-3.2 -2.1 -0.6 0 0 0
30
-5.4 -4.3 -3.1 -2.2 -2.2 -2.2
-4.6 -3.5 -2 0 0 0 0 0
20
-6.7 -5.7 -4.5 -2.8 -2.2 -2.2 -2.2 -2.2
-6 -4.9 -3.5 -1.4 0 0 0 0 0
10
-8 -7.1 -5.9 -4.3 -2.7 -2.2 -2.2 -2.2 -2.2
-7.4 -6.3 -4.9 -2.8 -0.7 0 0 0 0 0
0
-8 -8 -7.3 -5.7 -4.2 -2.3 -2.2 -2.2 -2.2 -2.2
-7.8 -7.7 -6.3 -4.3 -2.1 0 0 0 0 0
-10
-8 -8 -8 -7.1 -5.6 -3.9 -2.2 -2.2 -2.2 -2.2
-8 -8 -7.8 -5.8 -3.6 -0.9 0 0 0 0
-20
-8 -8 -8 -8 -7.1 -5.3 -3 -2.2 -2.2 -2.2
-8 -8 -8 -7.8 -5.7 -3.1 -0.2 0 0 0
-30
-8 -8 -8 -8 -8 -7.8 -5.7 -3.2 -2.2 -2.2
-8 -8 -8 -8 -6.8 -4.1 -1.3 0 0 0
-40
-8 -8 -8 -8 -8 -8 -7.7 -4.1 -2.2 -2.2
-2 0 2 4 6 8 10 12 14 15
Hp (ft x 1000)
NOTE 1
Pilot shall take into account the last known OAT adjusted with the following law: OAT
increases by 2C when Hp decreases by 1000 ft

NOTE 2
The AP is no longer able to manage the power limitations.

When the value is -8 or when N1 is not displayed, apply the following


instructions:
Level Flight = max IAS < VNE - 40 kt
Stabilized climbing at Vy : do not exceed 1000 ft/min for Hp 2000ft.
500 ft/min for Hp > 2000ft.
Perform a precautionary landing without hovering.

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 35
FLIGHT MANUAL

CAUTION

THE FUEL QUANTITY INDICATIONS ARE LOST.


THE FOLLOWING CAUTION LIGHTS ARE LOST:

ENG CHIP VEMD FAN ENG CHIP


MGB CHIP HYD LEV
OVERHEAT PITOT
SERVO
ROTOR BRK

LAND AS SOON AS PRACTICABLE

11.3 FAILURE OR MALFUNCTION OF CAD SCREEN


CAD .............................................................OFF.

NOTE
The CAU/FLI page must be privileged in order
to monitor the alarms.

LAND AS SOON AS PRACTICABLE

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 36
FLIGHT MANUAL

CAUTION

THE FOLLOWING CAUTION LIGHTS ARE LOST :

GEN BAT GEN


EXT BUS TIE EXT
ENG CHP CT ESS BUS ENG CHP CT
XXXDOOR EMER PITOT XXXDOOR
AP
NAV
ECS
AUDIO WARN
MGB AUX P
TGB CHIP
MGB CHP CT
TGB CHP CT
SAS
ACTUATOR

RECONFIGURATION

Single electrical failure cautions are lost - Nevertheless some double failures are still
indicated by ELEC on VEMD

GEN GEN

ELEC

BAT
BUS TIE

ELEC

GEN BUS TIE

ELEC

BUS TIE GEN

ELEC

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 37
FLIGHT MANUAL

11.4 ALARM MESSAGES

11.4.1 System failure messages (explicit):


- LANE # FAILED ----> PRESS OFF #
- CAD FAILED ----> PRESS OFF
- CROSSTALK FAILED ----> PRESS OFF #
- VEMD BRIGHTNESS CONTROL FAILED
- CAD BRIGHTNESS CONTROL FAILED

11.4.2 Parameter exceedance messages


- CAUTION DETECTED
- FUEL PARAM OVER LIMIT
- VEH PARAM OVER LIMIT
A parameter on a masked page exceeds a limitation.
Press SCROLL to display.
Apply the associated procedure.

- GEN # PARAM OVER LIMIT


- ELEC SELECTOR PARAM OVER LIMIT
A masked parameter exceeds a limitation.
Press SELECT to display. Apply the associated procedure.

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 38
FLIGHT MANUAL
11.4.3 Failure messages on FLI
- FLI FAIL

Loss of three
parameters.
The FLI pointer
represents the engine
whose parameters
are valid.

FLI computation
failure on one side.
The FLI pointer
represents the valid
side.
The numerical values
are valid.

NOTE
Automatic alignment of the engines at N1 provides the possibility of observing the
limitations.

CONTINUE THE FLIGHT

- FLI DEGR : Loss of one or two parameters (T, N1, N1 or TOT).


The FLI computation is performed with the remaining parameter(s).

CONTINUE THE FLIGHT

NOTE

In case of FLI FAIL or FLI DEGR, perform a low power approach.

EASA APPROVED EC 155 B1


3.2
A 12-16 Page 39
FLIGHT MANUAL

- CHECK TRQ

The torque difference


is greater than 7.5%

N1/TRQ/TOT consistency ............Check

Correct Not correct

Loss of power on one engine. Incorrect computation of torque.

CONTINUE THE FLIGHT CONTINUE THE FLIGHT

CAUTION

WHEN THE LIMIT IS THE TORQUE, THE FLI POINTER


REPRESENTS THE ENGINE AT THE HIGHEST TORQUE
AND IS NO LONGER REPRESENTATIVE OF THE
TORQUE 1 + 2 LIMITATION.
PERFORM A PRECAUTIONARY LANDING WITHOUT
HOVERING.

NOTE
In hover IGE with no headwind, misalignment may be observed when the current power
corresponds to the closing thresholds of the bleed valves. In this case, slightly change the
aircraft direction.

EASA APPROVED EC 155 B1


3.2
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FLIGHT MANUAL

SECTION 3.3
EMERGENCY PROCEDURES

1 AUTOROTATION LANDING
1.1 ON LAND
1. Collective pitch.......................................Quickly reduce to maintain
NR within green range.
2. IAS ...........................................................Vy (head into the
wind).
3. Landing gear...........................................Down and locked.
4. Parking brake .........................................Released.
5. Nose wheel castoring lock ....................Locked.
6. Fuel shutoff control levers ....................Aft.
7. Booster pumps .........................................OFF.
8. Passenger ordinance lights ......................ON (if necessary).
AT ABOUT 120 ft ABOVE GROUND
9. Pull up the aircraft between 15 and 20 to reduce ground speed and increase
RPM.
AT ABOUT 20 ft ABOVE GROUND
10. Establish the landing attitude while increasing the collective pitch
to cushion the touchdown.
ON GROUND
11. Return the cyclic stick to neutral, reduce the collective pitch and apply the wheel
brakes.
Once stopped, rotor brake .......................Apply.
EMERGENCY CUT OFF .........................OFF.
Evacuate the aircraft.

1.2 ON WATER
The procedure is the same as for ground landing (ITEMS 1 to 8), except for the
following points:
AT ABOUT 120 ft ABOVE WATER
9. Pull up the aircraft to reduce speed to a minimum.

EASA APPROVED EC 155 B1


3.3
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FLIGHT MANUAL

AT ABOUT 20 ft ABOVE WATER


10. Restore the aircraft to level attitude and cushion the touchdown with the
collective pitch lever and head, if required, the aircraft with the yaw pedals
according to the sea state.
11. Do not reduce the collective pitch and apply the rotor brake.
12. Unfasten seatbelts.
13. Jettison the windows and escape.

2 ENGINE FAILURE
2.1 SYMPTOMS
Yaw surge, dependent on flight configuration.
Illumination of lights:
ENG DIFF + Audio warning.
# N1
OEI page displayed on the FLI.
Setting of OEI 30 s.
RPM drop, dependent on the pitch value.

NOTE

When the power is set at OEI 2 min rating, the display shows a needle flickering
slightly above the red broken marking.
This has no effect on the actual stop monitored by the FADEC which remains valid.

DGAC APPROVED EC 155 B1


3.3
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FLIGHT MANUAL
2.4 ACTIONS REQUIRED FOR SELECTING AN ENGINE TO IDLE
1. Single-engine flight conditions ...........Attain.
2. Collective pitch...................................Adjust in accordance with OEI limitations
(Minimum Power Airspeed = Vy).
3. FLT-IDL-OFF .....................................IDLE.

DIFF
"Multi-gong" + ALARM + and
N1
On FLI
"OEI 30 s
armed"
4. Disarm OEI 30s.
5. Collective pitch...................................NR > 330 rpm.
6. Monitor the parameters of the engine selected to IDLE.

2.5 ACTIONS REQUIRED FOR SHUTTING DOWN AN ENGINE


1. Single-engine flight conditions ...........Attain.
2. Collective pitch...................................Adjust in accordance with OEI limitations
(Minimum Power Airspeed = Vy).
On affected engine:
3. FLT-IDL-OFF .....................................OFF.

DIFF
Multigong + ALARM + N1 and

ENG. # On FLI
"OEI 30 s
armed"
4. Disarm OEI 30 s.
5. Collective pitch...................................NR 330 rpm
6. Booster pumps...................................OFF

NOTE 1
If fuel transfer is required, first switch the booster pumps back on
in order to fully consume the available fuel in the fuel tank group for
the inoperative engine.

NOTE 2
It is recommended that the doors be closed if the flight is to be continued.

APPROVED EC 155 B1
3.3
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3 TAIL ROTOR FAILURE


A tail rotor failure in power-on flight is indicated by a yawing motion. The rate of turn
depends on the aircraft power and airspeed at the time of failure. Depending upon the
type of failure a high vibration level may appear.

3.1 FAILURE IN HOVER OR AT LOW AIRSPEED IN GROUND EFFECT


Quickly reduce the collective pitch and
LAND IMMEDIATELY

3.2 FAILURE OUT OF GROUND EFFECT


3.2.1 Failure During Climb at Altitude
Reduce the collective pitch and maintain the heading by roll control.
Increase the airspeed and select the power setting to maintain adequate flight
control.
Look for a landing site that will permit a running landing.
LAND AS SOON AS PRACTICABLE
Landing procedure
1. Landing gear .............................................. Down and locked.
2. Parking brake ............................................. Released.
3. Nose wheel castoring lock ......................... Locked.
Approach the landing site with the aircraft slipping to the left with an airspeed
60 kt (111 km/h).
Slowly reduce airspeed at ground level while using the collective pitch to
maintain the helicopter airborne.
Land when the nose swings into alignment (IAS should be between 45 and
55 kt (83 and 102 km/h)).
After touchdown, slowly reduce the collective pitch and steer the aircraft with
the wheel brakes.
CAUTION

LANDING IS EASIER WHEN THE AIRCRAFT WEIGHT IS


LOWER AND WIND COMES FROM THE RIGHT.

WARNING

BELOW 40 kt (74 km/h), GO-AROUND IS NO LONGER


POSSIBLE DUE TO TAIL FIN EFFICIENCY LOSS.
3.2.2 Failure in Level Flight
Yawing motion will be minimum in level flight due to the low thrust component of
the shrouded tail rotor. For landing, proceed as described in para. 3.2.1
LAND AS SOON AS PRACTICABLE
APPROVED EC 155 B1
3.3
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4 LANDING GEAR SYSTEM FAILURES


4.1 EMERGENCY LANDING GEAR EXTENSION PROCEDURE
1. Landing gear control ......................................... DOWN.
2. LG PUMP ........................................................... EMERG
Wait 1 min approximately:
3 green lights ..................................................... On.
L/G operating light.............................................. Out.
When LG PUMP light comes on:
3. LG PUMP ........................................................... NORM.

CAUTION

IF THE LANDING GEAR RETRACTS AGAIN WHEN LG PUMP SWITCH IS SET


TO NORM, THERE IS A LANDING GEAR SWITCH MALFUNCTION.
EXTEND THE LANDING GEAR JUST BEFORE LANDING AND LEAVE
LG PUMP ON EMERG UNTIL ROTOR SHUT DOWN.

NOTE 1
In cold weather, emergency landing gear extension may require more than 3 min.

NOTE 2
After emergency extension, wait at least 3 min before retracting the landing gear
(in training flights).

4.2 LANDING GEAR RETRACTION FAILURE


1st POSSIBILITY
L/G operating light does not come on
The 3 green lights remain on
1. Landing gear control ......................................... DOWN.
2. "TOUCH AND GO" ............................................ Perform (To center the nose wheel).
3. Landing gear control ......................................... UP.
If the landing gear fails to retract:
4. Landing gear control ......................................... DOWN.

CONTINUE THE FLIGHT


2nd POSSIBILITY
L/G operating light remains on.
1. Landing gear control ......................................... DOWN.

CONTINUE THE FLIGHT

APPROVED EC 155 B1
3.3
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FLIGHT MANUAL

4.3 LANDING GEAR EXTENSION FAILURE


One or more green lights remain out.

NOTE
In case of green lights failure the L/G units are correctly locked if:
- The amber operating light is off.

- The L/G alarm remains off when IAS is below 55 kt (101 km/h).

In this case, apply the following procedure:


1. Landing gear control ........................................ UP.
2. Landing gear control ........................................ DOWN.
If the landing gear fails to extend:
3. Emergency landing gear extension
procedure ......................................................... Perform.
If the landing gear fails to extend in emergency mode:
- Enter low hover and attempt to achieve downlock by ground personnel pulling
on the L/G struts.
- If all 3 L/G units are normally extended, land cautiously and leave the LG
PUMP switch in EMER until final shutdown. Chock the aircraft as soon as
possible.

4.4 BELLY LANDING

CAUTION

- ORDER THE EVACUATION OF ALL PERSONS TRANSPORTED.


- BEFORE TOUCHDOWN, MAKE SURE THAT THERE IS NOBODY
IN THE AREA OF THE ROTOR.

5 FIRE DETECTION SYSTEM FAILURE


A FAIL light comes on on the cockpit overhead panel.
Fire detection and therefore affected system inoperative.

LAND AS SOON AS PRACTICABLE

APPROVED EC 155 B1
3.3
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6 SMOKE IN CABIN
1. Affected system ................................................... OFF
2. Bad-weather windows ......................................... Open
3. Heating system .................................................... OFF
If the origin of the smoke cannot be identified or if affected system switch off is
impossible
4. EMERGENCY CUT OFF ...................................... PWR OFF.
5. GEN 1 and 2 ........................................................ OFF.

SMOKE DOES NOT DISAPPEAR SMOKE DISAPPEARS

6. EMERGENCY
On breaker panel below collective pitch.
CUT OFF .......................... EMER SHED
6. Except those in first and second left
column(Yellow labels)
On breaker panel below collective pitch. All breakers..OFF
first and second left column (Yellow
labels) 7. EMERGENCY
7. One by one, breakers ..... OFF then ON CUT OFF ........................... EMER SHED
(to identify 8. One by one, breakers .......................ON
smoke origin) (to identify
smoke origin )

When the origin of the smoke is identified.

- Corresponding system .... OFF(if possible)

System OFF System without ON/OFF switch


- Emergency Cut Off ................. PWR ON - Corresponding breakers .............. OFF
- GEN 1 and 2........................... ON - All other breakers ....................... ON
- Landing gear emergency............ Down
(EMER LG PUMP switch)
LAND AS SOON The power supply is provided by the battery.
AS The flight time is 30 min with a
PRACTICABLE battery charged to 80%

LAND AS SOON AS POSSIBLE


APPROVED EC 155 B1
3.3
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7 ICING CONDITIONS
The appearance of ice on the windshield wipers is the first indication that the helicopter
has entered icing conditions.
If unexpected icing conditions are encountered, fly out of the icing zone as quickly as
possible.
Check:
1. All PITOTS ............................................................ ON.
2. Windshield deicing system (if installed) ................ ON.

8 STATIC SYSTEM FAILURE


Incorrect pitot-static indications:
1. Windows ................................................................ Closed.
2. STATIC-PRESS ..................................................... STAND BY.

CAUTION

PILOT MUST CHECK STATIC PRESSURE CORRECTIONS


ON THE PLACARD INSIDE THE COCKPIT.

CONTINUE THE FLIGHT

9 EMERGENCY EXIT

APPROVED EC 155 B1
3.3
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10 EMERGENCY EVACUATION
In the event of an emergency landing, jettison the windows and the front doors (if
jettisonable) after impact.
In the event of ditching without emergency flotation gear, jettison the windows and
the front doors (if jettisonable) at low speed just prior to impact to prevent them
from striking the rotor blades.

Jettisoning should be done by pushing in the corner of the window,


especially at cold temperatures.

11 ABNORMAL VIBRATION IN FLIGHT


If a severe deterioration is noted in the vibration level:
Reduce power.
Check that the yaw control is efficient.
LAND AS SOON AS PRACTICABLE.

CAUTION

IN CASE OF DOUBT CONCERNING YAW CONTROL EFFICIENCY,


APPLY TAIL ROTOR FAILURE LANDING PROCEDURE (3.3 3).

12 ROTOR BRAKE INOPERATIVE


In high wind:
1. Aircraft....................................................INTO the WIND.
2. Cyclic stick .............................................Slightly FORWARD.

WARNING

WAIT UNTIL THE ROTOR HAS FULLY STOPPED BEFORE LEAVING THE
AIRCRAFT.

APPROVED EC 155 B1
3.3
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SECTION 4
NORMAL PROCEDURES
CONTENTS
4.1 GENERAL PAGE
1 FUNCTIONAL LIMITATIONS.................................................................................. 1
2 FLIGHT PLANNING ................................................................................................ 1

4.2 PRE-FLIGHT INSPECTIONS


1 EXTERIOR INSPECTION ....................................................................................... 1
2 INTERIOR INSPECTION ........................................................................................ 3

4.3 STARTING PROCEDURES


1 PRE-STARTING CHECKLIST................................................................................. 1
2 ENGINE STARTING ............................................................................................... 4
3 POST-STARTING CHECKLIST .............................................................................. 7

4.4 TAXIING - TAKEOFF


1 PRE-TAXIING CHECKLIST .................................................................................... 1
2 TAXIING - TAKEOFF .............................................................................................. 1

4.5 CRUISING FLIGHT


1 LEVEL FLIGHT ....................................................................................................... 1

4.6 APPROACH - LANDING


1 APPROACH - LANDING ......................................................................................... 1

4.7 ENGINE AND ROTOR SHUTDOWN


1 ENGINE SHUTDOWN ............................................................................................ 1
2 STOPPING THE ROTOR ....................................................................................... 1

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4.8 SPECIAL OPERATING PROCEDURES


1 COLD-WEATHER OPERATIONS (- 40C < OAT < 15C)...................................1
2 TAKEOFF AFTER PARKING IN FALLING SNOW .................................................1
3 TAKEOFF AND LANDING ON SLOPES.................................................................1

4.9 ENGINE POWER AND THERMAL CHECK


1 GENERAL ...............................................................................................................1
2 ON GROUND ENGINE POWER AND THERMAL CHECK ....................................2
3 IN CRUISE FLIGHT ENGINE POWER AND THERMAL CHECK............................4
4 IN OEI TRAINING LEVEL FLIGHT ENGINE POWER AND
THERMAL CHECK: REFERENCE CHECK ............................................................5

EASA APPROVED EC 155 B1


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SECTION 4.1
GENERAL
This section contains the helicopter operating instructions and procedures from flight
planning to the safe helicopter condition after landing, going through the actual flight
conditions. These procedures assume normal and standard conditions. The appropriate
data of other sections are mentioned wherever applicable. The instructions and
procedures covered by this section are set forth for standardization purposes; they are not
applicable to all situations.

1 FUNCTIONAL LIMITATIONS
Refer to SECTION 2 for the minimum and maximum limits.
Whenever a functional limitation has been exceeded, record it in the logbook (aircraft,
engine, etc.). Record the limit exceeded, the duration of exceedance, the extreme value
reached and all the additional information necessary to define the required
maintenance action.
NOTE
FLI audio warn
IAS Time FLI value
> 10 s 8.8
> 45 kt
Immediate 9.15
> 10 s 10.1
< 45 kt
Immediate 10.3

2 FLIGHT PLANNING
Each flight must be suitably planned in order to ensure safe operation and to provide
the pilot with the information he will use during flight.
Flight planning must take into account the limitations.
Make sure that the aircraft weight and CG position are correct, by proceeding as
follows:
Refer to SECTION 6 - WEIGHT AND CENTER OF GRAVITY.
Check the fuel and oil weight, the useful load, etc.
Compute the total takeoff weight and that which can be predicted for landing.
Determine aircraft performance with respect to planned flight conditions.
Compute CG location throughout the flight duration. If a fuel transfer is foreseen,
determine the conditions in which it will be possible without exceeding CG
limitations.
CAUTION

WHEN INITIAL CG LOCATION IS FORWARD, THERE IS A RISK OF EXCEEDING


FORWARD LIMITATION DURING THE FLIGHT.
INITIAL CG LOCATION MUST BE ADAPTED ACCORDINGLY.

EASA APPROVED EC 155 B1


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PAGE INTENTIONALLY LEFT BLANK

DGAC APPROVED EC 155 B1


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SECTION 4.2
PRE-FLIGHT INSPECTIONS

1 EXTERIOR INSPECTION
NOTE

Pay particular attention to the operations marked *


Check that area is clean and clear
Remove the picketing equipment where applicable (covers, blade socks, mooring
lines etc).
Perform the following checks.

Figure 1: Exterior Inspection


STATION 1
General appearance............................. Condition - No traces of leakage.
Transparent panels .............................. Cleanliness.
Air intakes (MGB and engine) .............. Check cleanliness; clean if necessary.
On snow-covered ground, refer to
SECTION 4.8.*
Main blades and main
rotor hub............................................... Condition - General visual check from
ground level.
Pitots .................................................... Condition - No foreign object.

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Radome ................................................ Condition - Closed and locked.


Nose landing gear................................. Visual examination.
Battery compartment door .................... Locked.
STATION 2
Main blades and main
rotor hub ............................................... Condition - General visual check from
ground level.
Hydraulic reservoir................................ Level.
Engine oil tank ...................................... Level (max oil consumption: 0.2 l/h).
Cowlings (MGB and engine) ................. Closed - Locked.
Fuel tank filler caps............................... Closed - Locked. Compartment door
locked after checking caps.
L/G units ............................................... Visual examination.
Fire extinguisher ................................... Pressure correct.
Static ports............................................ Condition - No foreign object.
Luggage compartment ......................... Door closed (if installed).
Engine exhaust nozzle.......................... No foreign object.
STATION 3
Horizontal and vertical stabilizers ......... General condition.
Shrouded tail rotor ................................ No chafing of blades on
structure. Condition of blades: leading edges
and root in particular.
TGB ...................................................... Level.
Tail skid................................................. No distortion.
STATION 4
Tail gearbox cowlings ........................... Closed and locked.
Static ports............................................ Condition - No foreign object.
Engine exhaust nozzle.......................... No foreign object.
Fire extinguisher ................................... Pressure correct.(If pressure gauge fitted).
Luggage compartment ......................... Loads lashed, door closed
L/G unit ................................................. Visual examination.
Cowlings (MGB and engine) ................. Closed - Locked.
Engine oil tank ...................................... Level (max oil consumption: 0.2 l/h).
Hydraulic reservoir................................ Level.

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Main blades and main


rotor hub............................................... Condition - General visual check from
ground level.
Ground power receptacle door ............. Locked (if starting with battery).

2 INTERIOR INSPECTION
Cabin.................................................... General check (condition, freight tied down,
seat arrangement, etc.).
Fire extinguisher and first aid kit........... In place (safety pin snap-wired).
STATIC-PRESS selector...................... NORM - Snap-wired.
Power-assisted brake accumulator ...... Pressure > 100 bar (1450 psi).
If it is less, recharge the accumulator by
means of the electric pump of the
emergency system.

NOTE
If the copilot's seat is unoccupied, check that the harness is fastened.

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SECTION 4.3
STARTING PROCEDURES
1 PRE-STARTING CHECKLIST
Check the following points:
1. Doors................................................................. Closed and locked.
2. Seats, Yaw pedals............................................. Adjusted.
3. Seatbelts and harnesses................................... Fastened.
4. Circuit breakers ................................................. All engaged.
5. Switches:
LG PUMP...................................................... NORM.
HYD ISOL ..................................................... NORM.
SHEDBUS..................................................... AUTO.(guarded).
RPM .............................................................. NORM.
TNG .............................................................. FLT.
NORMAL/BACKUP ....................................... NORMAL (guarded).
ENG 1 and ENG 2......................................... OFF.
Others ........................................................... All OFF.
S/B HRZ........................................................ ON - Light on.
6. BAT/ESS ........................................................... ON.
Check: BAT
Voltmeter reading.......................................... Checked 23 V.
NOTE
When a ground power unit is plugged in: BAT

Electrical power application starts the self-test of the engine computer.

Upon completion of the test, check: FADEC FAIL and GOV

NOTE
OAT value may not be available on the VEMD during self test of the system.

GOV
Upon self test completion, scroll to system status page and check the
displayed failure message:

TO.DISC A or B : Difference of more than 5 C between the two fadec thermal probes
due to sun exposure.
Continue start up procedure. Before take off check that the temperature difference is
less than 15 C, otherwise cancel take-off and refer to Maintenance Manual.
Any other message: Abort start up procedure and refer to Maintenance Manual.

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NOTE

OEI HI usage is available on the system status page (see 4.7)

If on CAD INP FAIL + any of HYD GEN MGB AUX P

MGB P SERVO Apply appropriate maintenance before start up.

7. Brightness, PFD and ND..................... Adjusted.


8. Heating and ventilation controls .......... Off.
9. Fuel shutoff control levers ................... Forward and snap wired. Red light out.
10. Rotor brake control ............................. Released, fully forward. R
ROOTTO
ORR BBR
RKK
11. Position lights...................................... ON (if necessary).
12. Anti-collision light ................................ ON.
13. Emergency lighting system ................. Test performed, then ARM.

NOTE

For aircraft fitted with single emergency battery (after MOD 07-24C25), ARM position
supplies standby horizon from main battery.

14. Passenger ordinance lights................. ON (if passenger on board).


15. Indicator light test function .................. Test (to be performed on DAY position ONLY)
16. Instrument lighting............................... As required.
17. Vent selector ....................................... OFF.
18. Mission selector .................................. OFF.
19. Emergency locator transmitter
(if installed) .......................................... NORM.
20. Audio warning ..................................... ON. AAU
UDDIIO
OWWAAR
RNN
21. L/G PUMP........................................... TEST (Do not exceed a duration of 2 min.).
(After MOD 07-29B64 HHYYD
D )
22. Control travel / LMT ....................... Checked.
23. Controls............................................... Centered (AP ON then OFF to use centering
function if needed).
24. L/G PUMP........................................... NORM.
25. TEST SERVO ..................................... When pressing the push-button, check:
SERVO
SERVO
SSEER
RVVO
O
26. TRIM FEEL ......................................... ON
27. GEN 1, 2 and ALT (if installed) ........... ON
28. EMERGENCY CUT OFF .................... Forward and snap wired.

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29. Engine fire system test ....................... Check both positions.


FIRE (overhead panel),

ENG (Red warning panel),


FIRE

red light (fuel shutoff control lever) on and WARN
(instrument panel) flashing.
FAIL (detection failure) on overhead panel.

30. Cargo fire system test ......................... Check both positions
CAR
+ OVERHEAT + FIRE
FIRE

WARN
+ flashing.
FAIL (detection failure) on overhead panel.

31. Standby magnetic compass ............... Checked.
32. Light illuminated on
Red Warning Panel............................ Check

ENG MGB FUEL


# P Q
RH + LH See NOTE item 36
33. Clock .................................................. Wound and set.
34. Altimeter ............................................. Set.
35. Gear ................................................... Down with safety pin
removed.
36. Fuel management panel:
Test................................................. Fuel level at 0 on CAD
Transfer pump ................................ Tested (green arrow +
characteristic noise).
For each booster pump .................. Check pressure 0.4 bar
All booster pumps .......................... ON

NOTE

FUEL
If feeder tank is not full, the Q QTY (feeder tank level)
+
lights may come on. They will go out only when jet pumps have filled the feeder tank.

37. Parking brake ..................................... Applied.


38. Nose wheel castoring lock.................. As required (if fitted).

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2 ENGINE STARTING
CAUTION

CHECK THAT CYCLIC STICK IS IN NEUTRAL POSITION AND THE


COLLECTIVE PITCH LEVER LOCKED IN LOW PITCH POSITION. DO
NOT MOVE THE CONTROLS IF HYDRAULIC POWER IS NOT SUPPLIED
(L.G PUMP TO TEST POSITION).

If AP version permits, the following pitch centering procedure automatically centers


cyclic stick:
1. LG PUMP .................................................. TEST
2. AP.............................................................. ON
3. Cyclic ......................................................... Free
4. Centering button (upper mode release) ..... Pressed more than 2 s (cyclic moves to
neutral position)
5. AP.............................................................. OFF
6. LG PUMP .................................................. NORM

NOTE
When OAT < 0C: In case of aborted start, when TOT > 120C, perform a cranking
operation before attempting another start.
Engines may be started in any order.
For OAT < 0C start up procedure is identical as 2.1 but "FLT/IDLE/OFF" switch
must be held on "IDLE" until engine oil temperature reaches:
0C for 5 cSt oil.
-10C for 3 to 3.9 cSt oil.
Then select the "FLT/IDLE/OFF" switch to "FLT".
2.1 STARTING 1ST ENGINE
1. NORMAL/BACKUP .......................... NORMAL.
2. ENG.................................................. FLT.
Check battery voltage: if < 17 V, stop starting sequence (battery insufficiently
charged).
On engine concerned, on VEMD:
OEI .................................................. HI
START ............................. Flashes.
Monitor the TOT and N1 numerical values.
OEI select ..................................... LO then CT

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3 POST-STARTING CHECKLIST
3.1 OVERALL CHECKS
1. Ground power unit ........................... Disconnected.
2. Exterior lights ................................... As required.

NOTE
In some operational circumstances (clouds, dark night or others),
the white strobe (if fitted) may disturb the pilot.
Switch to red position if needed.

3. Windshield wiper selector ................ As required.


4. Heating/Ventilation ........................... As required.
5. PITOT 1, 2 and EMER PIT ............... ON.
6. Tail rotor servocontrol
isolation test .................................... Performed.
- HYD. ISOLATE ............................ CUT OFF:
HYD LEV RH then SERVO
- HYD.ISOLATE ............................. NORM:
HYD
HYD LEV
LEV RH and SERVO
SERVO
7. SERVO test ...................................... Performed.
SERVO
-
8. Electrical parameters ....................... Checked.
9. Chip test ........................................... Performed. ENG CHIP or MGB CHIP
10. Caution Advisory Panels .................. All lights out.
11. Temperature and pressure
readings ........................................... Checked.
12. Engine and flight instruments ........... Checked.
13. Engine fuel low pressure sensor
test ................................................... Performed.
Booster pump ............................. All OFF, check PRS
PRS LH + RH.
Booster pump ............................. All ON.

NOTE
If the copilot's seat is unoccupied, switch off the left screens.

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3.2 SPECIAL CHECKS (FIRST FLIGHT OF THE DAY)


3.2.1 P2 Valve and Heating System automatic switch-off test

1. VENT selector ...................... HEAT.


2. Heating control ..................... Aft.
3. Check heating system .......... Off.
4. Engine associated with
the valve to be tested ........... IDLE# (TNG mode).
5. Heating control .................... Forward: check heating system on.
6. Check that the T4 temperature of the normally operating engine increases more
than 10C.

NOTE
If the T4 temperature does not increase, the P2 valve of the idling engine is probably
seized in the open position. Confirm the failure by applying the same procedure with
collective pitch increased

7. SOV CUT. ............................ Press: check heating system off + + reset

NOTE
If SOV CUT test fails, automatic heating system switch off will not operate in case of
engine failure
8. Perform the same check on the other engine.

3.2.2 Test of Autopilot


- Collective pitch .......... Unlocked.
- Hands and feet.......... off.
- BEEP TRIM .............. Check.
- AP ............................ OFF OFF .
- Test .......................... ON ON flashes.

APPROVED EC 155 B1
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Successive flashing of:


- On PFD strip

C YR P + AP + WARN

- On CAD: TRIM

ACTUATOR

AHRS DISC

SAS

AP

- On PFD strip

Slight movement of cyclic stick collective pitch and pedals, then

Upon completion of the test ON


ON

AP TEST OK ................................................ On CAD.


AP
AP TEST
TEST OK
OK
- AP ............................................................... ON .
- AP ............................................................... OFF (cyclic).
- SAS............................................................. ON SAS
- AP ............................................................... ON SAS
SAS
CAUTION

TAKEOFF WITH AUTOPILOT INOPERATIVE IS FORBIDDEN

3.2.3 Miscellaneous AP failures


3.2.3.1 AP degraded
- "AP Test OK" message on CAD:
Abnormal load on yaw control
On PFD ................................................. flashing.
On CAD ................................................. AP TEST OK
AP can normally be engaged. In flight, monitor yaw axis and push respective
pedal to extinguish .

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- No "AP Test OK" message on CAD
Yaw trim failure
TRIM
On CAD ...............................................
On PFD................................................ Y
On AP box ...........................................A trim yaw OFF

AP can normally be engaged. In flight, monitor yaw axis and push respective
pedal to extinguish

Collective trim failure


On CAD ............................................... TRIM
On PFD................................................ C

Switch off the collective button on overhead panel. AP can be engaged. The
4th axis is not operative.

Minor AP failure
On AP box ...........................................Test ON flashes.
On PFD................................................

AP can be engaged. Upper mode can not be used. Attitude hold only.

3.2.3.2 AP inoperative
No "AP Test OK" message on CAD:
Pitch or roll trim failure
TRIM
On CAD ...............................................
On PFD................................................ R or P
On AP box ...........................................A trim cyc OFF

AP must not be used(only SAS function on cyclic).

Loss of AP module AP

On AP box ...........................................Test ON steady and OFF


On PFD................................................ OFF OFF OFF

AP cannot be engaged.
AP
Loss of actuator
On AP box ...........................................Test ON steady and OFF
On CAD ............................................... ACTUATOR
+
On PFD................................................ X on relevant axis.
AP cannot be engaged.

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SECTION 4.4
TAXIING - TAKEOFF
1 PRE-TAXIING CHECKLIST
1. Radioaltimeter .................................................... ON Tested DH set.
2. Radionavigation systems ................................... Set and tested.
3. Radiocommunication systems............................ Set and tested.
4. Collective pitch lever .......................................... Released.
5. Pressure and temperature readings ................... Normal.
6. Warning lights .................................................... All out.
7. Autopilot ............................................................. ON.
NOTE
If on PFD strip OFF OFF OFF

- AP / SAS................................................... RESET.
- Autopilot.................................................... ON.
8. Heating and ventilation....................................... As required.
9. Parking brake ..................................................... Released.
10. Nose wheel castoring lock.................................. Release (if necessary).

2 TAXIING - TAKEOFF
2.1 TAXIING
Increase collective pitch, then move cyclic stick forward moderately to initiate low-
speed taxiing.
Brakes, (collective pitch set to
full low pitch) ..................................................... Checked.
Attitude indicators stability................................. Checked.
Headings........................................................... Checked.
Steer the aircraft with the yaw pedals and not the wheel brakes, which are
normally used only to slow down and stop the aircraft.

CAUTION
IF LMT + GONG, RECENTER THE CYCLIC STICK.
ON GROUND, IN ORDER TO PREVENT ANY RISK OF VERTICAL
OSCILLATIONS, THE TRIM LOADS MUST BE RELEASED BY
DEPRESSING THE COLLECTIVE TRIM RELEASE TRIGGER
WHENEVER THE COLLECTIVE LEVER IS MOVED.

EASA APPROVED EC 155 B1


4.4
A 12-16 Page 1
FLIGHT MANUAL

2.2 TAKEOFF AND HOVERING


Warning and caution lights ................................All out.
Engine parameters ............................................Normal.
Heating ..............................................................Switch off.
Enter hover IGE at 6 ft.

NOTE

DG may appear temporarily on the PFD

Check:
All warning and caution lights out.
Pressure and temperature readings normal.
Take off while adjusting the collective pitch so as to maintain constant height up to
30 kt (55 km/h), then allow the aircraft to climb.
Reduce power below MTOP before reaching 40 kt (74 km/h)
CAUTION

THE TAKEOFF PATH MUST REMAIN OUTSIDE THE


HEIGHT/VELOCITY DIAGRAM DEFINED IN SECTION 2.

Retract landing gear at Vy.

2.3 CLIMBING
Gear ..................................................................Retracted.
The best rate of climb speed (Vy) is 80 kt (TAS).
For practical purposes, it will be assumed here that Vy(IAS) = 80 kt (148 km/h) less 1
kt per 1000 ft of altitude (3 km/h per 500 m).
Heating ..............................................................As required.

NOTE

The climb is done with about 2 bank right.

EASA APPROVED EC 155 B1


4.4
A 12-16 Page 2
FLIGHT MANUAL

SECTION 4.5
CRUISING FLIGHT

1 LEVEL FLIGHT
1.1 CRUISING FLIGHT
Maximum range is obtained by flying at Vy (refer to para. 2.3 - section 4.4).
Balance fuel quantities in left and right tanks as soon as possible while
respecting CG limits (Transfer pump flow 280 kg/h (617 lb/h)).

1.2 MANEUVERING
Avoid sudden maneuvers causing the load factor to be reached abruptly.
At weight > 4400 kg, do not hold turns beyond 45 bank.

NOTE

AP upper mode operation envelopes.

IAS; HDG Minimum engagement speed: 3 Axis operation 60 kt


4 Axis operation 30 kt
VOR Recommended minimum interception distance: 10 NM
Minimum interception speed: 60 kt

It is recommended to set IAS bug at desired


airspeed without exceeding VH + 5 kt.

EASA APPROVED EC 155 B1


4.5
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FLIGHT MANUAL

1.3 FLYING IN TURBULENCE


Reduce IAS.

1.4 HEATING - DEMISTING VENTILATION

NOTE
LH control in forward position disables individual nozzle.
(If control not fitted, individual nozzle bleeds are always available).
Center control in forward position allows recirculation and increases heating
efficiency. Prolonged use of this position on ground is not advised.
After MOD 07 21B99: closing of lower pilot and copilot diffusers increases
demisting efficiency.

1.4.1 Heating - Demisting


1. Selector button ..................................... Press.
2. Selector ................................................ HEAT.
3. LH control (if fitted) ............................... As required.
4. Center control....................................... As required.
5. RH control ............................................ As required for heating
regulation.
6. On VEMD .............................................

In case of ECS automatic shut off:


On CAD ................................................ ECS
RH control ............................................ Slightly reduced
Wait for automatic switch on
of P2 bleed ........................................... ECS +

NOTE
On engine failure, P2 bleed is automatically switched off when exceeding the OEI
continuous rating on N1. Reset the system using pushbutton on rotary selector,
if needed (for N1 rating OEI continuous).

1.4.2 Ventilation
1. Selector ................................................ VENT.
2. Controls................................................ As required.

EASA APPROVED EC 155 B1


4.5
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FLIGHT MANUAL

SECTION 4.6
APPROACH - LANDING

1 APPROACH LANDING
Passenger ordinance lights ....................................... ON.
Extend the landing gear and check the following:
1. Gear ...................................................................... Down and locked.
2. Light ...................................................................... As required.
3. Nose wheel castoring lock ..................................... As required.
4. Parking brake ........................................................ Released.
5. Caution, warning and instrument
readings ................................................................ Checked.
6. Heating .................................................................. Switch off.
The recommended final approach speed is 45 kt
The descent path must remain outside the risk zone specified on the height/velocity
diagram (refer to SECTION 2).
For IFR coupled approach at minima when in sight.
7. Upper mode .......................................................... Disengaged.

NOTE
AP upper mode operation envelopes.

V.O.R. interception Recommended minimum distance: 5 NM


Recommended minimum distance: 5 NM
LOC/GS interception
Recommended angle 60.

CAUTION
ON GROUND, IN ORDER TO PREVENT ANY RISK OF VERTICAL
OSCILLATIONS, THE TRIM LOADS MUST BE RELEASED BY
DEPRESSING THE COLLECTIVE TRIM RELEASE TRIGGER WHENEVER
THE COLLECTIVE LEVER IS MOVED.

APPROVED EC 155 B1
4.6
A 14-28 Page 1
FLIGHT MANUAL

SECTION 4.7
ENGINE AND ROTOR SHUTDOWN

1 ENGINE SHUTDOWN
Wait for 30 s before shutting down engines. The taxiing duration can be subtracted
from these 30 s.
1. Controls ............................................................. Centered (use AP centering
function if available).
2. AP ...................................................................... OFF.
3. Collective pitch lever .......................................... Locked.
4. Pitots - Audio warning - Landing light................. OFF.
5. VEMD system status page................................. Scroll to check OEI usage (refer
to engine maintenance manual if
necessary).
6. ENG 1 and ENG 2 ............................................. IDLE then OFF.
7. Booster pumps................................................... OFF.

NOTE
If the engine does not stop immediately (Solenoid valve failure),
the FADEC will shut down the engine 5 to 6 s later.
Do not pull the fuel shutoff control lever before 10 s have elapsed.

2 STOPPING THE ROTOR


CAUTION

ROTOR BRAKE APPLICATION IS PROHIBITED


BEFORE ENGINE SHUTDOWN.

At NR 120 rpm.
1. Rotor brake ........................................................ Applied.
2. Radio - Radio Nav.............................................. OFF.
3. S/B HRZ............................................................. OFF.
When the rotor is stopped
1. Switches ............................................................ All OFF (except HYD ISOL).
2. VEMD flight report page information .................. Check.
3. BAT/ESS............................................................ OFF.

NOTE
At shutdown, do not open the front doors before the rotor is fully stopped.

EASA APPROVED EC 155 B1


4.7
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FLIGHT MANUAL

SECTION 4.8
SPECIAL OPERATING PROCEDURES

1 COLD-WEATHER OPERATIONS (-40C < OAT < -15C)


Helicopters fitted with extreme cold weather kit (refer to 2.3 page 3) are allowed to
operate at -40C < OAT < -15C.

NOTE

IF AIRCRAFT IS PARKED AT AN -30C < OAT < -25C


1) Refer to Aircraft Maintenance Manual: applicable document 05-21-00-218
IF AIRCRAFT IS PARKED AT AN OAT < -30C
1) Refer to Aircraft Maintenance Manual: applicable document 05-21-00-218
2) Remove the battery and store it in a warm place.
3) Fuel onboard must contain anti icing additive (refer to 2.5p.5)

2 TAKEOFF AFTER PARKING IN FALLING SNOW


Before starting the engines, check (opening MGB cowlings if necessary) that there is
no snow or ice built up inside the air intake ducts.
Carefully remove any trace of snow from the grid, around the air intakes, from the
cowlings and top of fuselage

3 TAKEOFF AND LANDING ON SLOPES


3.1 TAKEOFF AND LANDING-ON-SLOPE ENVELOPE
See section 2.6 page 1
3.2 TAKEOFF
Before takeoff:
- Parking brake ..................................Applied.
- Nose wheel......................................Locked.
After takeoff:
- Parking brake ..................................Released.
- Nose wheel......................................Unlocked.

3.3 LANDING
Before landing:
- Parking brake ...................................Applied.
- Nose wheel.......................................Locked.
Before fully reducing collective pitch, move cyclic stick to neutral position
to prevent LMT light from coming on.

EASA APPROVED EC 155 B1


4.8
A 12-16 Page 1
FLIGHT MANUAL

SECTION 4.9
ENGINE POWER AND THERMAL CHECK

1 GENERAL

The purpose of the engine power check is to determine the available power margin and
thermal margin relative to the minimum guaranteed engine values.
The periodicity of this test must be in accordance with applicable operational regulations
and TURBOMECA documentation.
These checks can be done in three different configurations:
On ground: Power or thermal check can be done on ground, but the stability needed
is often difficult to obtain. This test has to be considered as indicative. If in doubt, a
check in flight has to be done.
In cruise flight at MCP: This is the most useful test condition. The test can be done
in normal twin-engine cruise flight at around 140 Kt.
In OEI Training level flight: This test is considered as the reference test because it is
done in single-engine condition and therefore uses high N1 and TOT. It is to be
performed to confirm a bad or questionable result obtained in the twin-engine power
or thermal check test.
The engine power and thermal check can be done:
Automatically by FADEC and VEMD by pressing SCROLL on VEMD, or
Manually by comparison with reference data, by entering the parameters recorded
on the corresponding chart.

NOTE
The result of the automatic power check is referenced to the 100% of each engine.
To compare it to manual power check result, it is necessary to divide it by two.
For the same reason in the parameters displayed by VEMD after power check, the
torque has to be divided by two.

APPROVED EC 155 B1
4.9
A 14-28 Page 1
FLIGHT MANUAL

1.1 AUTOMATIC POWER AND THERMAL CHECK PROCEDURE

Press the scroll button on VEMD to start the EPC.


Positive results are satisfactory.
If any result is negative, the corresponding engine may be faulty.

NOTE
The filling of the white rectangle gives an idea of the timing.

At the end of the test the VEMD displays the results of power and thermal check or
one of the following messages:

EPC NOT VALID : Stability was not achieved with enough


accuracy. Start another EPC.
EPC NOT AVAILABLE : Failure of one parameter. Do a manual check.

1.2 MANUAL POWER CHECK


The corrected torque value is determined on the corresponding chart and has to be
compared with the recorded torque.
- If the recorded torque is higher than the corrected torque, the result is
satisfactory.
- If the recorded torque is lower than the corrected torque, the engine may be
faulty.

1.3 MANUAL THERMAL CHECK


The corrected TOT value is determined on the corresponding chart and has to be
compared with the recorded TOT.
- If the corrected TOT is higher than the recorded TOT, the result is satisfactory.
- If the corrected TOT is lower than the recorded TOT, the engine may be faulty.

2 ON GROUND ENGINE POWER AND THERMAL CHECK


NOTE
If questionable or unstable results are obtained, it is advisable to repeat the test
procedure at different N1 values.
If any result is unsatisfactory, do an in flight power check.

EASA APPROVED EC 155 B1


4.9
A 12-16 Page 2
FLIGHT MANUAL

2.1 RECORDING CONDITIONS


To perform the check:
Head the aircraft into the wind on a clear area.
After starting both engines, set one engine to IDLE/TRAINING.
Switch off all P2 bleed air flow.
Raise the collective pitch lever to obtain the maximum available power (from the
engine which is not in IDLE TRAINING mode) at the limit of liftoff, without allowing
rotor speed to drop below 342 rpm.
Check that the bleed valve is closed and that parameter readings are stable.
For manual power check, record the following values on the engine in TRAINING
mode :
- engine torque : Tq (%).
- exhaust gas temperature : TOT (C).
- gas generator speed : N1 (%).
- rotor speed : NR (rpm ).
- pressure altitude : Hp (ft).
- outside air temperature : OAT (C).
Apply the same procedure for checking the other engine.

2.2 AUTOMATIC POWER AND THERMAL CHECK


Press the scroll button on the VEMD to start the EPC.
Positive results are satisfactory.

If any result is negative, the corresponding engine may be faulty. A check in flight
has to be performed.

2.3 MANUAL POWER CHECK


The corrected torque value is determined using Figure 1 and has to be compared
with the recorded torque.
- If the recorded torque is higher than the corrected torque, the result is
satisfactory.
- If the recorded torque is lower than the corrected torque, the engine may be
faulty.
A check in flight has to be performed.

2.4 MANUAL THERMAL CHECK


The corrected TOT is determined using Figure 2 and has to be compared with the
recorded TOT.
- If the corrected TOT is higher than the recorded TOT, the result is satisfactory.
- If the corrected TOT is lower than the recorded TOT, the engine may be faulty.
A check in flight has to be performed.

EASA APPROVED EC 155 B1


4.9
A 12-16 Page 3
FLIGHT MANUAL

3 IN CRUISE FLIGHT ENGINE POWER AND THERMAL CHECK


3.1 RECORDING CONDITIONS
P2 bleed air flow ................................... Shut off.
Stable cruise at 140 kt .......................... Maintain for three minutes.

NOTE
If the configuration does not allow level flight at 140 kt, it is possible to do this check
at 100 kt.
For manual testing, record the following values:
- engine torque : Tq (%).
- exhaust gas temperature : TOT (C).
- gas generator speed : N1 (%).
- rotor speed : NR (rpm).
- pressure altitude : Hp (ft).
- outside air temperature : OAT (C).
- aircraft airspeed : IAS (kt).

3.2 AUTOMATIC POWER AND THERMAL CHECK


Stabilize level flight, switch off all P2 air bleed and press scroll button on VEMD to
start the EPC.
If any result is negative, the corresponding engine may be faulty. A reference check
in OEI training level flight has to be performed (4).
3.3 MANUAL POWER CHECK
Determine the corrected torque value using Figure 4 (140 kt) or Figure 5 (100 kt).
If the recorded torque is higher than the corrected torque, the result is satisfactory.
If not, confirm these values by performing a reference check in OEI training level
flight (4).

3.4 MANUAL THERMAL CHECK


Determine the corrected TOT using Figure 2 or 3.
If the corrected TOT is higher than the recorded TOT, the result is satisfactory.
If not, confirm these values by performing a reference check in OEI training level
flight (4).

EASA APPROVED EC 155 B1


4.9
A 12-16 Page 4
FLIGHT MANUAL

4 IN OEI TRAINING LEVEL FLIGHT ENGINE POWER AND


THERMAL CHECK: REFERENCE CHECK
4.1 CHECKING PRINCIPLES
This check must be carried out if one of the previous results is not satisfactory.
The purpose of this in-flight check is to determine the margin of the engine at a
higher N1 than during the previous check.

4.2 RECORDING CONDITIONS


P2 bleed air flow ...................................Shut off.
Training mode .......................................Select.
OEI rating..............................................HI.
Level flight at 100 kt .............................Maintain.
RPM > 342 rpm....................................Maintain.

NOTE
Training mode is not damaging for the engine, it can be maintained with no time limitation.

4.3 AUTOMATIC POWER AND THERMAL CHECK


If any result is negative: refer to the Engine Maintenance Manual.

4.4 MANUAL POWER CHECK


Determine the corrected torque value using Figure 5 (100 kt).
If the recorded torque is higher than the corrected torque, the result is satisfactory.
If not, refer to the Engine Maintenance Manual.

4.5 MANUAL THERMAL CHECK


Determine the corrected TOT value using Figure 2 (100 kt).
If the corrected TOT is higher than the recorded TOT, the result is satisfactory.
If not, refer to the Engine Maintenance Manual.

CAUTION

WHEN THE REFERENCE CHECK IS DONE FOLLOWING AN


UNSATISFACTORY RESULT OF AN IN FLIGHT ENGINE POWER
CHECK, IF THE RESULT OF THE REFERENCE CHECK IS
SATISFACTORY, THE CORRESPONDING ENGINE CAN BE
KEPT IN SERVICE WITH APPROPRIATE MAINTENANCE
(REFER TO MAINTENANCE MANUAL).

EASA APPROVED EC 155 B1


4.9
A 12-16 Page 5
FLIGHT MANUAL

EASA APPROVED EC 155 B1


4.9
A 04-36 Page 6
FLIGHT MANUAL

SECTION 5.1
REGULATORY PERFORMANCE DATA

1 INTRODUCTION
The performance diagrams in this section are applicable to the basic aircraft version.
Refer to individual SUPPLEMENTS if optional equipment systems are installed.
There is no influence of electrical draw on regulatory performance data.
The limits of the operating envelope are mentioned in each figure.

NOTE
The performance given in the grey area is applicable to helicopters fitted with the
extreme cold weather kit (refer to 2.3 page 3).

2 DEMONSTRATED WIND ENVELOPE


2.1 WIND ENVELOPE FOR ROTOR STARTING AND STOPPING
Refer to SECTION.2.4.

2.2 HOVER FLIGHT SIDE AND TAIL WIND ENVELOPE


Refer to Figure 2.

3 AIR DATA SYSTEM CALIBRATION


3.1 PILOT'S AND COPILOT'S AIRSPEED INDICATORS
The pilot's and copilot's airspeed indicator calibration curve is given by Figure 3.

3.2 PILOT'S AND COPILOT'S ALTIMETERS


The aircraft static port accuracy is within 1 hPa, which corresponds to a maximum
error of 30 ft (8.5 m).

EASA APPROVED EC 155 B1


5.1
A 12-16 Page 1
FLIGHT MANUAL

4 MAXIMUM PERMISSIBLE WEIGHTS IN HOVER


Refer to Figures 4 and 5 for maximum weights in twin-engine hover.

5 RATES OF CLIMB
Twin-engine and one-engine inoperative rates of climb are given in Figures 6, 7, 8 and
9.

6 TAKEOFF AND LANDING PERFORMANCE


The takeoff and landing performance data are given in Figures 10, 11 and 12.

7 TAS/CAS CORRESPONDENCE CHART


The TAS/CAS correspondence chart is given in Figure 13.

DGAC APPROVED EC 155 B1


5.1
A B 02-20 Page 2
FLIGHT MANUAL

CLIMB PERFORMANCE
To determine the R/C, reduced weights (W/) must be used.
In order to simplify the figures and not to confuse "reduced weight" and "actual weight", the
W/ parameter is converted into a dimensionless parameter known as "WEIGHT INDEX"
(W/ in kg divided by 1000).

DETERMINATION OF RATE OF CLIMB


4 curves are necessary to determine the R/C. The first two curves are used to determine
the weight factor (Figures 6A and 6B).

CAUTION

WHEN N1 OR TOT ARE THE LIMITING PARAMETERS, THE USE OF


HEATING WILL LOWER THE RESULT BY :
- 250 ft / min AEO
- 100 ft / min OEI

EASA APPROVED EC 155 B1


5.1
A 12-16 Page 11
FLIGHT MANUAL

EASA APPROVED EC 155 B1


5.1
A 04-49 Page 12
FLIGHT MANUAL

SECTION 5.2
NOISE LEVELS

The noise levels are as follows:

Measurements ICAO limits Measurements FAR 36 limits


Flight phase As per ICAO At 4920 kg As per FAR At 4920 kg
Annex 16 Part 36
Overflight
88.9 95.9 89.0 95.9
(at VH = 147 kt)
Take-off 92.2 96.9 92.2 96.9

Approach 95.7 97.9 95.7 97.9

Average 92.3 96.9 92.3 96.9

EASA APPROVED EC 155 B1


5.2
A 12-16 Page 1
FLIGHT MANUAL

FLIGHT MANUAL

EC 155B1

SUPPLEMENT

LIST OF SUPPLEMENTS
UTILIZATION IMCOMPATIBILITY
PERFORMANCE PENALTIES

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given in
the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

AIRBUS HELICOPTERS Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.0.P1
A 14-48 Page 1
FLIGHT MANUAL

NOTE
Pages SUP.0.P1 page 3, SUP.0.P3 page 1 and SUP.0.P4 page 1 concern the whole of
the Supplements assigned to the helicopter mentioned on the title pages.

APPROVED EC 155 B1
SUP.0.P1
A 14-48 Page 2
FLIGHT MANUAL

CUSTOMIZATION:

AIRCRAFT: EC 155 B1 - S/N:

LIST OF ADDITIONAL APPROVED PAGES

SECTION PAGE DATE CODE SECTION PAGE DATE CODE

THIS AIRCRAFT DOES NOT OFFER ANY PARTICULAR FEATURES REQUIRING

THE CUSTOMIZATION OF THE FLIGHT MANUAL ON GREEN PAGES.

APPROVED EC 155 B1
SUP.0.P1
A 14-48 Page 3
FLIGHT MANUAL
LIST OF SUPPLEMENTS
Some Supplements covering installations or procedures not used on this helicopter may
be withdrawn from this manual.
The complete list of approved Supplements appears on pages SUP.0.P2.

No. TITLE
LIST OF SUPPLEMENTS
0
UTILIZATION INCOMPATIBILITY - PERFORMANCE PENALTIES

OPERATIONAL SUPPLEMENTS
No. TITLE
1 CATEGORIE A OPERATION
2 to 5 RESERVED
6 AUTOMATIC HOVER MODE
7 to 10 RESERVED

OPTIONAL SUPPLEMENTS
No. TITLE
HOISTING INSTALLATION WITH FIXED BOOM ON RH SIDE
11
AND "LAE" VARIABLE SPEED ELECTRIC HOIST
12 to 13 RESERVED
14 EMERGENCY FLOATATION GEAR
15 TRANSPORT OF EXTERNAL LOADS
16 RESERVED
17 ADDITIONAL FUEL TANK IN CARGO COMPARTMENT
18 SKI INSTALLATION
19 SAND FILTERS INSTALLATION
20 10 KVA ALTERNATOR
21 REAR-VIEW MIRROR INSTALLATION
22 "ROSEMOUNT" ICE DETECTOR
23 FUEL HEATING SYSTEM
24 ELECTRICALLY POWERED AIR CONDITIONING SYSTEM
DUAL-ZONE ELECTRICALLY POWERED AIR COND CONDITIONING,
25
VENTILATION AND HEATING SYSTEM
26 RESERVED
27 LOUDSPEAKER 450 W

APPROVED EC 155 B1
SUP.0.P2
A 14-48 Page 1
FLIGHT MANUAL
LIST OF SUPPLEMENTS (cont'd)

No. TITLE

28 WINDSHIELD DEICING SYSTEM

29 SPECTROLAB SX16 SEARCHLIGHT WITH IR FILTER

30 RESERVED

31 MECHANICALLY DRIVEN AIR CONDITIONING SYSTEM

32 ANTI STICKING PROTECTION

33 RYAN 9900 BX OR AVYDINE TAS 620 AIRBORNE COLLISION


AVOIDANCE SYSTEM (ACAS)

34 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (CAS 66 A)

35 AUTOMATIC VOICE ALARM DEVICE

36 ANTENNA MOUNT PANEL

37 ROTOR START AND SHUTDOWN WITH HIGH WIND

38 DOUBLE FIXED BOARDING STEPS

HELICOPTER TERRAIN AWARENESS AND WARNING SYSTEM


39 (HTAWS)
EGPWS MK XXII SOFWARE VERSION 24 OR LATER APPROVED
VERSION
40 SPECIAL COCKPIT LIGHTING

41 to 49 RESERVED

APPROVED EC 155 B1
SUP.0.P2
A 16-25 Page 2
FLIGHT MANUAL

SPECIAL SUPPLEMENTS
No. TITLE

50 RESERVED

51 FLIR ULTRA 7000 INSTALLATION AND VIDEO ANTENNA (if fitted)

52 "UNS-1D" NAVIGATION SYSTEM

53 AERONAV TYPE III NAVIGATION SYSTEM

54 GPS TRIMBLE 2101.I/O APPROACH PLUS

55 FLIR WESCAM 16 DS-W INSTALLATION

56 TRAINING PROCEDURES

VIP 8 PASSENGERS WITH SWING-DOORS INSTALLATION


57
AND ELECTRICALLY POWERED FOOTSTEP(S)

58 FAST ROPING OPERATION

59 "UNS-1LW" FMS SCN 1000.3 OR LATER APPROVED VERSIONS

DUAL GPS 400 W (SOFTWARE VERSIONS MAIN 4.01 GPS 3.2 OR


60
LATER APPROVED VERSIONS)

FLIR ULTRA FORCE 350 (WITH AND WITHOUT FLIR OPERATOR


61
CONSOLE)

62 DUAL GTN 750H GNSS RNAV SYSTEM

APPROVED EC 155 B1
SUP.0.P2
A 16-25 Page 3
FLIGHT MANUAL

COMPOSITION
OF CONDITIONAL REVISIONS (RC)
The Supplements contain the following pink pages except those canceled when the
conditions are complied with.

CAUTION
IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY
INFORMATION CONCERNED BELOW, THE READER WILL HAVE TO CHANGE
THE NUMBER OF THE PINK PAGE BY HAND, SO THAT THE INFORMATION
REMAINS IN ACCORDANCE WITH THE PARAGRAPH CONCERNED.

N SUP. Page Date Applicable before condition is met:

0 P3 1 *RC* 15-28

RC A 56 4 *RC* 06-14 AMS 71C16 (TU 93C).

17 1 *RC* 14-04 MOD 07-39C75


RC B
23 1 *RC* 14-04 MOD 07-39C75

14 2 *RC* 14-46 MOD 07-45D24 or


RC C 365P084757.01/.04/.07/.10, and
MOD 07-45D25.

60 4 *RC* 15-05 Only applicable if MOD 07-22B70 is fitted


RC D
60 9 *RC* 15-28 Only applicable if MOD 07-22B70 is fitted

APPROVED EC 155 B1
SUP.0.P3
A 15-28 Page 1
*RC*
FLIGHT MANUAL

COMPOSITION

OF CONDITIONAL REVISIONS (RC)

The Supplements contain the following pink pages except those canceled when the
conditions are complied with.

CAUTION
IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR
ANY INFORMATION CONCERNED BELOW, THE READER WILL HAVE
TO CHANGE THE NUMBER OF THE PINK PAGE BY HAND, SO THAT
THE INFORMATION REMAINS IN ACCORDANCE WITH THE
PARAGRAPH CONCERNED.
RC No. SUPPLEMENT Page Date code Applicable before condition is met:

NOTE
The date code includes the last two digits of the year
followed by the week number in that year.

APPROVED EC 155 B1
SUP.0.P3
A 14-48 Page 1
FLIGHT MANUAL

COMPOSITION

OF RUSH REVISIONS (RR)


The Supplements contains the following additional yellow page(s):

No. DATE No. DATE


SUPPLEMENT PAGE SUPPLEMENT PAGE
RR CODE RR CODE

APPROVED EC 155 B1
SUP.0.P4
A 14-48 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP. 0 P1 1 14-48
SUP. 0 P1 2 14-48
SUP. 0 P1 3 14-48
SUP. 0 P2 1 14-48
SUP. 0 P2 2 16-25 R
SUP. 0 P2 3 16-25 R
SUP. 0 P3 1 14-48
SUP. 0 P4 1 14-48
SUP. 0 P5 1/02 16-25 R
SUP. 0 1 14-48
SUP. 0 2 14-48
SUP. 0 3 14-48

LOG OF APPROVED NORMAL REVISIONS


NORMAL REVISION 0 date code 02-20
NORMAL REVISION 1 date code 02-35
NORMAL REVISION 2 date code 02-39
NORMAL REVISION 3 date code 02-47
NORMAL REVISION 4 date code 03-20
NORMAL REVISION 5 date code 03-44
NORMAL REVISION 6 date code 03-48
NORMAL REVISION 7 date code 04-20
NORMAL REVISION 8 date code 05-41
NORMAL REVISION 9 date code 05-50
NORMAL REVISION 10 date code 06-39
NORMAL REVISION 11 date code 08-05

APPROVED EC 155 B1
SUP.0.P5
A 16-25 Page 1
FLIGHT MANUAL

LOG OF NORMAL REVISIONS (Cont'd)

BASIC RFM REVISIONS

NORMAL REVISION 12 date code 09-18


NORMAL REVISION 13 date code 10-12
NORMAL REVISION 14 date code 11-10
NORMAL REVISION 15 date code 12-20
EASA approval No10047898 and
NORMAL REVISION 16 date code 13-09
No10049270 on May 23, 2014
EASA approval No 10053820
NORMAL REVISION 17 date code 14-48
on June 25, 2015
Incorporation of new brand "Airbus Helicopters" instead "Eurocopter"
Title New log of approved normal revision - Deletion of EASA mention in footpages
New optional supplement "AUTOMATIC HOVER MODE"
Revised
SUP.0 all pages
information
Deleted
None.
information
EASA approval No.10059787
NORMAL REVISION 18 date code 16-25
on October 17, 2016
Main - Addition of AVYDINE TAS 620 reference in SUP.33,
points - Addition of SUP.62 DUAL GTN 750H GNSS RNAV SYSTEM.
Revised
SUP.0.P2 pages 2 and 3, SUP.0.P5 pages 1 and 2.
information
Deleted
None.
information

APPROVED EC 155 B1
SUP.0.P5
A 16-25 Page 2
FLIGHT MANUAL

1 UTILIZATION INCOMPATIBILITY BETWEEN OPTIONAL


EQUIPMENT ITEMS
The following list is non-exhaustive and covers only those equipment items whose
utilization is incompatible with one or more items.

Operation of the following installations : SUP Makes operation with the following
equipment items impossible :
ITEM ITEM
Electrically powered air Conditioning
1 24 2
system
2 Windshield deicing system 28 1
3 Life rafts in footstep containers 4 - 5 - 11
Non foldable seat on first passenger
4 3
row (facing aft or front)
5 Roping beam 3 - 7 - 8 - 9 - 10 - 11 - 15
6 12-Passenger seats lay out 8 - 7 - 11
7 Cargo sling 1600 kg 15 5 - 6 - 8 - 11 - 12 - 13 - 14
8 Hoist on RH side 11 5 - 6 - 7 - 11 - 13 - 14
9 SPECTROLAB searchlight 29 5 - 11
10 Loudspeaker 450 W 27 5 - 11
11 Fast roping 58 3 - 5 - 6 - 7 - 8 - 9 - 10 - 13 - 14 - 15
VIP installation and retractable
12 57 7
passenger footsteps
13 9-Passenger seats lay out 7 - 8 - 11
14 13-Passenger seats lay out 7 - 8 - 11
15 Pod FLIR installation 51-55 5 - 11
61

APPROVED EC 155 B1
SUP.0
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FLIGHT MANUAL

2 PERFORMANCE PENALTIES DUE TO INSTALLATION OF AN


OPTIONAL EQUIPMENT ITEM
2.1 TAKEOFF WEIGHT PENALTY
Determine the required performance in the Basic Flight Manual without allowing
for the maximum aircraft weight limit.
Apply the weight penalty given by the supplement covering the optional
equipment.
Compare with the maximum aircraft weight limit and use the smaller of the two
values.
Examples :
An optional equipment item reducing the maximum takeoff weight by 80 kg.

Case 1 :

Case 2:

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SUP.0
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FLIGHT MANUAL

2.2 RATE OF CLIMB PENALTY


Apply the penalty on the Basic Flight Manual performance.

2.3 PENALTIES DUES TO SIMULTANEOUS USE OF SEVERAL ITEMS


OF OPTIONAL EQUIPMENT
Add together the penalties of each optional equipment item and apply the preceding
paragraphs.

2.4 AIRCRAFT FITTED WITH SAND FILTERS


The performance data with sand filters is given in the relevant Supplement.
When other optional equipment is used with the sand filters, the penalties must be
applied to the performance data applying to the sand filters.

APPROVED EC 155 B1
SUP.0
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FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

"CATEGORY A" OPERATION

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.1.P1
A 15-15 Page 1
FLIGHT MANUAL
LIST OF APPROVED EFFECTIVE PAGES
EASA CERTIFICATION

(1) Page Revision Code


R: Revised, to be replaced
N: New, to be inserted

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP. 1 P1 1 15-15 R SUP. 1 26 15-15 R


SUP. 1 P5 1 15-15 R SUP. 1 27 15-15 R
SUP. 1 P5 2 15-15 R SUP. 1 28 15-15 R
SUP. 1 1 15-15 R SUP. 1 29 15-15 R
SUP. 1 2 15-15 R SUP. 1 30 15-15 R
SUP. 1 3 15-15 R SUP. 1 31 15-15 R
SUP. 1 4 15-15 R SUP. 1 32 15-15 R
SUP. 1 5 15-15 R SUP. 1 33 15-15 R
SUP. 1 6 15-15 R SUP. 1 34 15-15 R
SUP. 1 7 15-15 R SUP. 1 35 15-15 R
SUP. 1 8 15-15 R SUP. 1 36 15-15 R
SUP. 1 9 15-15 R SUP. 1 37 15-15 R
SUP. 1 10 15-15 R SUP. 1 38 15-15 R
SUP. 1 11 15-15 R SUP. 1 39 15-15 R
SUP. 1 12 15-15 R SUP. 1 40 15-15 R
SUP. 1 13 15-15 R SUP. 1 41 15-15 R
SUP. 1 14 15-15 R SUP. 1 42 15-15 R
SUP. 1 15 15-15 R SUP. 1 43 15-15 R
SUP. 1 16 15-15 R SUP. 1 44 15-15 R
SUP. 1 17 15-15 R SUP. 1 45 15-15 R
SUP. 1 18 15-15 R SUP. 1 46 15-15 R
SUP. 1 19 15-15 R SUP. 1 47 15-15 R
SUP. 1 20 15-15 R SUP. 1 48 15-15 R
SUP. 1 21 15-15 R SUP. 1 49 15-15 R
SUP. 1 22 15-15 R SUP. 1 50 15-15 R
SUP. 1 23 15-15 R SUP. 1 51 15-15 R
SUP. 1 24 15-15 R SUP. 1 52 15-15 R
SUP. 1 25 15-15 R SUP. 1 53 15-15 R

APPROVED EC 155 B1
SUP.1.P5
A 15-15 Page 1
FLIGHT MANUAL
LIST OF APPROVED EFFECTIVE PAGES
EASA CERTIFICATION (CONTD)

(1) Page Revision Code


R: Revised, to be replaced
N: New, to be inserted

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP. 1 54 15-15 R
SUP. 1 55 15-15 R
SUP. 1 56 15-15 R
SUP. 1 57 15-15 R
SUP. 1 58 15-15 R
SUP. 1 59 15-15 R
SUP. 1 60 15-15 R
SUP. 1 61 15-15 R
SUP. 1 62 15-15 R
SUP. 1 63 15-15 R

LOG OF APPROVED NORMAL REVISIONS

NORMAL REVISION 0 date code 02-20


NORMAL REVISION 1 date code 02-29
NORMAL REVISION 2 date code 02-44
NORMAL REVISION 3 date code 03-18
NORMAL REVISION 4 date code 05-04
NORMAL REVISION 5 date code 06-07
NORMAL REVISION 6 date code 06-41
EASA approval No R.C.03122
NORMAL REVISION 7 date code 08-30
on October 10, 2008
EASA approval No 10055081
NORMAL REVISION 8 date code 15-15
on October 09, 2015
Addition of H/V limitation, incorporation of new brand "Airbus Helicopters"
Main points instead of "Eurocopter", "EASA APPROVED" is replaced by "APPROVED"
in footpages, introduction of a new Log of revision.
Revised
SUP.1.P1 page 1, SUP.1.P5 page 1 to 2, SUP.1 pages 1 to 63.
information
Deleted
None.
information

APPROVED EC 155 B1
SUP.1.P5
A 15-15 Page 2
FLIGHT MANUAL

CONTENTS
PAGE
1 GENERAL INFORMATION......................................................................................... 3
1.1 DEFINITIONS AND SYMBOLS ......................................................................... 3

2 LIMITATIONS ............................................................................................................. 4
2.1 TYPE OF OPERATIONS APPROVED ............................................................... 4
2.2 MAXIMUM TAKEOFF AND LANDING WEIGHTS .............................................. 4
2.3 APPROVED ALTITUDE/TEMPERATURE ENVELOPE...................................... 4
2.4 OPERATION IN WIND ........................................................................................ 5
2.5 PROHIBITED MANEUVRES .............................................................................. 5

3 TAKEOFF FROM CLEAR AREA ............................................................................... 5


3.1 NORMAL TWIN-ENGINE TAKEOFF .................................................................. 5
3.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP ................ 6
3.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP ................... 7
3.4 TAKEOFF PERFORMANCE .............................................................................. 8

4 OPERATIONS FROM CLEAR AREA WITH INCREASED SLOPE ........................... 14


4.1 NORMAL TWIN-ENGINE TAKEOFF .................................................................. 14
4.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP ................. 15
4.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP .................... 16
4.4 TAKEOFF PERFORMANCE............................................................................... 17

5 LANDING ON CLEAR AREA .................................................................................... 20


5.1 NORMAL TWIN-ENGINE LANDING ................................................................... 20
5.2 LANDING WITH AN ENGINE FAILURE ............................................................. 21
5.3 ABORTED LANDING AND OEI CLIMB .............................................................. 22
5.4 LANDING PERFORMANCE ............................................................................... 23

6 TAKEOFF FROM GROUND HELIPAD ..................................................................... 26


6.1 NORMAL TWIN-ENGINE LANDING ................................................................... 26
6.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP
(Before fuselage rotation) ................................................................................... 27
6.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP
(Fuselage rotation started) .................................................................................. 28
6.4 TAKEOFF PERFORMANCE............................................................................... 29

7 LANDING ON GROUND HELIPAD ........................................................................... 31


7.1 NORMAL TWIN-ENGINE LANDING ................................................................... 31
7.2 LANDING WITH AN ENGINE FAILURE ............................................................. 32
7.3 ABORTED LANDING AND OEI CLIMB .............................................................. 33
7.4 LANDING PERFORMANCE ............................................................................... 34

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CONTENTS (Contd)
PAGE
8 TAKEOFF FROM ELEVATED HELIPORT ............................................................... 36
8.1 NORMAL TWIN-ENGINE TAKEOFF ................................................................. 36
8.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP
(Before fuselage rotation) ................................................................................... 37
8.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP
(Fuselage rotation started) ................................................................................. 38
8.4 TAKEOFF PERFORMANCE .............................................................................. 39
8.5 ABORTED TAKEOFF WITH AN ENGINE FAILURE AFTER TDP
(Fuselage rotation started) ................................................................................. 39

9 LANDING ON ELEVATED HELIPORT ..................................................................... 46


9.1 DIRECT APPROACH: NORMAL TWIN-ENGINE LANDING .............................. 46
9.2 DIRECT APPROACH: LANDING WITH AN ENGINE FAILURE ........................ 47
9.3 OFFSET APPROACH: LATE LDP LANDING PROCEDURE ............................. 48
9.4 ABORTED LANDING AND OEI CLIMB.............................................................. 49
9.5 LANDING PERFORMANCE............................................................................... 50

10 CLIMBING PERFORMANCE .................................................................................... 52

11 DETERMINATION OF DISTANCES.......................................................................... 61

12 TAS-CAS CONVERSION GRAPH ............................................................................ 63

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1 GENERAL INFORMATION
The limitations, procedures and performance provided in this supplement apply to
CATEGORY A aircraft operations only.
This information supplements or replaces the information provided in the Basic Flight
Manual and the Supplements relating to the optional equipment fitted.

1.1 DEFINITIONS AND SYMBOLS


VTOSS V1 TDP LDP
Takeoff Safety Critical Decision Takeoff Landing
Speed (TAS) (Refer Speed Decision Decision Point
to Figure 47 for V1 is an IAS unless Point
TAS <---> IAS otherwise indicated
conversion) (TAS) in the text.
V1 = VTOSS 5KT
5 VTOSS are The minimum V1 is This point is
IAS = 40 kt.
available: 40, 50, equal to 35 kt IAS. defined on
CLEAR AREA H1 = 100 ft.
60, 70 and 80 kt (Refer to Figure 47 figure 2 by
R/D 500
(figure 5) for TAS <---> IAS IAS = V1
ft/min
conversion)
CLEAR AREA
WITH
VTOSS = 60 KT V1 = 45 KT IAS = 45 KT
INCREASED
SLOPE
IAS = 30 kt.
H1 = 100 FT H1 = 100 ft.
GROUND
VTOSS = 40 KT + Fuselage R/D: between
HELIPAD
rotation - 400 and
- 500 ft/min
balked landing
on clear area,
clear area with
VTOSS = 60 KT
increased
slope and
ground helipad
Direct approach
H1 = 100 ft
above heliport
Offset approach
H1 = 30 FT
ELEVATED H1 = 50 to 100 ft
VTOSS = 45 KT + Fuselage
HELIPORT above heliport
rotation
V1 = 25 kt
R/D: between
- 400 and
- 500 ft/min

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FLIGHT MANUAL
2 LIMITATIONS
Irrespective of the special limitations provided below, the limitations relating to
CATEGORY B operations, provided in SECTION 2 as well as those relating to the
optional equipment fitted (refer to SUPPLEMENTS) remain applicable.
When complying with weight limitations and procedures of this supplement, the H/V
diagram of the basic Flight Manual is not relevant.

2.1 TYPE OF OPERATIONS APPROVED


The EC 155 B1 aircraft is approved for CATEGORY A operations from clear areas,
from ground helipad with a diameter equal to or greater than 71 ft (21,6 m) and from
elevated heliport with a diameter equal to or greater than 52,5 ft (16 m), in
compliance with limitations and procedures provided in this supplement.

2.2 MAXIMUM TAKEOFF AND LANDING WEIGHTS


The maximum takeoff and landing weights according to the ambient conditions are
provided (performance in grey only if cold weather kit is fitted):
Takeoff from clear area 3.
Takeoff from clear area with increased slope 4.
Landing on clear area 5.
Takeoff from ground helipad 6.
Landing on ground helipad 7.
Takeoff from elevated heliport 8.
Landing on elevated heliport 9.

2.3 APPROVED ALTITUDE/TEMPERATURE ENVELOPE

Figure 1: Approved Altitude/Temperature envelope


A + D - Approved envelope at takeoff and landing for elevated heliport
A + B + D + E - Approved envelope at takeoff and landing for clear area, ground helipad
and increased slope (*)
(A + B + C) + (D + E + F) - Approved envelope in flight

The area D + E + F are Authorized with extreme cold weather kit (refer to section 2.3 2)

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2.4 OPERATIONS IN WIND


Takeoff and landing with tail winds are prohibited.
For offset approach procedure on elevated Heliport arrange flight not to exceed
wind sector 90 at landing.

For performance, head wind velocity value should comply with applicable
operational regulation. If no regulation exists, take half of laminar head wind value.

2.5 PROHIBITED MANEUVERS


Elevated heliport procedure when ski or anti sticking protection are fitted.

3 TAKEOFF FROM CLEAR AREA


3.1 NORMAL TWIN-ENGINE TAKEOFF

Figure 2: Clear area normal AEO takeoff


NOTE
V1 and VTOSS on figure 2 are an example when VTOSS = 40 kt.
1. Heating system ............................................ Off.
2. Hover IGE at 6 ft .......................................... Enter.
3. At 6 ft, IAS ................................................... Increase until the translational lift.
4. Nose-down attitude ...................................... - 10.
5. Collective pitch ............................................ Increase to maintain takeoff path.
6. Climb allowing the speed to increase to Vy (IAS) following takeoff path.
7. Vy ................................................................ Maintain.
8. Landing gear................................................ Retract.
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3.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP
ABORT TAKEOFF AS SOON AS ENGINE FAILURE OCCURS.

Figure 3: Clear area rejected takeoff.

When the failure occurs, simultaneously:


1. Collective pitch ............................................. Reduce to start descending.
2. Attitude......................................................... Nose-up + 20.
When closing the ground:
3. Collective pitch ............................................. Increase to control the descent.
4. Attitude......................................................... Reduce to + 10.
5. Collective pitch ............................................. Increase to cushion the landing
with nose-up attitude + 5.
After touch-down:
6. Collective pitch ............................................. Fully down.
7. Brakes.......................................................... Apply.

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3.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP
CONTINUE THE TAKEOFF PROCEDURE

Figure 4: Clear area OEI takeoff

When the failure occurs :


1. NR ....................................................... Keep at NR > 330 rpm(above the horn).
2. IAS ....................................................... VTOSS.
At VTOSS and once trajectory is established:
3. OEI 2 min............................................. Select.
4. Collective pitch ..................................... Adjust to maintain NR > 330 rpm.
At 200 ft :
5. In level flight IAS ................................... Vy.
Before or as soon as the OEI 2 min rating indicator starts to flash:
6. OEI continuous .................................... Select.
7. Collective pitch .................................... Adjust to maintain NR > 330 rpm.
8. At Vy, landing gear .............................. Retract.
At 1000 ft:
9. Affected engine ENG # ........................ OFF.
10. Affected engine booster pumps ........... OFF.

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3.4 TAKEOFF PERFORMANCE


1. VTOSS .........................................................Determine (Figure 5).

NOTE

VTOSS is selected as follow:

V (Kt) : RESULT of figure 5 VTOSS (Kt)

40 V < 50 40

50 V < 60 50

60 V < 70 60

70 V < 80 70

V = 80 80

2. MTOW Determine (Figure 6, 7 and 8).


3. Obstacle clearance on takeoff path ...........Determine.
Takeoff distance D2 ............................Figure 9.
Distances D3, D4, D5 .........................Figure 46.

CAUTION
MAKE SURE THAT THE MAXIMUM TAKEOFF WEIGHT MAKES IT POSSIBLE
TO CLEAR ALL OBSTACLES DURING THE CLIMB
AT OEI 2 min AT VTOSS (FIGURES 38, 39, 41, 42, 43, 44 AND 45)
IF NOT, MAXIMUM TAKEOFF WEIGHT MUST BE REDUCED ACCORDINGLY.

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Figure 5

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4 TAKEOFF FROM CLEAR AREA WITH INCREASED SLOPE


4.1 NORMAL TWIN-ENGINE TAKEOFF

Figure 10: Clear area AEO takeoff with increased slope.


1. RPM switch ................................................... HIGH RPM H
2. NR increases ................................................ Check 360 rpm
3. Heating system ............................................. Off
4. Hover IGE at 6 ft ........................................... Enter
5. At 6 ft ............................................................ Nose down 5, increase IAS
until the translational lift
6. Nose-down attitude ....................................... - 5
7. TOP .............................................................. Apply
8. At 40 kt, MCP ................................................ Apply
9. Nose down 5............................................. Maintain
10. At Vy ............................................................. Maintain
11. RPM switch ................................................... NORM RPM H
12. NR decreases ............................................... Check
13. Landing gear ................................................. Retract
14. Nose-down 5 ............................................. Maintain

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4.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP
ABORT TAKEOFF AS SOON AS ENGINE FAILURE OCCURS.

Figure 11: Clear area rejected takeoff.

When the failure occurs, simultaneously:


1. Collective pitch ............................................ Reduce to start descending.
2. Attitude ........................................................ Nose-up + 15.
When closing the ground:
3. Collective pitch ............................................ Increase to control the descent.
4. Attitude ........................................................ Reduce to + 10.
5. Collective pitch ............................................ Increase to cushion the landing
with nose-up attitude + 5.
After touch-down:
6. Collective pitch ............................................ Fully down.
7. Brakes ......................................................... Apply.

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4.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP
CONTINUE THE TAKEOFF PROCEDURE

Figure 12: OEI takeoff from clear area with increased slope.
When the failure occurs:
1. NR ........................................................... Keep at NR > 330 rpm(above the horn).
2. Attitude .................................................... - 5 maintain.
At VTOSS and once trajectory is established:
3. Attitude .................................................... Adjust to maintain VTOSS.
4. OEI 2 min ................................................ Select.
5. Collective pitch ........................................ Adjust to maintain NR > 330 rpm.
At 200 ft :
6. In level flight IAS ..................................... Vy.
Before or as soon as the OEI 2 min rating indicator starts to flash:
7. OEI continuous ........................................ Select.
8. Collective pitch ........................................ Adjust to maintain NR > 330 rpm.
9. At Vy, landing gear .................................. Retract.
10. RPM switch ............................................. NORM RPM H
11. NR decreases ......................................... Check
At 1000 ft:
12. Affected engine ENG #............................ OFF
13. Affected engine booster pumps ............... OFF
NOTE
After failure a turn limited to 10 bank is authorized without change
on the distances or heights.

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4.4 TAKEOFF PERFORMANCE


1. Rejected takeoff distance D1 .............................................. Determine (Figure 13).
2. Maximum takeoff weight ..................................................... Determine (Figure 14).
3. Obstacle clearance on takeoff path..................................... Determine
Distances D3, D4, D5 .................................................... Figure 46.
Takeoff distance D2 see table below:

D2
TAKEOFF DISTANCE

UNFACTORED WIND DISTANCE

0 kt 475 m (1558 ft)


10 kt 333 m (1092 ft)

20 kt 217 m (712 ft)

30 kt 126 m (413 ft)

40 kt 62 m (203 ft)

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5 LANDING ON CLEAR AREA


5.1 NORMAL TWIN-ENGINE LANDING

Figure 15 : Clear area normal AEO landing.

From the LDP, perform a direct approach with steady deceleration


down to 30 kt at a height of nearly 15 ft.

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5.2 LANDING WITH AN ENGINE FAILURE
A LANDING IS POSSIBLE IN THE EVENT OF ONE ENGINE FAILURE AT ANY
POINT DURING THE APPROACH.
LANDING IS MANDATORY IF ENGINE FAILURE OCCURS AFTER THE LDP.

Complete landing by :

1. Collective pitch ................................................... Adjust to maintain NR > 330 rpm.


2. Attitude ............................................................... Nose up + 15 max.
When the aircraft starts to sink:
3. Collective pitch ................................................... Increase.
4. Attitude ............................................................... Reduce.
5. Collective pitch ................................................... Apply to cushion landing.
After touch-down:
6. Collective pitch ................................................... Fully down.
7. Brakes ................................................................ Apply.

Figure 16 : Clear area OEI landing

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5.3 ABORTED LANDING AND OEI CLIMB
GO-AROUND TO REACH THE TAKEOFF TRAJECTORY CORRESPONDING
TO VTOSS=60kt IS POSSIBLE IF ENGINE FAILURE OCCURS AT OR
BEFORE THE LDP.

Figure 17: Clear area balked landing

1. Collective pitch .........................................Increase to maintain NR > 330 rpm.


2. IAS ...........................................................VTOSS = 60 kt.
At VTOSS and once trajectory is ensured:
3. OEI 2 min .................................................Select.
4. Collective pitch .........................................Adjust to maintain NR > 330 rpm.
At 200 ft :
5. In level flight IAS ......................................Vy.
Before or as soon as the OEI 2 min rating indicator starts to flash:
6. OEI continuous ........................................Select.
7. Collective pitch .........................................Adjust to maintain NR > 330 rpm.
8. At Vy, landing gear ...................................Retract.
At 1000 ft :
9. Affected engine ENG # ............................OFF.
10. Affected engine booster pumps ...............OFF.

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5.4 LANDING PERFORMANCE


1. Max landing weight .............................................. Determine (Figure 18).
2. Landing distance D6 ............................................ Determine (Figure 19).

NOTE

The distance from LDP to the aircraft complete stop is obtained by adding
a fix value of 120 m (394 ft) to the landing distance D6.

3. Obstacle clearance on aborted landing path........ Determine.


Distance D7 .................................................... Figure 19.
Distances D3, D4, D5 ..................................... Figure 46.

CAUTION
MAKE SURE THAT THE MAXIMUM TAKEOFF WEIGHT MAKES IT POSSIBLE
TO CLEAR ALL OBSTACLES DURING THE CLIMB
AT OEI 2 min AT VTOSS (FIGURES 38, 39, 41, 42, 43, 44 AND 45)
IF NOT, MAXIMUM TAKEOFF WEIGHT MUST BE REDUCED ACCORDINGLY.

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6 TAKEOFF FROM GROUND HELIPAD


6.1 NORMAL TWIN-ENGINE TAKEOFF

Figure 20: Ground helipad normal AEO takeoff


1. Heating system .................................................... Off
2. RPM switch .......................................................... HIGH RPM H
3. NR increases ........................................................ Check 360 rpm
4. Radio altimeter DH ............................................... Set at 100 ft
5. Collective trigger................................................... Depress
6. Hover at 6 ft.......................................................... Enter
7. Collective trigger................................................... Release
8. Vertical climb at 500 ft/mn .................................... Establish through collective
effort (Pad in the front part of
the lower window of the door)
At the TDP:
9. Nose down attitude............................................... - 10
When airspeed reaches 30 kt:
10. Nose-down attitude .............................................. Reduce
11. Power ................................................................... Adjust
12. Vy ......................................................................... Establish
13. Landing gear ........................................................ Retract
As soon as the climb is established :
14. RPM switch........................................................... NORM RPM H
15. NR decreases ....................................................... Check
16. Vy ........................................................................ Keep until the desired flight
altitude is reached

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6.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP
(BEFORE FUSELAGE ROTATION)

ABORT THE TAKEOFF :

Figure 21: Ground helipad rejected takeoff

AS SOON AS FAILURE IS DETECTED:


1. Collective pitch ............................................. Release to cancel collective effort
2. RPM 330 ................................................... Maintain
3. Attitude......................................................... Adjust to reach the landing area
Around 50 ft:
4. Collective pitch ............................................. Apply continuously depressing
collective trigger
5. Near the ground ........................................... Apply maximum pitch if necessary
After touch-down :
6. Collective pitch ............................................. Fully lower
7. Brakes.......................................................... Apply

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6.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP
(FUSELAGE ROTATION STARTED)

CONTINUE THE TAKEOFF :

Figure 22: Ground helipad OEI takeoff

AS SOON AS FAILURE IS DETECTED:


1. Attitude .........................................................nose-down -10
2. Collective pitch .............................................Release to maintain
NR > 330 rpm
As soon as the airspeed reaches 30 kt:
3. Nose-down attitude ......................................Reduce
4. TAS ..............................................................VTOSS = 40 kt
Once the trajectory is established:
5. OEI 2 min .....................................................Select
6. Collective pitch .............................................Adjust to maintain
NR > 330 rpm

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At 200 ft
1. In level flight, IAS ......................................... Vy .
2. At Vy, landing gear ...................................... Retract.
When the OEI 2 min indication flashes:
3. OEI continuous ............................................ Select.
4. Collective pitch ............................................. Adjust to maintain.
NR > 330 rpm.
When the climb is established :
5. RPM switch .................................................. NORM RPM H
6. NR 330 rpm .............................................. Maintain.

At 1000 ft:
7. Affected engine ENG # ................................ OFF.
8. Affected engine booster pumps ................... OFF.

6.4 TAKEOFF PERFORMANCE


VTOSS = 40 kt.
1. MTOW..................................................... Determine (Figure 23).
2. Obstacle clearance on takeoff path ......... Determine.
Distance D2 ........................................ = 150 m (492 ft).
Distances D3, D4, D5 ......................... Figure 46.

CAUTION
MAKE SURE THAT THE MAXIMUM TAKEOFF WEIGHT MAKES IT POSSIBLE
TO CLEAR ALL OBSTACLES DURING THE CLIMB
AT OEI 2 min AT VTOSS (FIGURES 38, 39 AND 45)
IF NOT, MAXIMUM TAKEOFF WEIGHT MUST BE REDUCED ACCORDINGLY

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7 LANDING ON GROUND HELIPAD


7.1 NORMAL TWIN-ENGINE LANDING

HOVER : 10 ft

Figure 24: Ground helipad normal AEO landing

During the approach and for IAS 70 kt :


1. RPM switch ......................................... HIGH RPM H
2. NR increases ....................................... Check 360 rpm
3. Fly the approach to reach LDP
4. Continue the approach while continuously reducing speed and thus bring
the aircraft above the landing area at a height of about 10 ft.
5. Collective ............................................. Lower to land
After touch-down :
6. Collective pitch .................................... Fully lower
7. Brakes ................................................. Apply
8. RPM 365 switch .................................. NORM RPM H
9. NR decreases ..................................... Check

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7.2 LANDING WITH AN ENGINE FAILURE


A landing is possible in the event of an engine failure at any point during the
approach.
Landing is mandatory if engine failure occurs after the LDP.
1. Continuously reduce speed to bring the aircraft above the landing point at a
height of approximately 10 ft keeping the NR 330 rpm.
Just before touchdown:
2. Attitude 8
3. Collective pitch .............................................Increase to cushion the landing
After touch-down :
4. Collective pitch .............................................Fully lower
5. Brakes ..........................................................Apply

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7.3 ABORTED LANDING AND OEI CLIMB
GO-AROUND IS POSSIBLE IF THE ENGINE FAILURE OCCURS AT THE LATEST
AT THE LDP.

Figure 25: Ground helipad aborted landing and OEI climb


1. Collective pitch ........................................ Raise as necessary while maintaining
NR > 330 rpm.
2. Nose-down attitude .................................. - 5 to reach VTOSS = 60 kt.
Once the flight path is established:
3. OEI 2 min................................................. Select .
4. Climb to 200 ft keeping 330 rpm NR 340 rpm
At 200 ft:
5. In level flight IAS ...................................... Vy.
6. Landing gear............................................ Retract.
Before or as soon as the OEI 2 min starts to flash:
7. OEI continuous ........................................ Select.
8. Collective pitch ........................................ Adjust to maintain NR > 330 rpm.
As soon as the climb is established :
9. RPM switch.............................................. NORM. RPM H
10. NR 330 rpm .......................................... Maintain.
At 1000 ft:
11. Affected engine ENG # ............................ OFF.
12. Affected engine booster pumps ............... OFF.

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7.4 LANDING PERFORMANCE
VTOSS = 60 kt.
1. Maximum landing weight ..............................Determine (Figure 26).
2. Distances D3, D4, D5 ...................................Determine (Figure 46).

CAUTION
MAKE SURE THAT THE MAXIMUM TAKEOFF WEIGHT MAKES IT POSSIBLE
TO CLEAR ALL OBSTACLES DURING THE CLIMB
AT OEI 2 min AT VTOSS (FIGURES 38, 42 AND 45)
IF NOT, MAXIMUM TAKEOFF WEIGHT MUST BE REDUCED ACCORDINGLY

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8 TAKEOFF FROM ELEVATED HELIPORT


8.1 NORMAL TWIN-ENGINE TAKEOFF

Figure 27: Elevated heliport normal AEO takeoff


1. Heating system .................................................. Off
2. RPM switch ........................................................ HIGH RPM H
3. NR increases ...................................................... Check 360 rpm
4. Altimeter and Radio altimeter DH ....................... adjusted
5. Parking brake ..................................................... Applied
6. Collective trigger................................................. Depress
7. Hover at 3 ft........................................................ Rotor at the edge of the elevated
heliport
8. Collective trigger................................................. Release
9. Vertical climb at positive (without
Exceeding 200 ft/min)......................................... Establish through collective effort
(heavy, use ground effect to
increase rate of climb setting)

WARNING

A POSITIVE R/C AT TDP GUARANTEES A DECK-EDGE CLEARANCE


OF MORE THAN 15 ft IN CASE OF ENGINE FAILURE AFTER TDP.
At the TDP:
10. Attitude ............................................................... Nose down - 10
When airspeed reaches 30 kt:
11. Attitude ............................................................... Nose-down reduce
12. Power ................................................................. Reduce to MCP and collective
trim released

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13. Vy ...................................................................... Establish
14. Landing gear ...................................................... Retract
As soon as the climb is established :
15. RPM switch ........................................................ NORM RPM H
16. NR decreases .................................................... Check
17. Vy ...................................................................... Keep until the desired flight
altitude is reached
18. Parking brake ..................................................... released

8.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE TDP


(BEFORE FUSELAGE ROTATION)

ABORTED TAKEOFF:

Figure 28: Elevated heliport rejected takeoff

AS SOON AS FAILURE IS DETECTED:


1. Collective pitch ............................................... Release to cancel collective effort
2. RPM 330 ..................................................... Maintain
3. Attitude ........................................................... Adjust to reach the landing area
Before touch down:
4. Collective pitch ............................................... Apply continuously depressing
collective trigger
Near the ground
5. Collective pitch ............................................... Apply maximum pitch if necessary
After touch-down:
6. Collective pitch ............................................... Fully lower

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8.3 TAKEOFF WITH AN ENGINE FAILURE AFTER OR AT THE TDP


(FUSELAGE ROTATION STARTED)

CONTINUED TAKEOFF:

Figure 29: Elevated heliport OEI takeoff

AS SOON AS FAILURE IS DETECTED:


1. Attitude .........................................................Quickly nose-down - 20
As soon as low RPM audio horn appears:
2. Collective pitch .............................................Release to cancel effort (NR around
320 rpm)

As soon as the airspeed reaches 30 kt:


3. Attitude .........................................................Nose-down reduce to reach VTOSS
4. Collective pitch .............................................Adjust to maintain NR > 330 rpm
Once the trajectory is established:
5. OEI 2 min .....................................................Select
6. Collective pitch .............................................Adjust to maintain NR > 330 rpm

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At 200 ft
1. In level flight, IAS ......................................... Vy .
2. At Vy, landing gear ...................................... Retract.
When the OEI 2 min indication flashes:
3. OEI continuous ............................................ Select.
4. Collective pitch ............................................. Adjust to maintain.
NR > 330 rpm.
When the climb is established:
5. RPM switch .................................................. NORM RPM H
6. NR 330 rpm .............................................. Maintain.
7. Parking brake............................................... Released

At 1000 ft:
8. Affected engine ENG # ................................ OFF.
9. Affected engine booster pumps ................... OFF.

8.4 TAKEOFF PERFORMANCE (FIGURE 32A AND 32B)


VTOSS = 45 kt.
EXAMPLE 1 (figure 31A and 31B)
Determine the MTOW and takeoff distance as a function of OEI takeoff dropdown,
Hp, OAT and actual headwind.
MTOW is minimum between first limiting weight point A and second limiting weight
point B.
EXAMPLE 2 (figure 31A and 31B)
Choose MTOW (point C) lower than second limiting weight (point D).
Determine the OEI takeoff dropdown and takeoff distance, given by MTOW (point
C), Hp, OAT and actual headwind.

8.5 ABORTED TAKEOFF WITH AN ENGINE FAILURE AFTER TDP


(FUSELAGE ROTATION STARTED)
If, following an engine failure after fuselage rotation (TDP), the pilot decide, for any
operational reason, to abort take off, the recommended procedure is described as
follow.

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WARNING

THIS PROCEDURE CAN ONLY BE USED IF THE AREA IS


SUITABLE TO A SAFE LANDING

Figure 30 Elevated heliport OEI landing or ditching

1. Attitude .........................................................Nose down 20 until the edge


of the elevated heliport
2. Collective pitch .............................................Maintain until audio horn then
released to cancel effort
3. Rotor rpm .....................................................maintain above 330 rpm
Approaching the ground:
4. Nose down attitude .......................................reduce to decrease speed

WARNING

THE DECK-EDGE MUST BE CLEARED BEFORE NOSING UP


(ABOUT 2 SEC AFTER FUSELAGE ROTATION)
5. Floatation (if fitted) .......................................Inflated for ditching
Before touch down:
6. Attitude ........................................................Nose up to cancel speed (15 if
needed)
7. Collective pitch .............................................Increased to full pitch if needed
8. Attitude .........................................................Below 8 for touch down

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PAGE INTENTIONALLY LEFT BLANK

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Figure 31A
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Figure 31B
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Figure 32A

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Figure 32B

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9 LANDING ON ELEVATED HELIPORT


9.1 DIRECT APPROACH: NORMAL TWIN-ENGINE LANDING

Figure 33: Elevated heliport normal AEO landing

NOTE
For headwind exceeding 10 kt increase V1 to keep 10 kt ground speed

During the approach and for IAS 70 kt :


1. RPM switch ..........................................HIGH RPM H
2. NR increases .......................................Check 360 rpm
3 Parking brake .......................................applied
4. Fly the approach to reach LDP
From LDP:
5. Continue the approach. At 50 ft above the landing point continuously reduce
speed and thus bring the aircraft above the landing area at a height of about
10 ft.
6. Collective .............................................Lower to land
After touch-down :
7. Collective pitch .....................................Fully lower
8. RPM switch ..........................................NORM RPM H
9. NR decreases .....................................Check

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9.2 DIRECT APPROACH : LANDING WITH AN ENGINE FAILURE


A landing is possible in the event of an engine failure at any point during the
approach.
Landing is mandatory if engine failure occurs after the LDP.
Arrange flight to reach LDP with proper IAS, height, VS and NR around 360 RPM. If
NR is decreasing below this value abort landing (Refer to 9.4). Heavy and without
wind, good path is obtained with IAS and VS stabilized and power settled at OEI
2 min limit.

1 Nose wheel ..........................................Locked


2 Parking brake.......................................applied
3 RPM switch ..........................................HIGH RPM H
After LDP:
4 Speed .................................................keep 25 kt IAS up to 50 ft above deck

NOTE
For headwind exceeding 10 kt increase V1 to keep 10 kt ground speed

At 50 ft:
5. Continuously reduce speed to over fly the beginning edge of the platform at a
height around 30 ft and speed about 10 kt keeping the NR 350 rpm.

Passing the deck-edge:


6 Speed ..................................................reduce (nose up attitude 15 if necessary)
7. Collective pitch .....................................slowly increased to cancel sinking rate

Just before touchdown:


8 Attitude................................................. 8
9 Collective pitch .....................................Increase to cushion the landing

After touch-down
10 Collective pitch .....................................Fully lower

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9.3 OFFSET APPROACH: LATE LDP LANDING PROCEDURE


AEO and OEI landing procedures sequences are similar to straight approaches
except for the profile after LDP which requires slight banking during speed reduction.

Figure 34: Elevated heliport late LDP landing

LDP can be postponed to any point between 100 to 50 ft above platform. The
procedure described in 9.1 & 9.2 remains applicable and is completed by the
following procedure:

1. Flight path ............................................Reach LDP, with a track offset


permitting to cross fly the platform in
case of aborted landing at LDP.
2. From LDP ............................................While reducing speed, slight bank
angle to reach the platform

CAUTION

THE LDP MUST BE CHOSEN AT LEAST 100 ft ABOVE SURROUNDING


OBSTACLES TO ENSURE THE 35 ft GROUND/SEA CLEARANCE

THE PILOT MUST HAVE THE HELIPORT ON HIS SIDE OF THE


HELICOPTER

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9.4 ABORTED LANDING AND OEI CLIMB
GO-AROUND IS POSSIBLE IF THE ENGINE FAILURE OCCURS AT THE LATEST
AT THE LDP.
DIRECT APPROACH

Figure 35: Elevated heliport aborted landing and OEI climb standard profile
OFFSET APPROACH

Figure 36: Elevated heliport aborted landing and OEI climb late LDP profile
APPROVED EC 155 B1
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FLIGHT MANUAL

1. Collective pitch .........................................Raise as necessary while maintaining


NR > 330 rpm.
2. Nose-down attitude ..................................- 5 to reach VTOSS = 45 kt.
Once the flight path is established:
3. OEI 2 min .................................................Select .
4. Climb to 200 ft keeping 330 rpm NR 340 rpm
At 200 ft:
5. In level flight IAS ......................................Vy.
6. Landing gear ............................................Retract.
Before or as soon as the OEI 2 min starts to flash:
7. OEI continuous ........................................Select.
8. Collective pitch .........................................Adjust to maintain NR > 330 rpm.
As soon as the climb is established :
9. RPM switch ..............................................NORM. RPM H
10. NR 330 rpm ...........................................Maintain.
11. Parking brake ...........................................Released
At 1000 ft:
12. Affected engine ENG # ............................OFF.
13. Affected engine booster pumps ...............OFF.

9.5 LANDING PERFORMANCE

VTOSS = 45 kt
1. Maximum weight for landing .........................Determine (figure 37)
2. Distance D3, D4, D5.....................................Determine (figure 46)

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Figure 37
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FLIGHT MANUAL

10 CLIMBING PERFORMANCE
The determination of R/C requires the use of reduced weights (M/ ).
In order to simplify the use of the figures and in order to avoid confusion between
"density weight" and "actual weight", the M/ parameter is converted into a dimension
called the "WEIGHT INDEX" (M/ in kg divided by 1000).
DETERMINATION OF THE RATE-OF-CLIMB :
8 curves are required to determine R/C and the path slope, the first enable the weight
index to be determined (Figures 38).

FIGURES 38 FIGURES 39, 40, 41, 42, 43, 44 and 45

FIGURES
RATE-OF-CLIMB VTOSS = 40 kt (TAS) ...................................................... 39
RATE-OF-CLIMB VTOSS = 45 kt (TAS)(ELEVATED HELIPORT) .............. 40
RATE-OF-CLIMB VTOSS = 50 kt (TAS) ...................................................... 41
RATE-OF-CLIMB VTOSS = 60 kt (TAS) ...................................................... 42
RATE-OF-CLIMB VTOSS = 70 kt (TAS) ...................................................... 43
RATE-OF-CLIMB VTOSS = 80 kt (TAS) ...................................................... 44
RATE-OF-CLIMB Vy .................................................................................... 45

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Figure 38
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Figure 39

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Figure 40

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Figure 41

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Figure 42
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Figure 43

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Figure 44
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Figure 45
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11 DETERMINATION OF DISTANCES
FIGURE
DISTANCE D3-D4 AND D5 ........................................................................... 46

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FLIGHT MANUAL

Figure 46

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FLIGHT MANUAL

12 TAS-CAS CONVERSION GRAPH


In practice, use CAS = IAS.

Figure 47

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FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

AUTOMATIC HOVER MODE

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Approved Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.6.P1
A 14-48 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code:
- R: Revised, to be replaced,
- N: New, to be inserted.

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP.6.P1 1 14-48
SUP.6.P5 1 16-10 R

SUP.6 1 14-48
SUP.6 2 14-48
SUP.6 3 16-10 R

LOG OF APPROVED NORMAL REVISIONS

EASA approval No 10053820


NORMAL REVISION 0 date code 14-48
on June 25, 2015
Title Creation of supplement "AUTOMATIC HOVER MODE"
Revised
SUP.6.P1, SUP.6.P5, SUP.6 page 1 to 3
information
Deleted
None
information
Approved on April 22, 2016
NORMAL REVISION 1 date code 16-10 under the authority of EASA Design
Organization Approval NEASA.21J.056.
Main points Addition of "Recommended Engagement Conditions" paragraph.
Revised
SUP.6.P5, SUP.6 page 3.
information
Deleted
None
information

APPROVED EC 155 B1
SUP.6.P5
A 16-10 Page 1
1 GENERAL
The aim of the Hover mode (HOV) is to provide, under visual flight conditions in view of
the ground or of the water surface, automatic acquisition and hold of hover.
The HOV mode concerns only pitch and roll axes. It uses GPS-derived longitudinal and
lateral velocities. The HOV mode may be combined with ALT, ALT.A, VS or CR.HT
mode.

1.1 DESCRIPTION OF THE INSTALLATION


The HOV mode includes:
- HOV push-button on APMS.
- Cyclic stick commands.

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used remain
applicable and are supplemented or modified by the following limitations:
The use of the HOV mode is restricted to visual flight conditions in view of the ground
or of the water surface.

NOTE
It is recommended to avoid upper modes CRHT, Vs or ALT.A
when the HOV mode is selected below 30 kt IAS.
Engagement of a collective axis mode in conjunction with the HOV mode is
prohibited below a height of 20 ft.
Engagement of the Go Around mode below 30 kt IAS is prohibited.
Ground speed limit for the HOV mode engagement without Hover indicator:
- Longitudinal axis: 50 kt forward,
10 kt aft.
- Lateral axis: 20 kt.

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following emergency
procedures:

3.1 POWERPLANT FAILURES


In case of engine power loss with HOV mode, revert immediately to hands on control
and apply corresponding emergency procedure.

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3.2 AP FAILURES
In case of AHRS discrepancy, after reconfiguration, DO NOT (RE) ENGAGE HOV
MODE.
In case of one AHRS loss, DO NOT (RE) ENGAGE HOV MODE.

CORRECTIVE ACTIONS
On PFD 1 - Controls .................................... Hands on.

Blinking CONTINUE THE FLIGHT


Loss of HOV mode

On PFD 1 - Hover acquisition or hold .......... Monitor.


2 - Be ready for hands on reversion.
Steady
CONTINUE THE FLIGHT
HOV mode
degradation

On PFD 1 - Check wind direction ................ Put aircraft nose into wind.

Steady
(with no other AP
CONTINUE THE FLIGHT
alert)

Excessive Aft
airspeed detection

On PFD 1 - Controls .................................... Hands on.


2 - Second GPS ............................. Select, .
Blinking 30 s
NOTE
Failure of main If second GPS is not selected within 30 s,
source HOVER will be disengaged.
Then HOVER re-engagement may be inhibited during 6 s.

Loss of GPS
CONTINUE THE FLIGHT

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4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:

4.1 RECOMMENDED ENGAGEMENT CONDITIONS


Recommended conditions for HOV mode engagement to ensure a gentle aircraft
behavior:
- Lateral ground speed 10 kt,
- Stabilized or slowly moving attitudes.

4.2 BEFORE HOV MODE ENGAGEMENT


Visual flight conditions, ground or water surface in view .................. Check,
Wind direction and strength ............................................................. Check,
AFCS vertical upper mode ............................................................... As required.

4.3 HOV MODE ENGAGEMENT


HOV mode ....................................................................................... Engage,
Hover acquisition ............................................................................. Monitor with
external cues.
After Hover hold:
Helicopter position hold.................................................................... Monitor with
external cues,
AFCS collective axis mode .............................................................. As required,
Helicopter motions ........................................................................... Monitor with
external cues.
NOTE
HOV mode does not provide heading hold function.

5 REGULATORY PERFORMANCE DATA


The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

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FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

HOISTING INSTALLATION WITH FIXED BOOM ON RH SIDE


AND
"LAE" VARIABLE SPEED ELECTRIC HOIST

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.11.P1
A 14-26 Page 1
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LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
 R: Revised, to be replaced
 N: New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SUP.11.P1 1 14-26 R
SUP.11.P5 1/2 14-26 R

SUP.11 1 14-26 R
SUP.11 2 14-26 R
SUP.11 3 14-26 R
SUP.11 4 14-26 R
SUP.11 5 14-26 R
SUP.11 6 14-26 R

LOG OF APPROVED NORMAL REVISIONS

NORMAL REVISION 0 date code 02-20


NORMAL REVISION 1 date code 02-47
EASA approval No. 10038481
NORMAL REVISION 2 date code 11-26
on February 20, 2012.
Approved on 2014 Jan, 31 under the
NORMAL REVISION 3 date code 14-04 authority of EASA Design Organization
Approval No.EASA.21J.056.
Main points: Incorporation of new brand "Airbus Helicopters" instead of
Title
"Eurocopter", add new collective grip after MOD 07 39C75.
Revised
Sections SUP11.P1 page 1, SUP11.P5 page 1 and SUP.11 page 1.
information
Deleted
None
information

APPROVED EC 155 B1
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LOG OF APPROVED NORMAL REVISIONS (CONT'D)

Approved on 2014 Oct, 10 under the


NORMAL REVISION 4 date code 14-26 authority of EASA Design Organization
Approval No.EASA.21J.056.
Main points: "APPROVED" instead of "EASA APPROVED", addition of a
Title
"WARNING" in paragraph 4.1
Revised
SUP11 - All pages.
information
Deleted
None
information

APPROVED EC 155 B1
SUP.11.P5
A 14-26 Page 2
FLIGHT MANUAL

1 GENERAL
The hoist installation is designed for raising or lowering of loads, while the aircraft is
hovering.

1.1 "LUCAS AIR EQUIPEMENT" HOIST


It is a drum-type hoist driven by a variable speed electric motor with automatic speed
reduction when approaching the raised or lowered end of travel stops.
- Speed from 0 to 0.75 m/sec (0 to 150 ft/min).
- Cable length 90 m (295 ft).
NOTE
It is fitted with an emergency pyrotechnic cable cutter.

1.2 PILOT'S CONTROLS

Pre MOD 07 39C75 Post MOD 07 39C75


Figure 1 - Pilot's controls

1.3 OPERATOR'S CONTROLS AND INDICATORS


The operator's controls and indicators include:
x A control grip

Figure 2 - operator's controls grip

APPROVED EC 155 B1
SUP.11
A 14-26 Page 1
FLIGHT MANUAL

x A control unit which incorporates:

Figure 3 - Operator's control unit

x A hand operated cable cutter.

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.

2.1 OPERATING LIMITATIONS


Use of the hoist is restricted to lowering or raising of loads.

2.2 LOAD ON HOIST


Maximum permissible load: 272 kg (600 lb).

2.3 MINIMUM CREW


The presence of an experienced hoist operator is mandatory for hoisting operations.

2.4 HAND CUTTER


A hand operated cable cutter must be available for the hoist operator.

2.5 HEIGHT/VELOCITY DIAGRAM


For hoisting operation the limiting height/velocity diagram is not an operating
limitation.

APPROVED EC 155 B1
SUP.11
A 14-26 Page 2
FLIGHT MANUAL

2.6 MAXIMUM WIND

Hoisting operations envelope.

Figure 4 - Maximum wind

2.7 LATERAL CG LIMIT FOR HOISTING OPERATION

Figure 5 - Lateral CG limit

APPROVED EC 155 B1
SUP.11
A 14-26 Page 3
FLIGHT MANUAL

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures.

3.1 HOIST FAILURE


According to the load carried, the crew may either:
- Manually hoist cable in the cargo if possible, or
- cut the cable, or
- return to base, at reduced speed compatible with a slightly inclined hoist cable,
with a VNE of 70 kt.

3.2 GENERATOR DISCONNECTION


In the event of a generator disconnection:
1. Ancillary connectors ................................................. Manually disconnect
2. resent hoisting operation .......................................... Complete
3. Mission ..................................................................... Abort

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures.

4.1 GENERAL RECOMMENDATIONS

WARNING

TO AVOID ANY ELECTRIC SHOCK TO PERSONS (IN CONTACT


WITH ANY PART OF THE EXTERNAL INSTALLATION), A GROUND
ELECTRICAL CONNECTION IS NECESSARY BEFORE THE
EXTERNAL INSTALLATION IS TOUCHED BY THE GROUND
OPERATOR. IF AN ELECTROSTATIC DISCHARGE DEVICE SUCH
AS A CABLE IS USED, IT HAS TO BE REMOVED AFTER THE
HOISTING PHASE.

4.2 INTERIOR CHECKLIST


ADD:
1. Metallic stop ............................................................. Not distorted
2. Manual cable cutter .................................................. In place

APPROVED EC 155 B1
SUP.11
A 14-26 Page 4
FLIGHT MANUAL

4.3 POST-STARTING CHECKLIST


OVERALL CHECKS
ADD:
1 Mission selector .......................................................... WINCH
2 Correct UP and DOWN operation ............................... Check
3 Overheating detection circuit ...................................... Test
4 Mission selector .......................................................... OFF
5 Check that the load permits hoisting operations without exceeding the c.g. limits.

4.4 IN FLIGHT

4.4.1 Before hoisting


x Operator
1 Glove ................................................... On the hand which guides cable
2 Safety belt ........................................... Fastened and secured
x Pilot
1 Door opening ....................................... Order (IAS d 60 kt)
2 Mission selector ................................... WINCH
3 Heating ................................................ OFF

4.4.2 Hoisting

WARNING
IF THE HOOK COMES STRONGLY INTO CONTACT WITH THE
METALLIC STOP (FAILURE OF THE HOISTING AUTOMATIC
SPEED REDUCTION SYSTEM), ABORT THE HOISTING
MISSION.

CAUTION
TAKE ANY PRECAUTION TO PREVENT THE LOAD BEING HOISTED
FROM HITTING ANY PART OF THE HELICOPTER.

NOTE
If the red warning light flashes, terminate the hoisting operation in
progress.
Steady ignition of this red warning automatically stops the hoist.
Once the warning light has extinguished, position the mission
selector to "OFF". Then leave to cool down.

APPROVED EC 155 B1
SUP.11
A 14-26 Page 5
FLIGHT MANUAL

5 REGULATORY PERFORMANCE DATA


The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following regulatory performance data.

5.1 RATE OF CLIMB AEO/OEI


Reduce rates of climb by 60 ft/min.

5.2 TAKEOFF WEIGHT


Takeoff weight given section 5.1 "Takeoff weights permitting climb at 150 ft/min
1000 ft above ground with one engine inoperative" must be reduced by 160 kg.

5.3 PERFORMANCE IN CATEGORY A OPERATION


The maximum permissible weights on takeoff and landing on a clear area must be
reduced by 160 kg.

APPROVED EC 155 B1
SUP.11
A 14-26 Page 6
FLIGHT MANUAL

FLIGHT MANUAL

EC 155B1

SUPPLEMENT

EMERGENCY FLOATATION GEAR

IMPORTANTE NOTE
The information contained herein supplements or supersedes the information given in
the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

AIRBUS HELICOPTERS Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.14.P1
A 14-46 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP. 14 P1 1 14-46 R
SUP. 14 P5 1 14-46 R
SUP. 14 1 14-46 R
SUP. 14 2 14-46 R
SUP. 14 3 14-46 R
SUP. 14 4 14-46 R

LOG OF APPROVED NORMAL REVISIONS

NORMAL REVISION 0 date code 02-35


NORMAL REVISION 1 date code 02-40
NORMAL REVISION 2 date code 04-19
NORMAL REVISION 3 date code 06-29
NORMAL REVISION 4 date code 10-11
EASA approval No 10042657
NORMAL REVISION 5 date code 12-38
on December 10, 2012
EASA approval No 10052331
NORMAL REVISION 6 date code 14-46
on February 19, 2015
Main points: Incorporation of new brand "Airbus Helicopters" instead of
Title "Eurocopter", new log of revision, "APPROVED" instead "EASA
APPROVED", sea state 6
Revised
SUP.14.P1 page 1, SUP.14.P5 page 1 and SUP.14 all pages.
information
Deleted
None
information

APPROVED EC 155 B1
SUP.14.P5
A 14-46 Page 1
FLIGHT MANUAL

1 GENERAL
1.1 DESCRIPTION
The emergency floatation gear installation consists of:
Four inflatable balloons that make two units on each side of the helicopter
(inflation time: 2.5 s).
An inflation system of each assembly comprising one cylinder equipped with a
pressure gauge visible from the outside, a two-cap electrical head and two flexible
hoses connected to the balloons.
An immersion detection system that provides the automatic percussion of the
floating when the helicopter is laid down on water:
OFF/ARM switch ............................................... ARM
This system is based on:
- When the MOD 45C05 is embodied: 1 immersion probe.
- When the MOD 45C98 or MOD 45D04 is embodied: 2 immersion probes.
In this configuration, the 2 probes should be activated to inflate the floats.
Two identical liferafts (if fitted) on the left and right under the passengers doors.
- The nominal capacity of each raft, which is 10 places, may be increased to 15
places in overload.
- Each liferaft is provided with a survival kit.

1.2 CONTROLS AND INDICATORS

Figure1 - Controls and indicators

APPROVED EC 155 B1
SUP.14
A 14-46 Page 1
FLIGHT MANUAL
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
2.1 CERTIFICATION CRITERIA
The Emergency Flotation System performance has been demonstrated for ditching
up to Sea State 6.
The helicopter is certified for ditching provided the following additional equipment is
fitted and approved in accordance with relevant airworthiness requirement:
Rear floatation container after MOD 07-45D25 (reinforced).
Life raft installation after MOD 07-45D24 or 365P084757.01/.04/.07/.10 (reinforced).
Survival type Emergency Locator Transmitter.
Life preservers.

NOTE
The above information must be accounted for when assessing the helicopter
dispatch on any sea-state conditions.
World Meteorological Organization standards describe Sea State 6 as a "Very
Rough" sea with significant wave height between 4 and 6 meters.

2.2 SPEED LIMITS


VNE with emergency floatation gear armed or inflated ........... 90 kt (166 km/h)

2.3 ALTITUDE ENVELOPE


Limit altitude for inflating .......................................................... 9800 ft (3000 m)
Limit altitude for ditching .......................................................... 4900 ft (1500 m)

2.4 PROHIBITED MANEUVERS


The emergency floatation gear system must only be used for ditching. Normal
landing on water is prohibited
Takeoff is prohibited after ditching.

2.5 PLACARDS
With external life raft (if fitted)
- Fixed panel interior

LIFE-RAFT
OUTSIDE RELEASE HANDLE
1-JETTISON WINDOW
2-BREAK GUARD
3-PULL RELEASE HANDLE

APPROVED EC 155 B1
SUP.14
A 14-46 Page 2
FLIGHT MANUAL
RCC
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
2.1 CERTIFICATION CRITERIA

The Emergency Flotation System performance has been demonstrated for ditching
up to Sea State 4.
The helicopter is certified for ditching provided the following additional equipment is
fitted and approved in accordance with relevant airworthiness requirement:
Life rafts with survival equipment
Survival type Emergency Locator Transmitter
Life preservers

NOTE
The above information must be accounted for when assessing the helicopter
dispatch on any sea-state conditions.
World Meteorological Organization standards describe Sea State 4 as a "Moderate"
sea with significant wave height between 1.25 and 2.5 meters.

2.2 SPEED LIMITS


VNE with emergency floatation gear armed or inflated ........... 90 kt (166 km/h)

2.3 ALTITUDE ENVELOPE


Limit altitude for inflating .......................................................... 9800 ft (3000 m)
Limit altitude for ditching .......................................................... 4900 ft (1500 m)

2.4 PROHIBITED MANEUVERS


The emergency floatation gear system must only be used for ditching. Normal
landing on water is prohibited
Takeoff is prohibited after ditching.

2.5 PLACARDS
With external life raft (if fitted)
- Fixed panel interior

LIFE-RAFT
OUTSIDE RELEASE HANDLE
1-JETTISON WINDOW
2-BREAK GUARD
3-PULL RELEASE HANDLE

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-45D24 or 365P084757.01/.04/.07/.10, and MOD No. 07-45D25 HAS
BEEN EMBODIED TO THE AIRCRAFT.

APPROVED EC 155 B1
SUP.14
A 14-46 Page 2
*RC*
FLIGHT MANUAL
3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following emergency
procedures.
With OFF/ARM switch set to ARM

CORRECTIVE ACTIONS
1 2 Float inflation not possible.

Floatation system
failure
CONTINUE THE FLIGHT
Float inflation remains possible.
1 2

OR
CONTINUE THE FLIGHT
1 2

3.1 DITCHING
1- IAS ........................................................................................ 90 kt (166 km/h)
2- OFF/ARM switch................................................................... ARM
3- Lighted pushbutton or pushbutton on collective grip ............. Depress
4- Apply appropriate normal or emergency landing procedures as described in
chapter 3 and 4 of the basic Flight Manual and applicable Supplements taking
into account the following precautions:
Ditching is allowed with landing gear extended or retracted.
The helicopter should be presented parallel to the swell if the wind is light. In
case of strong wind, the helicopter should be presented in a direction mid-
way between the wind direction and the swell direction, with the helicopter
facing the headwind quadrant.
Ditching should be made at the lowest possible forward speed.
AFTER DITCHING
5 - Fuel shutoff control levers ..................................................... Aft
6 - NR 120 rpm, rotor brake .................................................... Smoothly applied
7 - EMERGENCY CUT OFF ...................................................... OFF
3.2 EMERGENCY EVACUATION
Passenger's ordinance light OFF
Unfasten seatbelts
Jettison the windows according to the placard near the window and the cockpit
doors (if jettisonable) according to the door placard only after ditching.
Jettison life raft (if fitted) by pulling the control handle inside (if fitted) or outside the
helicopter (RH handles jettison RH life raft. LH handles jettison LH life raft).

APPROVED EC 155 B1
SUP.14
A 14-46 Page 3
FLIGHT MANUAL
3.3 EMERGENCY LOCATOR TRANSMITTER
Check auto activation (if any) or activate manually in accordance with the
corresponding user manual specifications.

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:

4.1 EXTERIOR INSPECTION


ADD:
Float covers ................................................................................. Properly closed
Pressure in cylinders ................................................................... Correct

NOTE
Pressure values are indicated by two stickers: one on the bottle, the other on the
helicopter, close to the emergency floatation gear.

Protection glass of the control handles RH and LH (if fitted) ....... Check in place

4.2 INTERIOR INSPECTION


ADD:
Protection glass of the control handle
RH and LH (if fitted) ............................................. Check in place

4.3 POST-STARTING CHECKLIST


ADD:
OFF/ARM switch .................................................. ARM 1 2

OFF/ARM switch .................................................. OFF 1 2

5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable, as the folded floatation gear does not affect the
aircraft flight performance.

APPROVED EC 155 B1
SUP.14
A 14-46 Page 4
FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

TRANSPORT OF EXTERNAL LOADS

SIREN AS21-5-7

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.15.P1
A 15-12 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SUP.15.P1 1 15-12 R SUP.15 3 15-12 R


SUP.15.P5 1 15-12 R SUP.15 4 15-12 R
SUP.15 5 15-12 R
SUP.15 1 15-12 R SUP.15 6 15-12 R
SUP.15 2 15-12 R SUP.15 7 15-12 N

LOG OF APPROVED NORMAL REVISIONS

NORMAL REVISION 0 date code 02-20


NORMAL REVISION 1 date code 02-47
NORMAL REVISION 2 date code 09-23
EASA approval No. 10038448, REV1
NORMAL REVISION 3 date code 10-28
on February 21, 2012.
Approved on March 16, 2015
NORMAL REVISION 4 date code 15-12 under the authority of EASA Design
Organization Approval NEASA.21J.056.
Incorporation of new brand "Airbus Helicopters" instead of "Eurocopter",
Main points "EASA APPROVED" is replaced by "APPROVED" in footpages,
introduction of new load indicator (MOD 07-45D23).
Revised
SUP.15.P1 page 1, SUP.15.P5 page 1, SUP.15 pages 1 to 7.
information
Deleted
None.
information

APPROVED EC 155 B1
SUP.15.P5
A 15-12 Page 1
FLIGHT MANUAL

1 GENERAL
The installation is intended to enable the aircraft to carry external loads.

1.1 CONTROLS AND INDICATORS

Overhead Panel Collective Grip

Cyclic Grip

Load indicator (pre MOD 45D23) on Instrument Panel

APPROVED EC 155 B1
SUP.15
A 15-12 Page 1
FLIGHT MANUAL

Load indicator (post MOD 45D23) on Instrument Panel or RH door pillar

F1 key: The F1 key toggles between units of weight (kg/lb). The F1 key is also
programmable for user desired functions.
ZERO key: The ZERO key is used to zero out residual tension on the sensor.
TEST key: The TEST key launches the test procedure. The TEST key is also
programmable for user desired functions.
<--0 key: The return to Zero key restores the previous zero value. This allow the
system to restore a zero value without having to drop the load.

For the complete description of the operating modes, refer to the user guide.

1.2 STATUS OF INDICATOR LIGHTS

+ , No load hooked up.

+ , Load on.

+ , Faulty operation.

APPROVED EC 155 B1
SUP.15
A 15-12 Page 2
FLIGHT MANUAL

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.

2.1 MAXIMUM WEIGHT


Maximum permissible slung load: 1600 kg (3530 lbs).

NOTE
The electric or mechanical release system requires a minimum pull force of 7 kg
(15 lb) on the hook. Therefore the minimum load is 7 kg (15 lb).

2.2 SPEED LIMITS


- VNE with slung load ................................................................ 90 kt (167 km/h).

NOTE
Depending upon the load, speed limit can be lower than VNE.
Pilot must determine the speed limit and the maximum bank angle depending
on the shape and weight of the load, and on the length of the sling.

2.3 WEIGHT AND BALANCE


The maximum weight with an external load is 4850 kg (10692 lb). Depending on
external conditions, this weight must not exceed the take-off weight OGE.

2.4 MINIMUM CREW


1 pilot in RH seat.

2.5 NOTICE
- In the cockpit, read:

CARRYING OF EXTERNAL LOADS


CLASS OF APPROVED AIRCRAFT / LOAD COMBINATION: B
WHEN EXTERNAL LOADS ARE CARRIED, NO PERSON MAY BE CARRIED UNLESS:
- HE IS A FLIGHT CREW MEMBER, OR
- HE IS A FLIGHT CREW MEMBER TRAINEE, OR
- HE PERFORMS AN ESSENTIAL FUNCTION IN CONNECTION WITH THE
EXTERNAL-LOAD OPERATION.

APPROVED EC 155 B1
SUP.15
A 15-12 Page 3
FLIGHT MANUAL

- An external placard located close to the cargo hook:

2.6 HEIGHT/VELOCITY DIAGRAM


When carrying an external load the limiting height/velocity diagram is not an
operating limitation.

2.7 MINIMUM FLYING HEIGHT


With L/G retracted: 1000 ft.

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures.

3.1 ENGINE FAILURE WHEN CARRYING AN EXTERNAL LOAD


Depending upon circumstances (performance, terrain overflown) pilot may either
jettison the load or continue the flight with the load.

3.2 ELECTRICAL LOAD JETTISONING FAILURE


To jettison:
- Mechanical jettison trigger....................................................... Actuate.

APPROVED EC 155 B1
SUP.15
A 15-12 Page 4
FLIGHT MANUAL

3.3 INDICATION FAILURES

- In hovering flight:
Cargo release pushbutton.............................................................. Press down.

+ +

ABORT THE MISSION CONTINUE THE MISSION

- In forward flight:
Perform a precautionary approach on the nearest helipad, then apply the "in
hovering flight" procedure.

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures.

4.1 GENERAL RECOMMENDATIONS


Carrying heavy loads, as well as bulky loads involving high aerodynamic drag, is a
delicate operation due to the possible reactions of the helicopter to a swinging load.
The length of the sling cable must be determined in accordance with the type of
mission. To carry a compact load, it is recommended to use the shortest possible
cable.
Ground personnel must be aware that the static electricity may be present and must
be discharged.

CAUTION
PILOT MUST NOT FLY WITH AN UNBALLASTED SLING OR EMPTY NET.

APPROVED EC 155 B1
SUP.15
A 15-12 Page 5
FLIGHT MANUAL

For permissible load attachment ring size refer to the Operational Tips section
of this Flight Manual.

CAUTION
THE USE OF A LOAD ATTACHMENT RING WITH INCORRECT DIMENSIONS
MAY LEAD TO LOSS OR JAMMING OF THE LOAD.

4.2 POST-STARTING CHECKLIST


4.2.1 Pre MOD 45D23
ADD
1. Load indicator................................................................RESET: Display zero,
2. Load indicator................................................................TEST:
The test sequence is started; each display last for about 3 s, followed by an
extinction period of approx. 3 s.

Display of

Display of the "calibration" value. This value should be the same as the one
engraved on the transmitter fitted between the helicopter and the hook.
Display of ZERO offset (this is the total offset which has been previously
tarred out by use of the ZERO button).
Display of two values separated by a dash: the first value, between 0 and 3,
shows the filter selected and the second value shows the logic programmed
in the computer.

4.2.2 Post MOD 45D23


ADD
On the Load indicator:
1. ZERO key......................................................................Press: zero is displayed.
2. TEST key ......................................................................Press.
The test sequence is started; each display lasts for about 1 sec.
- Progressive display of all digits and LEDs,
- Display of the active software filter,
- Display of the calibration value.
If a failure is detected, an error code will appear on the digital display.

APPROVED EC 155 B1
SUP.15
A 15-12 Page 6
FLIGHT MANUAL

4.3 TAKEOFF
ADD
1. Mission selector ...................................................................... CARGO.

2. ................................................................................ Check.

3. Weight ..................................................................................... Check.

4.4 MANEUVERS
All control movements must be made very gently, acceleration and deceleration
must be very gradual, only slightly banked turns.

4.5 LOAD RELEASE


1. CARGO RELEASE on cyclic grip ............................................ Press.

2. ................................................................................ Check.

NOTE
If the normal release system fails to operate, actuate the mechanical
jettison trigger.
After using it, rearm the system by means of the lever located in the
landing gear well.

5 REGULATORY PERFORMANCE DATA


The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

NOTE
The climbing performance data given in the Basic Flight Manual can be
reduced depending on the nature of the load.

APPROVED EC 155 B1
SUP.15
A 15-12 Page 7
FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

ADDITINAL FUEL TANK IN CARGO COMPARTMENT

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

EASA APPROVED EC 155 B1


SUP.17.P1
A 14-04 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SUP.17.P1 1 14-04 R
SUP.17.P5 1 14-04 R

SUP.17 1 14-04 R
SUP.17 2 09-28
SUP.17 3 04-50
SUP.17 4 04-50

LOG OF APPROVED NORMAL REVISIONS

NORMAL REVISION 0 date code 04-50


EASA approval No. 10027798
NORMAL REVISION 1 date code 09-28
on November 04, 2009.
Approved on 2014 Jan, 31 under the
NORMAL REVISION 2 date code 14-04 authority of EASA Design Organization
Approval No.EASA.21J.056.
Main points: Incorporation of new brand "Airbus Helicopters" instead of
Title
"Eurocopter", add new fuel management panel after MOD 07 39C75.
Revised
Sections SUP17.P1 page 1, SUP17.P5 page 1 and SUP.17 page 1.
information
Deleted
None
information

EASA APPROVED EC 155 B1


SUP.17.P5
A 14-04 Page 1
FLIGHT MANUAL
RCB
1 GENERAL
The additional fuel tank of 180 liters located in the cargo compartment is an optional
equipment which increases the aircraft range or endurance.
The additional fuel is transferred by gravity to RH main fuel tank when the
ADD TANK switch is ON.
The installation mainly includes: - A leakproof casing with drain and vent pipes,
- A flexible tank of 180 liters capacity,
- A filler neck located on the LH side of the aircraft.
- A water and fuel drain device.
- An electrovalve.

1.1 WEIGHT AND BALANCE


The CG is to be computed as described in section 6 of the flight manual.

NOTE
For the main fuel tank 100% represents:
1280 liters for standard tanks,
1230 liters for crash worthy tanks.

1.2 CONTROLS AND INDICATORS


CONSOLE

ADD TANK:

ON: Transfer by gravity from


additional to RH main fuel
tank (a white arrow display
the transfer on CAD).

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.

EASA APPROVED EC 155 B1


SUP.17
A 14-04 Page 1
*RC*
FLIGHT MANUAL

1 GENERAL
The additional fuel tank of 180 liters located in the cargo compartment is an optional
equipment which increases the aircraft range or endurance.
The additional fuel is transferred by gravity to RH main fuel tank when the
ADD TANK switch is ON.
The installation mainly includes: - A leakproof casing with drain and vent pipes,
- A flexible tank of 180 liters capacity,
- A filler neck located on the LH side of the aircraft,
- A water and fuel drain device,
- An electrovalve.

1.1 WEIGHT AND BALANCE


The CG is to be computed as described in section 6 of the flight manual.

NOTE
For the main fuel tank 100% represents:
1280 liters for standard tanks,
1230 liters for crash worthy tanks.

1.2 CONTROLS AND INDICATORS


CONSOLE

ADD TANK:

ON: Transfer by gravity from


additional to RH main
fuel tank (a white arrow
display the transfer on
CAD).

EASA APPROVED EC 155 B1


SUP.17
A 14-04 Page 1
FLIGHT MANUAL
CAD

1.3 OPERATION
- The total fuel quantity indicated on the CAD includes all tanks: main + additional.
- The fuel quantity in the additional fuel tank is displayed by bargraph (without
numerical value).

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the supplements used
remain applicable and are completed or modified by the following limitations:

In cargo compartment, on tank:

WITH ADDITIONAL CARGO FUEL TANK:


- MAX CARGO WEIGHT: 130KG
- LOAD LASHING IS MANDATORY
IN CARGO COMPARTMENT.

EASA APPROVED EC 155 B1


SUP.17
A 09-28 Page 2
FLIGHT MANUAL

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
supplements used remain applicable.

3.1 ELECTROVALVE FAILURE

CORRECTIVE ACTIONS

Adjust the destination without the additional fuel.

Do not decrease
after 5 mn

Electrovalve failure

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the supplements
used remain applicable and are completed or modified by the following normal
procedures.
Before start up ADD :
- Fuel on CAD .................................................... Additionnal bargraph displayed.

NOTE
If bargraph is not displayed, reconfigure AUXILLARY TANK line in the CPDS config
menu.

In flight :
The fuel is transferred by gravity into the right tank group in approximately 30 mn.
- After 15 mn. of flight:
ADD TANK switch ......................................... ON
- 5 mn. after ADD TANK switch on:
Bargraph decrease ......................................... Checked
- At the end of transfer: (30 mn. after electrovalve opening)
ADD TANK switch ......................................... OFF
- Tank balance has to be performed by transfer pump.

EASA APPROVED EC 155 B1


SUP.17
A 04-50 Page 3
FLIGHT MANUAL

5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance in the Basic Flight Manual and in the supplements used
remain applicable.

EASA APPROVED EC 155 B1


SUP.17
A 04-50 Page 4
FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

FUEL HEATING SYSTEM

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

EASA APPROVED EC 155 B1


SUP.23.P1
A 14-04 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SUP.23.P1 1 14-04 R
SUP.23.P5 1 14-04 R

SUP.23 1 14-04 R
SUP.23 2 14-04 R

LOG OF APPROVED NORMAL REVISIONS

NORMAL REVISION 0 date code 02-20 DGAC approval on July 31, 2002.
Approved on 2014 Jan, 31 under the
NORMAL REVISION 1 date code 14-04 authority of EASA Design Organization
Approval No.EASA.21J.056.
Main points: Update approval authority EASA instead of DGAC,
Title incorporation of new brand "Airbus Helicopters" instead of "Eurocopter",
add new fuel management panel after MOD 07 39C75.
Revised
Sections SUP23.P1 page 1, SUP23.P5 page 1 and SUP.23 pages 1 and 2.
information
Deleted
None
information

EASA APPROVED EC 155 B1


SUP.23.P5
A 14-04 Page 1
FLIGHT MANUAL
RCB
1 GENERAL
The fuel heating system is designed to prevent the use of fuel anti-ice additive.

1.1 INDICATORS
CAD

Repeat TEMP light (RH or/and LH) of Fuel Management Panel

CONSOLE

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are completed or modified by the following limitations.

2.1 ANTI-ICING ADDITIVES


Paragraph 4.3 (Anti-icing additive) SECTION 2.5 is no longer applicable.

2.2 TEMPERATURE ENVELOPE


Max. approved temperature envelope ................................. +45C

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.

EASA APPROVED EC 155 B1


SUP.23
A 14-04 Page 1
*RC*
FLIGHT MANUAL

1 GENERAL
The fuel heating system is designed to prevent the use of fuel anti-ice additive.

1.1 INDICATORS
CAD

Repeat light (RH or/and LH) of Fuel Management Panel

CONSOLE

Fuel temperature:
- Below -12C or
- Above + 50C

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are completed or modified by the following limitations.

2.1 ANTI-ICING ADDITIVES


Paragraph 4.3 (Anti-icing additive) SECTION 2.5 is no longer applicable.

2.2 TEMPERATURE ENVELOPE


Max. approved temperature envelope ................................. +45C

EASA APPROVED EC 155 B1


SUP.23
A 14-04 Page 1
FLIGHT MANUAL

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are completed or modified by the following
emergency procedures.

CORRECTIVE ACTIONS
Avoid sudden power variation and maintain the fuel flow of
affected engine above 60 kg/h.
+
NOTE
In case of a prolonged waiting period on the ground
1 or/and 2 perform a hover IGE and wait until +
on fuel before initiating forward flight.
management
panel CONTINUE THE FLIGHT

Fuel NOTE
temperature:
- below - 12C or If (Fuel temperature below - 12C) apply the
- above + 50C associated procedure 3.2.3.

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable.

5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

EASA APPROVED EC 155 B1


SUP.23
A 14-04 Page 2
FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

RYAN 9900 BX OR AVYDINE TAS 620

AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS)

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.33.P1
A 16-25 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SUP.33.P1 1 16-25 R SUP.33 5 16-25 R


SUP.33.P5 1 16-25 R SUP.33 6 16-25 R
SUP.33 7 16-25 R
SUP.33 1 16-25 R SUP.33 8 16-25 R
SUP.33 2 16-25 R SUP.33 9 16-25 R
SUP.33 3 16-25 R SUP.33 10 16-25 R
SUP.33 4 16-25 R SUP.33 11 16-25 N

LOG OF APPROVED NORMAL REVISIONS

NORMAL REVISION 0 date code 03-48


NORMAL REVISION 1 date code 04-23
NORMAL REVISION 2 date code 04-43
NORMAL REVISION 3 date code 06-40
NORMAL REVISION 4 date code 13-05 EASA approval No.10043723 Feb 19, 2013
EASA approval No.10059787
NORMAL REVISION 5 date code 16-25
on October 17, 2016
Introduction of GTN 750H to monitor and display ACAS, "Ryan 9900BX" is
replaced by "Ryan 9900BX or Avydine TAS 620", update of section
Main points Limitations, incorporation of new brand "Airbus Helicopters" instead of
"Eurocopter", "EASA APPROVED" is replaced by "APPROVED" in
footpages, and layout improvements.
Revised
SUP.33.P1 page 1, SUP.33.P5 page 1 and SUP.33 pages 1 to 11.
information
Deleted
None
information

APPROVED EC 155 B1
SUP.33.P5
A 16-25 Page 1
FLIGHT MANUAL

1 GENERAL
The Ryan 9900BX or Avydine TAS 620 Airborne Collision Avoidance Systems (ACAS)
is an independent back up - but not a substitute - to visual watch and air traffic control. It
alerts the pilot to air collision hazards and provides him with additional air traffic
information.

The ACAS interrogates airborne transponders. Answers to interrogations are processed


to determine the distance, the bearing, the altitude and the Time to Closest Point of
Approach (CPA) of the corresponding traffic.
Whenever the Time to CPA falls below a certain threshold, the ACAS provides a Traffic
Advisory (TA) to caution the pilot as to the proximity of the potential threat and to prompt
him to visually acquire the traffic and maintain separation.

As the ACAS relies upon information received from airborne transponders, it cannot
detect aircraft with unserviceable or inactive transponders or that do not carry a
transponder equipment.
The ACAS provides the altitude only for traffic transponding in C or S modes. However,
it does not rely on altitude to provide TAs. Therefore, TAs are also provided for traffic
transponding in A mode.

For detailed description of the Ryan 9900BX or Avydine TAS 620 ACAS, refer to the
Users guide provided by the manufacturer and EURONAV VII OPERATOR MANUAL
(ref: 255.003-049 (001 or later appropriate version)).

1.1 ABBREVIATIONS
ACAS : Airborne Collision Avoidance System
CPA : Closest Point of Approach
TA : Traffic Advisory

APPROVED EC 155 B1
SUP.33
A 16-25 Page 1
FLIGHT MANUAL

1.2 ACAS INSTALLATION

1.2.1 ACAS installation with dedicated Control Unit

Figure 1A: ACAS with dedicated Control Unit installation diagram


APPROVED EC 155 B1
SUP.33
A 16-25 Page 2
FLIGHT MANUAL

1.2.2 ACAS installation with dual GTN 750H

Figure 1B: ACAS with dual GTN 750H installation diagram

APPROVED EC 155 B1
SUP.33
A 16-25 Page 3
FLIGHT MANUAL

1.3 CONTROLS AND DISPLAYS

1.3.1 Cyclic stick grip


The CAD acknowledge pushbutton can be used to mute or request an update of
Traffic Advisories audio messages. If the button is pressed once during a TA
audio message, the current and scheduled TAs are muted (a TA occurring
afterwards will not be muted). Double-pressing the button announces any current
TAs. If no TA is in effect, the double-press elicits a No advisories audio
message.

Figure 2: Cyclic stick grip

1.3.2 Overhead panel


All ACAS messages including TA messages can be muted permanently with the
AUDIO ACAS switch.
is then displayed on the CAD.

Figure 3 overhead panel

APPROVED EC 155 B1
SUP.33
A 16-25 Page 4
FLIGHT MANUAL

1.3.3 ACAS controls and displays

1.3.3.1 ACAS dedicated control and display


A prolonged press on the left rotary knob powers on/off the ACAS.
In addition to the Day-Night-NVG general lighting mode selection, fine
adjustment of the screen brightness can be performed via the left rotary knob.
Audio volume adjustment can be performed in a specific page of the display.

Figure 4: ACAS control and display


For detailed description of the ACAS display, refer to the pilots guide provided
by the manufacturer.

1.3.3.2 Dual GTN 750H


The ACAS monitoring and display functions are available from the home page

with the Traffic key , or Traffic can be superimposed on the MAP display.

Alerts are raised by means of a Pop-Up display when other than the Traffic
page is selected.
The Pop-Up provides options to close the Pop-Up or to go to the dedicated
Traffic page.

Figure 5: GTN 750H Traffic Pop-Up

APPROVED EC 155 B1
SUP.33
A 16-25 Page 5
FLIGHT MANUAL

NOTE
Traffic is displayed on the GTN in all map orientations.
If in Map Pan Mode, the aircraft mockup moves on the map.
The traffic is still displayed relative to the aircraft mockup.
For detailed description of the ACAS display, refer to the pilots guide provided
by the manufacturer.

1.3.3.3 EURONAV VII DMAP (if fitted) ACAS display


The traffic display of the ACAS can also be provided via the EURONAV VII
DMAP system (Multi-function display on instrument panel and control panel on
center console).
The ACAS overlay is selected via the quick access control of the DMAP.
The ACAS overlay is restricted to "Heading-up" Map modes. Within this
restriction, it can be used with TAWS, weather radar or DMAP displays.

Figure 5: ACAS display

No. FUNCTION
1 Range rings.
2 Aircraft symbol: indicates aircraft position.
Traffic Intruder Symbols - Indicates type of traffic, altitude of traffic and
3
vertical trend of traffic.
Altitude display limit - NORMAL, ABOVE, BELOW or UNRESTRICTED
4
(present only if the ACAS overlay is selected for display).

APPROVED EC 155 B1
SUP.33
A 16-25 Page 6
FLIGHT MANUAL

Figure 6: "Quick Access" page

Figure 7: DMAP control unit

No. QUICK ACCESS CONTROLS


Allows access to "Quick access" page (several presses may be necessary
1( )
depending on current display mode).

4( ) From "Quick access" page, selects ACAS overlay.

5( ) From "Quick access" page, removes ACAS overlay.

No. MENU ACCESS CONTROLS


Provides access to a menu list including ACAS.
2( ) or 3 ( ) ACAS sub-menu allows access to selection of traffic altitude
display limits (NORMAL, ABOVE, BELOW,
According to version
UNRESTRICTED).

APPROVED EC 155 B1
SUP.33
A 16-25 Page 7
FLIGHT MANUAL

1.3.3.4 ACAS symbology

DMAP GTN 750H DESCRIPTION

Traffic advisory.

Traffic advisory beyond the current display range: the


symbol is displayed at a position on the limit of the
screen that indicates the relative bearing of the traffic.

Proximity traffic.

Other traffic.

Relative altitude of the traffic (hundreds of feet): A


positive value (+05) means the traffic is above the
helicopter (500 ft above).
A positive (or null) value is displayed above the traffic
symbol to emphasize that the traffic is above.
Similarly, a negative value is displayed below the
traffic symbol.
Relative altitude is displayed in the same color as the
traffic.
Relative altitude is displayed only for altitude-reporting
traffics. Non-altitude-reporting traffics must be
considered to be at the same altitude as the
helicopter.
Vertical speed information of the traffic: It is displayed
for altitude-reporting traffic climbing (up arrow) or
descending (down arrow) faster than 500 ft/min.
Vertical speed information is displayed in the same
color as the traffic.

1.3.4 Caution Advisory Display

: ACAS audio messages are cut off.

APPROVED EC 155 B1
SUP.33
A 16-25 Page 8
FLIGHT MANUAL

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations:

CAUTION
- ACAS INFORMATION IS ADVISORY ONLY.
- THE ACAS IS NOT ABLE TO TRACK AND DISPLAY NONTRANSPONDER
EQUIPPED AIRCRAFT.
- NAVIGATION MUST NOT BE PREDICATED ON THE USE OF THE ACAS
DISPLAY.
- IF A TRAFFIC ADVISORY (TA) OCCURS, THE PILOT SHOULD NOT INITIATE
A MANEUVER BASED ON THE ACAS DISPLAY ALONE WITHOUT FIRST
VISUALLY ACQUIRING THE THREAT.

NOTE 1
The range at which a traffic is detected is dependent on many factors including
the transmitter and receiver performance of both the ACAS itself and the
traffics transponder, the antenna geometry between the aircraft and the traffic,
the reflectivity of the overflown surface and also the dynamics of the encounter.
As a consequence, detection range may be significantly degraded in case of
traffic equipped with a low-performance transponder, unfavorable geometries,
flights over reflective surfaces (sea, lakes), fast moving traffic or a combination
of those factors.
Detection range is also degraded in areas of high density where the ACAS will
automatically reduce its transmitting power in order to maintain the integrity of
the ATC.

NOTE 2
Very occasionally, target duplication (a target splitting into two targets at same
altitude and close to the same range) may be encountered for a few seconds.
Target duplication is generally caused by reflections on the ground, on the
water or on nearby buildings.

NOTE 3
Large external optional systems like the hoist, the FLIR or the searchlight may
temporarily shadow one of the ACAS antennae and/or cause signal
reflections.
As a consequence, traffic pop-ups, drop-offs or temporary bearing
discrepancies may be encountered in such configurations.

APPROVED EC 155 B1
SUP.33
A 16-25 Page 9
FLIGHT MANUAL

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures:

CORRECTIVE ACTIONS

CONTINUE THE FLIGHT


ACAS audio messages
are cut off

Refer to procedure specified in basic Flight Manual.

RH + LH
The ACAS is to be added in the items that are
automatically shedded.
Cutout of both
generators

Refer to procedure specified in basic Flight Manual.

+
The ACAS is to be added in the items that are lost with
LH the LH power supply.

Short circuit on LH
primary bus

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures.

4.1 PRE-STARTING CHECKLIST


ADD:
ACAS with dedicated control unit:
- ACAS Control unit ............................................ OFF.

ACAS with dual GTN 750H:


- ACAS switch (overhead panel) ........................ OFF.

APPROVED EC 155 B1
SUP.33
A 16-25 Page 10
FLIGHT MANUAL

4.2 POST-STARTING CHECKLIST


ADD:
ACAS with dedicated control unit:
- ACAS Control unit ........................................................... ON.
- Test ................................................................................. Conduct,
vocal message
"GROUND MODE".
- Audio level ...................................................................... Check.

ACAS with dual GTN 750H:


- ACAS and ACAS AUDIO switches (overhead panel) ..... ON.

NOTE
There is no manual test function, but the GTN raises any detected failures
during the system automatic and ongoing tests.

- On GTNs ............................................................. Check if required,

- GTN Traffic page ............................................................ Set as required.

NOTE
Before departure, a quick check of the ACAS audio volume can be
performed with a double-press on the CAD acknowledge button.

4.3 OPERATING PROCEDURES


For detailed operating procedures, refer to the pilots guide provided by the
manufacturer.

NOTE
Operation of the ACAS display is not guaranteed for cabin temperatures
below - 20C.

5 REGULATORY PERFORMANCE DATA


The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

APPROVED EC 155 B1
SUP.33
A 16-25 Page 11
FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

AUTOMATIC VOICE ALARM DEVICE

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.35.P1
A 15-28 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP. 35 P1 1 15-28 R
SUP. 35 P5 1 15-28 R

SUP. 35 1 15-28 R
SUP. 35 2 15-28 R

LOG OF APPROVED NORMAL REVISIONS

NORMAL REVISION 0 date code 02-20 DGAC APPROVED on 31/07/2002


Approved on August 18, 2015 under the
NORMAL REVISION 1 date code 15-28 authority of EASA Design Organization
Approval No.21J.056
Incorporation of new brand "Airbus Helicopters" instead of "Eurocopter",
Main points new Log of revision, "APPROVED" replaces "EASA APPROVED" in
footpages, adding the third alarm.
Revised
SUP.35.P1 page 1, SUP.35.P5 page 1 and SUP.35 all pages.
information
Deleted
None
information

APPROVED EC 155 B1
SUP.35.P5
A 15-28 Page 1
FLIGHT MANUAL

1 GENERAL
This alarm system manages a series of messages, which are designed to warn the
crew of certain critical phases during the flight. These messages are transmitted on the
ICS.

1.1 OPERATION
The AVAD unit generates three vocal alarm messages.
ONE HUNDRED FEET. This message is transmitted once as soon as the
helicopter passes into the altitude zone 100 ft above the ground.
CHECK HEIGHT. This message is transmitted twice (with 4.5-second interval
between the two transmissions) when the helicopter reaches the higher DH area
displayed on the ND.
UNDER CARRIAGE (if fitted). This message is transmitted continuously (with 5 s.
interval between transmissions) when IAS is below 55 kt (101 km/h) and landing
gear retracted.
- ACKNOWLEDGE pushbutton on the cyclic stick can be pressed to interrupt
the message UNDER CARRIAGE for 3 minutes.

1.2 CONTROLS AND INDICATORS

OVERHEAD PANEL CAD

Automatic Voice Alarm


AVAD Device failure.

Figure 1 - Controls and indicators

2 LIMITATION
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable.

APPROVED EC 155 B1
SUP.35
A 15-28 Page 1
FLIGHT MANUAL

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures.

CORRECTIVE ACTIONS
AVAD 1 - TEST / RESET switch .............RESET

AVAD
AVAD AVAD
Automatic Voice
Alarm Device
failure AVAD is active AVAD failure

CONTINUE THE FLIGHT CONTINUE THE FLIGHT

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:

4.1 POST-STARTING CHECKLIST


4.1.1 OVERALL CHECKS
ADD:
AVAD switch............................. TEST: "AVAD TEST" is heard through ICS

then
AVAD

AVAD switch............................. RESET


AVAD
AVAD

5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

APPROVED EC 155 B1
SUP.35
A 15-28 Page 2
FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

HELICOPTER TERRAIN AWARENESS AND WARNING SYSTEM (HTAWS)

EGPWS MK XXII SOFTWARE VERSION 24 OR LATER APPROVED VERSION

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.39.P1
A 14-39 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
 R: Revised, to be replaced
 N: New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SUP.39.P1 1 14-39 SUP.39 9 14-39


SUP.39.P5 1 14-42 R SUP.39 10 14-39
SUP.39.P5 2 14-42 N SUP.39 11 14-39
SUP.39 12 14-39
SUP.39 1 14-39 SUP.39 13 14-39
SUP.39 2 14-39 SUP.39 14 14-39
SUP.39 3 14-39 SUP.39 15 14-39
SUP.39 4 14-39 SUP.39 16 14-42 R
SUP.39 5 14-39 SUP.39 17 14-42 R
SUP.39 6 14-39 SUP.39 18 14-39
SUP.39 7 14-39 SUP.39 19 14-39
SUP.39 8 14-39 SUP.39 20 14-39

LOG OF APPROVED NORMAL REVISIONS

NORMAL REVISION 0 date code 08-05


NORMAL REVISION 1 date code 08-14
NORMAL REVISION 2 date code 08-43
NORMAL REVISION 3 date code 13-05 EASA approval No.10043723 Feb 19, 2013
Approved on October 17, 2014
NORMAL REVISION 4 date code 14-39 under the authority of EASA Design
Organization Approval NEASA.21J.056.
Incorporation of new brand "Airbus Helicopters" instead of "Eurocopter",
Main points "EASA APPROVED" is replaced by "APPROVED" in footpages,
introduction of V 28 software version.
Revised
SUP39.P1 page 1, SUP39.P5 page 1 and SUP.39 pages 1 to 20.
information
Deleted
None
information

APPROVED EC 155 B1
SUP.39.P5
A 14-42 Page 1
FLIGHT MANUAL

LOG OF APPROVED NORMAL REVISIONS (CONT'D)

EASA approval No.10051103


NORMAL REVISION 5 date code 14-42
on Nov 10, 2014
Incorporation of new limitation for configurations with Euronav VII and a
Main points
FLIR.
Revised
SUP39.P5 page 1 and SUP.39 pages 16 and 17.
information
Deleted
None
information

APPROVED EC 155 B1
SUP.39.P5
A 14-42 Page 2
FLIGHT MANUAL

1 GENERAL INFORMATION
This Supplement does not represent an authorization for operational use.

The coverage of this Supplement is limited to general information and operating


principles. For the complete description of the operating modes, refer to the following
pilots Guide:
- EGPWS MK XXII (ref 060-4314-200 rev.C March 2004 or later appropriate
references).
- DMAP displays:
. TRA 45A pilot's guide (ref: PG-80-5145-R002 or later appropriate references),
. KMD 550/850 TERRAIN FUNCTION (EGPWS) addendum (ref: 006-18236-0000
Rev 3 June 2004 or later appropriate references),
. EURONAV 7 OPERATOR MANUAL (ref: 255.003-049 (001 or later appropriate
references)).

The EGPWS MKXXII installation, with application software 24, or later approved
versions, associated with displays mentioned above complies with the guidance of the
AC 29 MG 18 for Helicopter Terrain Awareness and Warning System (HTAWS).

The TAWS provides the flight crew with alerts of pending collision of the helicopter
with the terrain or obstacles included in the database.

The TAWS ensures two functions:


- the Terrain function,
- the Ground Proximity Warning System (GPWS) function regrouping the basic
modes.

The Terrain function uses a combination of database information, GPS localization


and helicopter data to estimate the helicopter position relative to the surrounding
terrain and obstacles included in the database. Should the projected trajectory of the
helicopter conflict with terrain or obstacles included in the database, the Terrain
function will provide the crew with timely alerts (visual and aural).

The GPWS function is essentially a non-database function that provides alerts for
excessive rate of descent, excessive terrain closure rate, inadvertent descents,
altitude loss after takeoff, excessive bank angle or pitch attitude as well as excessive
descent below and ILS Glide-Slope.

APPROVED EC 155 B1
SUP.39
A 14-39 Page 1
FLIGHT MANUAL

1.1 TAWS SYSTEM BLOCK DIAGRAM

Figure 1 TAWS Block Diagram

NOTE
* The TAWS computer receives AHRS data only from AHRS 2 even if
the avionics system is reconfigured to AHRS 1.

** There are 2 GPS localisation configurations:


1. Embedded GPS receiver using Aircraft GPS antenna,
2. TAWS receiving GPS position from Aircraft GPS.

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1.2 TERRAIN FUNCTION


1.2.1 Data Inputs
The Terrain function uses:
- Position and ground speed information provided by a GPS receiver. Depending
on aircraft configuration, the GPS receiver is either:
. embedded in the TAWS,
or
. the same used for navigation.
- Data from the helicopter sensors (radio height, roll and pitch attitudes, baro-
altitude and vertical speed, IAS, OAT, heading, weight on wheels, Engine
torques),
- Terrain and obstacles information from a database contained in the TAWS
computer.

1.2.2 Geometric altitude and terrain display


The Terrain function blends barometric pressure, radio height and GPS altitude to
derive the geometric altitude of the helicopter (referenced to the same Mean Sea
Level (MSL) reference as the terrain and obstacle database) independently of the
altimeter settings.
The Terrain function provides the crew with display of the surrounding terrain and
obstacles of the TAWS database for situational awareness (refer to display
description).

1.2.3 "Look ahead" protection


The Terrain function determines the flight path of the helicopter and compares its
projection to the terrain and obstacles database information to provide a protection
envelope ahead of the helicopter.
This Look ahead protection is independent of the terrain display.
When the flight path conflicts with terrain or an obstacle included in the TAWS
database ahead of the helicopter, visual and aural alerts are given and the threat
area is displayed.

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The Look ahead protection envelope is reduced in certain conditions to reduce


nuisance alerts:
- V24 software version:
. Below 90 kt ground speed, the Look ahead protection envelope is
decreased until it is completely inhibited at 60 kt ground speed or less.
- V28 or later approved software versions:
. In Normal mode, the Look ahead protection is disabled below 70 kt (IAS),
. In Low Altitude mode, below 100 kt ground speed, the Look ahead
protection, is decreased until it is completely inhibited at 70 kt ground speed
or less.
- In descent, the look down angle of the envelope is reduced.
- The Look ahead protection envelope is significantly reduced when the Low
Altitude mode is selected.
- The Look ahead protection envelope is reduced in the vicinity of known
runways included in the TAWS database.
The selection of the Terrain inhibit mode suppresses both visual and aural alerts
of the Terrain function but the terrain display remains operational.

1.2.4 Terrain function failure


Failure of the Terrain function will result in a Terrain inoperative alert.

1.3 GPWS FUNCTION


1.3.1 Data Inputs
The GPWS function regroups the 6 basic modes that are not associated with the
database.
The GPWS function uses data from the helicopter sensors (radio height, roll and
pitch attitudes, baro-altitude and vertical speed, IAS, OAT, heading, weight on
wheels, ILS localizer and glide slope information, landing gear position, Engine
torques).

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1.3.2 Basic modes


- Mode 1: excessive rate of descent,
- Mode 2: excessive terrain closure rate,
- Mode 3: altitude loss after takeoff,
- Mode 4:
. Too close to terrain (including landing gear alert),
. Landing gear alert in autorotation mode.

NOTE
"TOO LOW GEAR" vocal message is produced when landing gear
is retracted and:
- Normal mode: IAS < 100 kt, height <150 ft,
- Low Altitude mode: IAS < 60 kt, height < 100 ft,
- Autorotation mode: height < 400 ft.

- Mode 5: excessive descent below ILS glide slope,


- Mode 6:
. Autorotation: Altitude call-outs in autorotation,
. Altitude call-outs: . "One hundred feet" only (ONE HUNDRED aural
message),
. Decision height (not available with V24 software version)
(CHECK HEIGHT, CHECK HEIGHT aural message).
. Bank angle,
. Tail strike.
Mode 1 is inhibited and the warning boundaries of Mode 2, Mode 3 and Mode 4
are significantly reduced when the Low Altitude mode is selected.

1.3.3 GPWS function failure


Failure of the GPWS function will result in a GPWS inoperative alert.

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1.4 ALERTS
A caution indicator light and a warning indicator light are
provided on the instrument panel on both pilot and copilot sides.
TAWS alerts generate aural messages in the ICS. Most of the alerts are also visual
with either the messages coming on.

PRIORITY WARNING CONDITION VOCAL MESSAGE VISUAL ALERT

HIGHEST Mode 1: excessive descent rate PULL UP

Mode 2A: excessive terrain closure rate TERRAIN, TERRAIN

Mode 2A: excessive terrain closure rate PULL UP

Terrain awareness preface WARNING TERRAIN

Terrain awareness WARNING TERRAIN

Obstacle awareness preface WARNING OBSTACLE

Obstacle awareness WARNING OBSTACLE

Mode 2: excessive terrain closure rate TERRAIN TERRAIN

Terrain awareness caution CAUTION TERRAIN

Obstacle awareness caution CAUTION OBSTACLE

Mode 4: insufficient terrain clearance TOO LOW TERRAIN

Mode 1: excessive descent rate SINK RATE

Mode 6: Decision height call-out (not CHECK HEIGHT,


None
available with V24 software version) CHECK HEIGHT

Mode 6: 100 ft ONE HUNDRED None

Mode 4: insufficient terrain clearance TOO LOW GEAR

Mode 3: Inadvertent descent DONT SINK

Mode 5: excessive descent below G/S GLIDE SLOPE

BANK ANGLE,
Mode 6: excessive bank angle None
BANK ANGLE
LOWEST Mode 6: tail strike TAIL TOO LOW None
Table 1: TAWS visual and aural alerts
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Only one message is produced at any one time. The highest priority message takes
precedence and may interrupt any lower priority message (refer to table above for
relative priority). When the highest priority message is no longer produced and if the
lower priority condition still exists then the lower priority message will be heard.
The TAWS message takes precedence over any message from the Airborne
Collision and Avoidance System (ACAS) (if fitted).
The decision height visual alert is ensured independently from the TAWS.
The decision height call out is ensured by the TAWS (not available with V24
software version).
The TAWS landing gear visual alert is completed by the dedicated L/G
annunciators (blinking when IAS is below 55 kt (101 km/h)).
The AUDIO INHIB control suppresses:
- V24 software version: all the TAWS alerts for 5 min.
- V28 or later approved software version: all the TAWS aural alerts for 5 min
except "ONE HUNDRED FEET" and "CHECK HEIGHT, CHECK HEIGHT".
Resetting the control restores aural alerts immediately.
The Terrain inhibit function suppresses all terrain awareness until the TERR INHIB
control is disengaged.

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1.5 TAWS CONTROL UNIT

Figure 2: TAWS control unit

No. DESCRIPTION FUNCTION

TEST: Unstable position, starts the system self-test.


1 3-position switch ON: Switches on the system (switch guarded).
OFF: Switches off the system (the guard must be lifted).

Indicates a system failure.


: Failure of the GPWS function (+ on
CAD).
2 Dual annunciator
: Failure of the Terrain function (+ aural message
"BE ALERT TERRAIN INOP" + on CAD
+ TERR N/A on display).

LOW ALT ON/OFF


3 Enables (/Disables) the Low Altitude mode.
toggle pushbutton

TERR INHIB Inhibits (/Resets) all terrain awareness alert ( +


4
toggle pushbutton on CAD + TERR N/A on display).

V24 software: . Inhibits (/Resets) all vocal warning messages


for 5 minutes ( + on CAD),
AUDIO INHIB V28 software: . Inhibits (/Resets) all vocal warning messages
5
toggle pushbutton for 5 minutes except "ONE HUNDRED FEET"
and "CHECK HEIGHT, CHECK HEIGHT"
( + on CAD),

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1.6 TERRAIN AND OBSTACLE DISPLAYS


Depending on the installation, the terrain and the obstacles are displayed either on
a TRA 45A dedicated display or on a KMD 850 multifunction display or on
EURONAV VII DMAP.

1.6.1 TRA 45A dedicated display

1.6.1.1 Multifunction display controls

Figure 3: TRA 45A display controls

N FUNCTION
1 Range control Up and Down.
2 Brightness Control.
3 Mode control (not used).
4 Ambient light control.
5 LCD screen.

NOTE 1
In case of terrain function failure, "NO TERRAIN" is displayed.

NOTE 2
On power up from a cold start, the range is systematically set to 40 NM.

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TERR Page color definition

COLOR INDICATION

Solid Red Terrain/Obstacle threat area - Warning.

Solid Yellow Terrain/Obstacle threat area - Caution.

50% Red dots Terrain/Obstacle that is more than 500 ft above aircraft altitude.

50% Yellow dots Terrain/Obstacle that is between aircraft altitude and 500 ft above.

25% Yellow dots Terrain/Obstacle that is between aircraft altitude and 250 ft below.

Show only when no Red or Yellow Terrain/Obstacle areas are


Solid green
within range on the display. Highest Terrain/Obstacle not within
(peaks only)
250 ft or aircraft altitude.

Terrain/Obstacle that is 250 ft below to 500 ft below aircraft


50% Green dots
altitude.

Terrain/Obstacle that is the middle elevation band when there is


Peaks only
no Red or Yellow terrain areas within range on the display.

16% Green dots Terrain/Obstacle that is 500 ft to 1500 ft below aircraft altitude.

Terrain/Obstacle that is the lower elevation band when there is no


Peaks only
Red or Yellow terrain areas within range on the display.

Black No significant Terrain/Obstacle.

16% Cyan Area having sea level elevation (0 ft MSL).

Unknown terrain. No terrain data in database for the Magenta area


Magenta dots
shown.

1.6.1.2 Auto range


If the range is not already set to 5 NM, when a terrain caution or a terrain
warning is triggered, the range will automatically be set to 5 NM.

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1.6.2 KMD 850 multifunction display


1.6.2.1 Multifunction display controls

Figure 4: KMD 850 multifunction display

N FUNCTION
1 Brightness Control.
2 Data Card.
3 Display.
4 Available Functions Legend.
5 On/Off Control.
6 Function Select Indicators.
Function Select Keys:
7 - MAP: Digital map. - TRFC: TRAFIC (ACAS). - AUX
- WX: Weather radar. - TERR: EGPWS.
8 Control knobs (Inner and Outer Knob): inoperative in TERR page
9 Key Labels
10 Soft key Labels
11 Joystick
Power Keys:
- MODE: not used.
12 - 51*51* increase or decrease range (1, 2.5, 5, 10, 20, 40, 80, 160 and 320 NM).
- VIEW: toggles between 360 and 120 views.
- OVLY: overlays storm scope, traffic and/or flight plan.

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1.6.2.2 TERR page

Figure 5: TERR page

No. FUNCTION
1 Display Range RNG:xx NM
Terrain Awareness State:
- EGPWS TEST: Self test active.
2 - TERR FAIL: Terrain is INOP due to a fault.
- TERR N/A: Terrain not available.
- TERR INHBT: Terrain Awareness Warnings have been manually inhibited.
3 Aircraft symbol: Indicates present position.
4 Range rings.
Peaks elevation:
5 - Upper = MSL altitude of the highest terrain within the display.
- Lower = MSL altitude of the lowest terrain within the display.
6 Flight Plan Overlay (Navigation system flight plan).
7 Display Orientation: magnetic heading-up orientation, MagxxHdg.
8 Geometric Altitude.
9 Icon bar: data available (black) and displayed (color).

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TERR Page color definition

COLOR INDICATION

Solid Red Terrain/Obstacle threat area Warning.

Solid Yellow Terrain/Obstacle threat area Caution.

50% Red dots Terrain/Obstacle that is more than 500 ft above aircraft altitude.

50% Yellow dots Terrain/Obstacle that is between aircraft altitude and 500 ft above.

25% Yellow dots Terrain/Obstacle that is between aircraft altitude and 250 ft below.

Show only when no Red or Yellow Terrain/Obstacle areas are


Solid green
within range on the display. Highest Terrain/Obstacle not within
(peaks only)
250 ft or aircraft altitude.

Terrain/Obstacle that is 250 ft below to 500 ft below aircraft


50% Green dots
altitude.

Terrain/Obstacle that is the middle elevation band when there is no


Peaks only
Red or Yellow terrain areas within range on the display.

16% Green dots Terrain/Obstacle that is 500 ft to 1500 ft below aircraft altitude.

Terrain/Obstacle that is the lower elevation band when there is no


Peaks only
Red or Yellow terrain areas within range on the display.

Black No significant Terrain/Obstacle.

16% Cyan Area having sea level elevation (0 ft MSL).

Unknown terrain. No terrain data in database for the Magenta area


Magenta dots
shown.

1.6.2.3 Auto Pop-up


If the active display page is not the TERR page, when a terrain caution or a
terrain warning is triggered, the display will automatically pop-up and switch to
the TERR page.

1.6.2.4 Auto range


If the range is not already set to 5 NM (Normal mode)/2.5 NM
(Low Altitude mode), when a terrain caution or a terrain warning is triggered, the
range will automatically be set to 5 NM (Normal mode)/2.5 NM
(Low Altitude mode).

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1.6.3 EURONAV VII


1.6.3.1 Controls and display
The terrain and obstacle display of the TAWS is provided via the EURONAV VII
DMAP system (Multi-function display on instrument panel and control box on
center console).
The TAWS display mode is selected via the quick access control of the DMAP.
The TAWS mode is restricted to "Heading-up" & "Border" Map mode.
The TAWS and the weather radar displays cannot be selected together.

Figure 6: TAWS display

No. FUNCTION
1 Range rings.
2 Aircraft symbol: Indicates aircraft position.
3 Selected mode.
Peaks elevation:
4 - Upper = MSL altitude of the highest terrain within the display.
- Lower = MSL altitude of the lowest terrain within the display.
5 Geometric Altitude.

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Figure 7: "Quick Access" page

Figure 8: DMAP control unit

No. CONTROLS
Allows access to "Quick Access" page (several presses may be necessary
1 (ESC)
depending on current display mode).
2 (A/R) From "Quick Access" page, selects TAWS mode.
3 (-) Zoom out (if available).
4 (+) Zoom in (if available).

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TERR Page color definition

COLOR INDICATION

Solid Red Terrain/Obstacle threat area - Warning.

Solid Yellow Terrain/Obstacle threat area - Caution.

50% Red dots Terrain/Obstacle that is more than 500 ft above aircraft altitude.

50% Yellow dots Terrain/Obstacle that is between aircraft altitude and 500 ft above.

25% Yellow dots Terrain/Obstacle that is between aircraft altitude and 250 ft below.

Solid green Show only when no Red or Yellow Terrain/Obstacle areas are
(peaks only) within range on the display. Highest Terrain/Obstacle not within
250 ft or aircraft altitude.

50% Green dots Terrain/Obstacle that is 250 ft below to 500 ft below aircraft
altitude.

Peaks only Terrain/Obstacle that is the middle elevation band when there is no
Red or Yellow terrain areas within range on the display.

16% Green dots Terrain/Obstacle that is 500 ft to 1500 ft below aircraft altitude.

Peaks only Terrain/Obstacle that is the lower elevation band when there is no
Red or Yellow terrain areas within range on the display.

Black No significant Terrain/Obstacle.

16% Cyan Area having sea level elevation (0 ft MSL).

Magenta dots Unknown terrain. No terrain data in database for the Magenta area
shown.

1.6.3.2 Auto Pop-up and Auto range


If the TAWS is not selected, when a terrain caution or a terrain warning is
triggered, the terrain and obstacle display will automatically "pop-up" and the
range will automatically be (if not already) set to 5 NM (TAWS Normal
mode)/2.5 NM (Low Altitude mode).

NOTE
For configurations with EURONAV VII and a FLIR, the automatic
pop-up is visible only if the MAP page is already selected on the
Mission Display.

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2 LIMITATIONS
The limitations given in the basic Flight Manual and relevant Supplements remain
applicable and are supplemented as follows:

- Navigation must not be predicated upon the use of the TAWS information.

NOTE 1
The terrain and obstacle display is intended to serve as a terrain
and obstacle awareness tool only. The display and the database
may not provide the accuracy or fidelity on which to base routine
navigation decisions and plan routes to avoid terrain or
obstacles. Terrain depiction accuracy is particularly degraded in
turn due to the low update rate of the terrain data.

- The Low Altitude mode shall not be selected when operating under IMC conditions
except as required when performing offshore platform instrument approach
procedures or other special procedures.

- For configurations with EURONAV VII and a FLIR and when Low Altitude mode is
selected, the MAP page shall be selected on the Mission Display except when
performing offshore platform instrument approach procedures or other special
procedures.

- With KMD 850 multifunction display: The Geometric Altitude on the terrain and
obstacle display shall not be used to fly ATC assigned or posted altitudes since it
may not provide adequate traffic separation. ATC assigned or posted altitudes shall
be flown according to standard barometric altimeters with a correct altimeter setting.

NOTE 2
Power lines are not included in the TAWS database. The TAWS
will not provide power line warnings.

NOTE 3
All obstacles are not included in the TAWS database. The TAWS
will provide warning only for obstacles included in the database.

- As the EGPWS uses the GPS antenna of the aircraft's GPS receiver, the latter must
be operative (the GPS antenna is then powered-on) to allow reception of the GPS
signals by the EGPWS. Otherwise, the terrain function is inoperative.

APPROVED EC 155 B1
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FLIGHT MANUAL

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in Supplements
used remain applicable and are supplemented by the following emergency
procedures:

NOTE
During single engine aborted takeoff or landing procedures, the
required nose-up attitude may produce TAIL TOO LOW alerts:
- Keep controlling attitude as required by the procedure.

CORRECTIVE ACTIONS

Verify helicopter flight path and correct it if required


Instrument
panel

If in IMC or at night where visual judgment of the situation is not


assured:
Instrument
panel - Immediately roll back to horizontal,
- Simultaneously:
. apply maximum continuous power and:
If IAS > Vy pull up to climb at Vy or
if IAS < Vy maintain IAS during climb.
- Maintain climb until all visual and aural warnings cease.
x If in VMC and where visual judgment of the situation is assured:
- Evaluate helicopter flight path with respect to terrain and
obstacles,
- Take corrective action as necessary to recover safe terrain
and obstacles clearance.

3.1 RADIO ALTIMETER FAILURE


When the radio-altimeter is lost, altitude call-outs, Mode 1 and Mode 2 alerts are
inhibited although the GPWS function may not be declared inoperative.

3.2 LOSS OF EGPWS


In case of loss of the EGPWS (or when the EGPWS is switched off) the decision
height "CHECK HEIGHT, CHECK HEIGHT" (not available with V24) and 100 ft
"ONE HUNDRED" call outs are lost.

APPROVED EC 155 B1
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FLIGHT MANUAL

4 NORMAL PROCEDURES
The normal procedures provided in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented by the following normal procedures:
- The crew must check that the TAWS database covers the area of operations and is
up-to-date (refer to pilots guide).

NOTE 1
Glideslope nuisance alerts may be produced when flying back-course to
an ILS with the VORs tuned to that ILS (it may occur when an ILS
approach to a runway is followed by a circle to land procedure to land on
the opposite runway).

NOTE 2
Operation of the Terrain and obstacle display is not guaranteed for cockpit
temperature below -20C.

4.1 SYSTEM SELF-TEST


This self-test is designed to verify the cockpit configurations.
The self-test is inhibited if the TAWS detect an in flight condition.
AFTER ENGINES START UP
- 3 position switch .................................................. ON.
- Check the LOW ALT ON/OFF control is not engaged.
- Check status light ................................................ +

NOTE
The GPWS light will remain on as long as VOR 2 remains switched off.

- 3 position switch .................................................. TEST, for less than 2 seconds.

SELF-TEST SEQUENCE
- Status lights ......................................................... + for the
duration of self-test.
- On CAD ............................................................... .
- Aural message (in ICS) ........................................ PULL UP.
- On the Terrain and Obstacle display test pattern is shown during 12 seconds.
- Aural message (in ICS) ........................................ WARNING TERRAIN.
- On the instrument panel ...................................... Red TAWS annunciator off,
amber TAWS annunciator on
briefly.
- At the end of the self-test ..................................... + .
- On CAD ............................................................... .

APPROVED EC 155 B1
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4.2 SPECIFIC TAWS MODE AND INHIBITIONS


4.2.1 "Audio inhibit" function
For operations in day VFR conditions where terrain and obstacle clearance may
be assured visually and TAWS audio alerts will hamper aircrew performance, the
Audio inhibit function may be used to inhibit all audio alerts.
When the Audio inhibit is activated, is displayed on CAD.
The AUDIO INHIB control suppresses:
- V24 software version: all the TAWS alerts for 5 min.
- V28 or later approved software version: all the TAWS aural alerts for 5 min
except "ONE HUNDRED FEET" and "CHECK HEIGHT, CHECK HEIGHT".
Disengaging the AUDIO INHIB control restores aural alerts immediately.

4.2.2 "Terrain inhibit" function


For operations in day VFR conditions where terrain and obstacle clearance may
be assured visually and terrain and obstacles alerts will hamper aircrew
performance, the Terrain inhibit function may be used to inhibit all terrain and
obstacles alerts.
When the Terrain inhibit is activated, is displayed on CAD.
The TERR INHIB control suppresses all terrain and obstacle awareness alerts,
however the terrain display remains operational. The "Terrain inhibit" function
remains active until the TERR INHIB control is disengaged.

4.2.3 "Low Altitude" mode


The Low Altitude mode is intended for VFR operations below 500 ft AGL.
This mode shall be used only if visual contact with all terrain and obstacles can be
maintained at all times except as required when performing offshore platform
instrument approach procedures or other special procedures (refer to paragraph 2
LIMITATIONS).
The Low Altitude mode significantly reduces the warning boundaries of the
following modes:
- Mode 1 is inhibited,
- Modes 2, 3 and 4: reduction of warning boundaries,
- Terrain Look ahead: reduction of look down angle and warning time.
The Low Altitude mode remains active until LOW ALT ON/OFF control is
disengaged.

5 REGULATORY PERFORMANCE
The performance data specified in the basic flight manual and relevant supplements
remain applicable.

APPROVED EC 155 B1
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FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

SPECIAL COCKPIT LIGHTING

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

AIRBUS HELICOPTERS Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.40.P1
A 14-07 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SUP.40.P1 1 14-07 R
SUP.40.P5 1 14-07 R

SUP.40 1 12-20
SUP.40 2 12-20
SUP.40 3 14-07 R

LOG OF APPROVED NORMAL REVISIONS

EASA approval No. 10039955, REV.1


NORMAL REVISION 0 date code 12-20
on June 06, 2012.
Approved on October 16, 2014 under
NORMAL REVISION 1 date code 14-07 the authority of EASA Design
Organization Approval No.21J.056
Main points: Incorporation of new brand "Airbus Helicopters" instead of
Title
"Eurocopter", update Normal Procedures.
Revised
Sections SUP40.P1 page 1, SUP40.P5 page 1 and SUP.40 page 3.
information
Deleted
None
information

APPROVED EC 155 B1
SUP.40.P5
A 14-07 Page 1
FLIGHT MANUAL

1 GENERAL
The information contained herein supplements the information of the basic Flight
Manual.
With this supplement it has been shown that the installation of the special cockpit
lighting system does not affect the aircraft capability for VFR day or night or for IFR.
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.

1.1 SYSTEM DESCRIPTION


Power to the instrument light circuits is controlled by a three-position LIGHTING
switch (Fig.1) located on the overhead panel.

1. Day/Night/NVG switch
2. CAUT/ADVSY DIM: caution and advisory dim potentiometer (active only in NVG
mode)
3. CPLT PNL: copilot panel lighting potentiometer (active in Night and NVG modes)
4. CONSOLE: console lighting potentiometer (active in Night and NVG modes)
5. O.HEAD: overhead panel lighting potentiometer (active in Night and NVG modes)
6. PLT PNL: pilot panel lighting potentiometer (active in Night and NVG modes)

Figure 1 - Overhead panel - LIGHTING controls

APPROVED EC 155 B1
SUP.40
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FLIGHT MANUAL
1.2 NVG MODE
When the LIGHTING control is switched to the NVG position:
Cockpit:
Displays (PFDs, NDs, CAD, VEMD, COM/NAV) go into NVG mode (modified set
of colours, reduced brightness setting). Brightness of each display remains
adjustable,
Warning panel caption lights colour changes to NVG compatible red,
The lighting of the indicators which are not NVG compatible is automatically turned
off (RMI and possibly stand-alone DME indicator for aircraft equipped with single
pilot IFR option),
Cockpit lighting levels remain unchanged from Night mode. CPLT.PNL, O.HEAD
CONSOLE and PLT.PNL potentiometers still allow adjustment of lighting level.
The CAUT/ADVSY DIM becomes active and allows adjustment of the brightness
of the caution and advisories lights (Intrument panel: L/G indicator, NMS/GPS
caption lights; Console: AHRS, AFCS, Fuel control panel, ACAS (option) and
TAWS (option) caption lights).

Cabin:
Cabin lights are inhibited and replaced by compatible dome lights.
Smoking and Seat Belts annunciators are inhibited.

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.

CAUTION
IF NVG OPERATION ARE ENVISAGED, AN AIRWORTHINESS AND
SUBSEQUENT OPERATIONAL APPROVAL BY THE COMPETENT AUTHORITY
ARE NECESSARY.

APPROVED EC 155 B1
SUP.40
A 12-20 Page 2
FLIGHT MANUAL

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures:

3.1 AUTOROTATION LANDING (SECTION 3.3 1)


ITEM 1 is modified as follow:
1. Collective pitch ...................................... Quickly reduce to maintain
NR 350 rpm

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:

4.1 POST STARTING CHECKLIST


Before Engine failure training ....................... See FLM SUP.56 Training Procedures.

Night conditions: Use VEMD to check N2 is around 317 rpm (317 rpm = 91%N2).

NOTE
NR red low limit is 316 rpm on indicator

For Night VFR:


- LIGHTING switch ....................................... NIGHT or NVG as required,
- Displays ..................................................... Check brightness and adjust as
required,
- If in NVG mode:
CAUT/ADVSY DIM potentiometer ................ Check Cautions and Advisories dim
and adjust as required,
- Anti-collision light DIM mode (if fitted) ........ Do Not Select.
- Anti-collision light ....................................... ON.

5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

APPROVED EC 155 B1
SUP.40
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FLIGHT MANUAL

"UNS-1D" NAVIGATION SYSTEM

DGAC APPROVED EC 155 B1


SUP.52.P1
A 02-20 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP. 52 P1 1 02-20
SUP. 52 P5 1 08-50 R
SUP. 52 1 08-50 R
SUP. 52 2 08-50 R
SUP. 52 3 08-36
SUP. 52 4 08-36
SUP. 52 5 08-50 R

LIST OF THE LATEST NORMAL NORMAL REVISION : 2


APPROVED REVISIONS DATE : 15/07/2009

No. Date No. Date


0 02-20
1 08-36 EASA approval No R.A.01636
2 08-50 on 05/07/2009

EASA APPROVED EC 155 B1


SUP.52.P5
A 08-50 Page 1
FLIGHT MANUAL

1 GENERAL
This Supplement does not represent an authorization for operational use.
The UNS-1D (FMS Class B2-B4) complies with the requirements of AC 20-130 and
AMJ 20X2 for:
VFR Day and Night flight as a navigation supplement.
IFR flight en-route as a supplemental navigation source.
BRNAV.

1.1 ND HSI AND SECTOR SYMBOLOGY

HLD = The holding pattern is shown with the graphic of ND

Figure 1 - ND HSI and Sector symbology

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1.2 BACK-UP GPS (OPTION)


Upon FMS failure, it is possible to use the back-up GPS as NMS navigation source
on NDs. The commutation is performed through a dedicated control box on the
pedestal. An annunciator illuminates when the back-up GPS is selected. AFCS NAV
mode remains available with the back-up GPS.

NOTE
1. Selection of the back-up GPS is possible only if the FMS is switched off.

2. When the back-up GPS is selected, the corresponding GPS flight manual
supplement remains applicable.

CONSOLE INSTRUMENT PANEL

NMS
NORM B/U
NMS
B/UP

Commutation box Annunciator

Figure 2 - Commutation box and annunciator

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are completed or modified by the following limitations.
The use of the FMS for SIDs-STARs and instrument approaches is prohibited.

2.1 PLACARD
INSTRUMENT PANEL

USING FMS FOR SIDs-STARs


AND INSTRUMENT
APPROACHES IS PROHIBITED

EASA APPROVED EC 155 B1


SUP.52
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FLIGHT MANUAL

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are completed or modified by the following
emergency procedures.

3.1 FMS FAILURES

CORRECTIVE ACTIONS

Revert to back-up GPS if fitted (refer to 3.2) or use conventional


R NAV navigation instruments. In the latter case, if in B-RNAV airspace,
+ contact ATC to revert to conventional navigation.

at ND

NMS

CONTINUE THE FLIGHT


Loss of power
supply
or
position
solution
invalid

At ND Revert to back-up GPS if fitted (refer to 3.2) or use conventional


navigation instruments. In the latter case, if in B-RNAV airspace,
DR
contact ATC to revert to conventional navigation.

NMS
degradation
CONTINUE THE FLIGHT

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CORRECTIVE ACTIONS
At ND Check message on CDU and verify degraded mode

- If message at CDU RAIM check at ND :


MSG
a) IF : NMS OR NMS UNS 1D can be used
Message DME/DME VOR/DME
waiting

CONTINUE THE FLIGHT

b) IF NO : Revert to back-up GPS if fitted (refer to 3.2) or use


conventional navigation instruments. In the latter case,
if in B-RNAV airspace, contact ATC to revert to
conventional navigation.

NOTE

"En-route", with only the GPS, the UNS 1D can still be used subject to
checking the navigation data by conventional equipment at least every
15 min.

CONTINUE THE FLIGHT

3.2 REVERSION TO BACK-UP GPS (OPTION)

NOTE
Back-up GPS is to be used when the FMS or its navigation
sensors have failed
- AFCS NAV mode .......................................Disengage
- FMS ...........................................................Switch-off NMS
- NMS selector..............................................switch to B/U B/UP

- AFCS NAV mode .......................................Re-engage as required


- Refer to the flight manual supplement of the back-up GPS for operations.

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4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are completed or modified by the following normal
procedure:
The flight in BRNAV space makes it necessary to ensure the RAIM prediction.
Before the start of navigation, the crew must read the CDU messages to check that
all the validities are present.
The "PILOT GUIDE" operating manual (P/N 2423SV604.2) must be up to date and
available on-board the aircraft.
The equipment in use must have software loaded (SW 604.2) which is compatible
with the above mentioned "PILOT GUIDE".
The crew must check the validity and accuracy of the data base information (28-day
validity) relative to the official documentation.
For an IFR and BRNAV flight, the facilities specified in Section 2.3 5 of the present
manual must be serviceable.

NOTE 1

The legs representative of DME arc or interception turn can be traced as a track
between fixes or represented as a blank.

NOTE 2
Use of the VHF frequencies listed below: 121.150 - 121.175 - 121.200 - 131.200 -
131.250 - 131.275 -131.300 MHz, may possible interference with operation of the GPS
receiver after 10 to 15 s of transmission time, returning to normal approximately 3 s
after the end of transmission.

5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

EASA APPROVED EC 155 B1


SUP.52
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AERONAV TYPE III NAVIGATION SYSTEM

DGAC APPROVED EC 155 B1


SUP.53.P1
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FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP. 53 P1 1 02-20
SUP. 53 P5 1 11-48 R
SUP. 53 1 11-48 R
SUP. 53 2 11-48 R
SUP. 53 3 11-48 R
SUP. 53 4 11-48 R
SUP. 53 5 11-48 N
SUP. 53 6 11-48 N

LIST OF THE LATEST NORMAL NORMAL REVISION : 2


APPROVED REVISIONS
No. Date No. Date
0 02-20
1 05-35
2 11-48 EASA approval N 10038215
on 27.01.2012

EASA APPROVED EC 155 B1


SUP.53.P5
A 11-48 Page 1
FLIGHT MANUAL

1 GENERAL
The use of this type of installation is subject to the agreement of the Operational
Authorities.
Configuration without APCH caption light or with APCH caption light
inactive
The AeroNav III (GPS Class A2) complies with the requirements for:
Single-pilot configuration:
VFR Day and Night flight en-route as a navigation supplement.
IFR flight en-route as a supplemental navigation source.
BRNAV.
Dual-pilot configuration:
IFR flight terminal (SIDs & STARs) as a supplemental navigation source.

Configuration with APCH caption light active


The AeroNav III (GPS Class A2) complies with the requirements for:
Single-pilot configuration:
VFR Day and Night flight en-route as a navigation supplement.
IFR flight en-route as a supplemental navigation source.
BRNAV.
Dual-pilot configuration:
IFR flight terminal (SIDs & STARs) and non-precision approach (GPS stand-
alone and GPS overlay, VOR, VOR-DME, NDB, RNAV) as a supplemental
navigation source.

EASA APPROVED EC 155 B1


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1.1 ND HSI AND SECTOR SYMBOLOGY

Figure 1 - ND HSI and Sector symbology

EASA APPROVED EC 155 B1


SUP.53
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FLIGHT MANUAL

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.

2.1 CONFIGURATION WITHOUT APCH CAPTION LIGHT OR WITH


APCH CAPTION LIGHT INACTIVE
The use of the AeroNav III navigation system as navigation source for instrument
terminal procedures is restricted to dual-pilot configuration.
THE USE OF THE AERONAV III NAVIGATION SYSTEM AS NAVIGATION
SOURCE FOR INSTRUMENT APPROACH PROCEDURES IS PROHIBITED.

2.1.2 Placard
INSTRUMENT PANEL

USING GPS FOR INSTRUMENT


APPROACHES IS PROHIBITED

2.2 CONFIGURATION WITH APCH CAPTION LIGHT ACTIVE


The use of the AeroNav III navigation system as navigation source for instrument
terminal and approach procedures is restricted to dual-pilot configuration.

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3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures.

CORRECTIVE ACTIONS
R NAV Use conventional navigation instruments.
In BRNAV airspace, contact ATC to revert to conventional
+
navigation.
at ND
Configuration with APCH caption light active:
NMS During the final phase of an instrument approach using the
AERONAV III, execute a missed approach procedure except if a
Loss of power conventional navigation means approved for the approach are
supply displayed and operational.
or
position
solution
CONTINUE THE FLIGHT
invalid

At ND Use conventional navigation instruments.


In BRNAV airspace, contact ATC to revert to conventional
DR
navigation.
GPS Configuration with APCH caption light active:
degradation During the final phase of an instrument approach using the
AERONAV III, execute a missed approach procedure except if a
conventional navigation means approved for the approach are
displayed and operational.

CONTINUE THE FLIGHT

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CORRECTIVE ACTIONS
On instrument Check message on CDU and verify degraded mode
panel
- If message at CDU RAIM :
MSG - Use conventional navigation instruments.
- En-route, AERONAV III navigation can still be used provided
+ position can be checked with conventional means of navigation
at least every 15 min. In BRNAV airspace, if the consistency
At ND check is impossible, contact ATC to revert to conventional
MSG navigation.
- If the helicopter is outside BRNAV airspace, it shall not enter
BRNAV airspace.
Message
waiting Configuration with APCH caption light active:
- During the final phase of an instrument approach using the
AERONAV III, execute a missed approach procedure except if
the conventional navigation means approved for the approach
are displayed and operational.

CONTINUE THE FLIGHT

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedure:

4.1 GENERAL
If a flight in BRNAV airspace is planned, the availability of the RAIM should be
confirmed for the intended flight (route and time).
Before the start of navigation, the crew must read the CDU messages to check
that all the validities are present.
The Aeronav III operators Manual, P/N HB-NAV-350, Rev 5, or later appropriate
revision, must be up to date and available on-board.
The Aeronav III must have CDU loaded with approved software version 1.10 or
later (SW 1.10 or later have auto-pilot coupling capability).
The crew must check the validity and accuracy of the data base information (28-
day validity) relative to the official documentation.
For an IFR and BRNAV flight, the facilities specified in Section 2.3 5 of the
present manual must be serviceable.
Use the radial from or radial to only with HSI mode.
When using the SIDs/STARs, the crew must check that the graphics shown on
the ND comply with the official documentation, particularly as regards the DME
arcs and radial intercepts. In case of no compliance, the leg considered must be
performed with the conventional means or in HSI mode.

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NOTE 1

The legs representative of DME arc or interception turn can be traced as a track
between fixes or represented as a blank.
NOTE 2
Use of the VHF frequencies listed below: 121.150 - 121.175 - 121.200 - 131.200 -
131.250 - 131.275 -131.300 MHz, may possibly interference with operation of the
GPS receiver after 10 to 15 s of transmission time, returning to normal operation a
few seconds after the end of transmission.

4.2 INSTRUMENT APPROACHES (FOR CONFIGURATION WITH APCH


CAPTION LIGHT ACTIVE)
Instrument approaches performed with the AERONAV III must be accomplished in
accordance with approved instrument approach procedures that are retrieved from
the navigation database.
Accomplishment of ILS, LOC, LOC-BC, LDA, SDF and MLS approaches with this
system is not authorized.
Unless GPS approaches are approved for alternate airports by applicable
operating rules, airports selected as alternates must be served by an approach
based on other than GPS navigation. The aircraft must have operational
equipment capable of using that navigation aid, and the required navigation aid
must be operational.
Before starting an IFR navigation ending with a GPS instrument approach, check
(through the predictive RAIM function of the AERONAV III and/or GNSS NOTAMs)
that integrity monitoring is predicted to be available within 15 minutes of the
estimated time of arrival.
Instrument approaches must be conducted in the approach mode (APCH) and
GPS integrity monitoring (RAIM) must be available at the Final Approach Fix
(FAF).

NOTE

For certain approach procedures, including for example a racetrack procedure, the
AERONAV III may not present a guidance between the IAF and the final approach
segment. In these cases, other means must be used to fly the prescribed track
between the IAF and the final.

5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

EASA APPROVED EC 155 B1


SUP.53
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2.3 MAXIMUM WEIGHT FOR TRAINING PROCEDURES: CAT. B


OPERATIONS
PAGES
AIRCRAFT FITTED WITH AIR INTAKE SCREENS

Training CAT. B at aborted takeoff, landing or in cruise 300 ft above ground....15

AIRCRAFT FITTED WITH SAND FILTERS (SAND FILTERS INACTIVE)

Training CAT. B at aborted takeoff, landing or in cruise 300 ft above ground....23

NOTE
At that weight, practice of continued takeoff in CAT. B is prohibited below 300 ft AGL
(refer to CAT. A performance for this type of training)

3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are completed or modified by the following
emergency procedures.
Normal operation can be obtained at any time by selecting the "IDL1-FLT-IDL2" switch
to "FLT.

3.1 ACTUAL ENGINE FAILURE DURING TRAINING

CORRECTIVE ACTIONS
Failure of engine 1. Automatic inhibition of the TRAINING function:
supplying the
power or engine VEMD
running at
training idle
T LO Actual OEI 2 min rating armed.
The remaining
engine delivers
the required NOTE
power according
to demand up to TRAINING switch shall be returned to FLT after landing.
the actual OEI
2 min rating

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FLIGHT MANUAL
3.2 FADEC FAILURE DURING TRAINING

CORRECTIVE ACTIONS
1. Automatic inhibition of the training function:
FADEC FAIL
+ VEMD
red light on
cockpit
overhead panel
T LO Actual OEI 2 min rating armed.

+
LO
+
FF + END 2. FADEC FAIL Procedure .....................................Apply.

Major governor
failure

NOTE
Metering unit NOTE
frozen at fuel flow
value upon failure Training switch shall be returned to FLT after landing.

1. Automatic inhibition of the training function:


GOV
VEMD
Minor governor
failure T LO Actual OEI 2 min rating armed.

2. GOV Procedure .....................................Apply.

NOTE

Training switch shall be returned to FLT after landing.

EASA APPROVED EC 155 B1


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VIP WITH SWING-DOOR(S) INSTALLATION


AND ELECTRICALLY POWERED FOOTSTEP(S)

EASA APPROVED EC 155 B1


SUP.57.P1
A 06-37 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP. 57 P1 1 06-37
SUP. 57 P5 1 10-29 R
SUP. 57 1 06-37
SUP. 57 2 10-29 R
SUP. 57 3 10-29 R
SUP. 57 4 10-29 R

LIST OF THE LATEST NORMAL NORMAL REVISION : 3


APPROVED REVISIONS DATE :
No. Date No. Date
0 02-20
1 02-40
2 06-37 EASA approval N 10032579
3 10-29 on November 16, 2010

EASA APPROVED EC 155 B1


SUP.57.P5
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FLIGHT MANUAL

1 GENERAL
The VIP installation incorporates specific seats and accommodation.

1.1 PILOT'S CONTROLS AND INDICATORS

OVERHEAD PANEL CAD

STEP : Relevant step not closed

RH or LH

Figure 1 controls and indicators

1.2 OPERATION
STEP switch position :
OPEN : Open The footstep(s).
CLOSE : Close The footstep(s).

EASA APPROVED EC 155 B1


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2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.

2.1 PROHIBITED MANEUVERS


Doors-open flights and in-flight door actuation is prohibited.
Opening footstep(s) in flight is prohibited.

2.2 MINIMUM FLIGHT CREW / MAXIMUM PERSONNEL TRANSPORT


CAPABILITY
Minimum flight crew :
One pilot in right-hand seat.
Maximum number of seats (including flight-crew): 10.

2.3 EMERGENCY EXIT


FLAPING DOORS WINDOWS

1 PULL COVER
2 PULL TAPE TO REMOVE SEAL
3 PUSH WINDOW IN CORNER

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3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following emergency procedures.

3.1 FAILURES INDICATED BY A WARNING LIGHTS

CORRECTIVE ACTIONS
STEP 1 - IAS.......................................... < 90 kt

RH or/and LH 2 - STEP ...................................... CLOSE

Step(s) not
correctly closed
STEP STEP

CONTINUE THE FLIGHT - VNE .............................. 90 kt

CONTINUE THE FLIGHT

3.2 EMERGENCY EVACUATION


In the event of an emergency landing or ditching, jettison the windows and the
cockpit doors after impact.

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4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedure.

4.1 INTERIOR INSPECTION


ADD:
For each occupied seat ................check the presence of head rest and safety belt

4.2 PRE-TAXIING CHECKLIST


ADD:
9 (bis) - Step(s) ........................................ Close.

4.3 APPROACH-LANDING
When on ground:
7 - Step(s) ................................................ Open.

5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

EASA APPROVED EC 155 B1


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"UNS-1LW" FMS
SCN 1000.3 OR LATER APPROVED VERSIONS

EASA APPROVED EC 155 B1


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LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP. 59 P1 1 10-12
SUP. 59 P5 1 10-28 R
SUP. 59 1 10-12
SUP. 59 2 10-12
SUP. 59 3 10-12
SUP. 59 4 10-28 R
SUP. 59 5 10-12
SUP. 59 6 10-28 R
SUP. 59 7 10-28 R
SUP. 59 8 10-28 R
SUP. 59 9 10-28 R
SUP. 59 10 10-28 R

LIST OF THE LATEST NORMAL NORMAL REVISION : 1


APPROVED REVISIONS DATE :

No. Date No. Date


0 10-12
1 10-28 EASA approval N 10031697
on September, 2010

EASA APPROVED EC 155 B1


SUP.59.P5
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FLIGHT MANUAL

1 GENERAL
This Supplement does not represent an authorization for operational use.
The UNS-1LW FMS multi-sensor navigation system installation complies with the
requirements for the following navigation modes and operations:

1) GPS navigation mode:


- VFR day and night as a navigation supplement.
- IFR en-route, terminal (SIDs & STARs) and non-precision approach (GPS stand-
alone and GPS overlay VOR, VOR-DME, NDB, RNAV) as a supplemental
navigation source.
- B-RNAV.
- P-RNAV.
2) DME-DME (automatic tuning) navigation mode:
- VFR day and night as a navigation supplement.
- IFR en-route as a supplemental navigation source.
- B-RNAV.
3) VOR-DME (manual tuning) navigation mode:
- VFR day and night as a navigation supplement.
- IFR en-route as a supplemental navigation source.
- B-RNAV.
The FMS receives data from the different navigation sensors.
It outputs the different navigation data to its CDU and to the FDS display units.
The FMS manages flight plans including the following patterns and procedures:
- Direct to.
- Holding patterns
- Route and route discontinuity.
- Fly over / fly by guidance.
- SIDs & STARs procedures.
- Non-precision approaches.
The FMS provides following guidance data to the autopilot and/or to the FDS displays:
- XTK - Cross track deviation.
- TKE - Track error.
- DA - Drift angle.
- DTK - Desired track.
- Bearing, time to go, distance to go to next waypoint.
- TO-FROM indication.
- Track change alert, end of route, annunciation.
- Roll steering (with limited speed and maximum value).
- Validity information (RNAV and DR)

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1.1 DESCRIPTION
The self-contained navigation system is made up of:

- A FMS computer, with an embedded GPS SBAS receiver and with its control and
display unit (CDU). (In normal operation the computer controls all the navigation
functions).
- Various peripheral sensors and equipment items.

The FMS computer is connected to the following equipments:

- VOR 2 (manual tuning).


- DME.
- ADC 2.
- AHRS 2.
- MFDs.
- A landing gear contactor.
- A Portable Data Transfer Unit (PDTU).

Abbreviations used:

AHRS:..... Attitude and Heading Reference System.


B-RNAV: . Basic RNAV.
CDU:....... Control and Display Unit.
DR: ......... Dead reckoning.
FAF:........ Final Approach Fix.
FMS: ....... Flight Management System.
GPS: ....... Global Positioning System.
LDA: ....... Localizer type Directional Aid.
PDTU:..... Portable Data Transfer Unit.
P-RNAV: . Precision RNAV.
SDF: ....... Simplified Directional Facility.
SID: ........ Standard Instrument Departure.
STAR: ..... Standard Arrival Route.

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1.2 ND HSI AND SECTOR SYMBOLOGY


FMS navigation FMS message annunciation
mode FMS dead reckoning
mode annunciation

DTK
Blinks upon Track
Change Alert Lateral full scale
deviation in NM

Figure 1 - ND HSI and Sector symbology

1.3 APPROACH ANNUNCIATORS (INSTRUMENT PANEL)

APCH Illuminates when the FMS is in approach mode

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1.4 BACK-UP GPS (OPTION)
Upon FMS failure, it is possible to use the back-up GPS as NMS navigation source
on NDs. The commutation is performed through a dedicated control box on the
pedestal. An annunciator illuminates when the back-up GPS is selected. AFCS NAV
mode remains available with the back-up GPS.

NOTE
1. Selection of the back-up GPS is possible only if the FMS is switched off.
2. When the back-up GPS is selected, the corresponding GPS flight manual
supplement remains applicable.

CONSOLE INSTRUMENT PANEL

NMS
NORM B/UP
NMS
B/UP

Commutation box Annunciator

Figure 2 - Commutation box and annunciator

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations.
- The database is not guaranteed.
- LP (V) approaches are prohibited. As a consequence, LP (V) approaches are
disabled per configuration and shall remain so.
- Accomplishment of ILS, LOC, LOC-BC, LDA, SDF and MLS approaches with this
system is not authorized.
- The use of the GPS SBAS sensor is restricted to GPS mode. As a consequence,
SBAS modes (WAAS, EGNOS, MSAS, GAGAN) are disabled per configuration and
shall remain so.
- The use of the DME-DME and the VOR-DME navigation modes of the FMS are
restricted to En Route.
- The use of the Selected Cross track-Parallel Course mode (SXTK) is prohibited in
IFR.

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3 EMERGENCY AND ABNORMAL PROCEDURES


3.1 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable.

3.2 ABNORMAL PROCEDURES

3.2.1 General
The xR NAVx caution light on the Caution and Advisory Display (CAD) and the
xNMSx and xMSGx annunciators on the NDs appear when failures related to the
FMS occur.

CORRECTIVE ACTIONS

R NAV - Refer to 3.2.2

+
on ND
NMS

FMS failure

on ND - Refer to the FMS CDU in order to analyze the messages displayed


by the FMS.
MSG

Message waiting

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3.2.2 FMS failures

CORRECTIVE ACTIONS

R NAV - En route, revert to back-up GPS if fitted (refer to 3.3) or use


conventional navigation instruments. In the latter case, if in
+ B-RNAV airspace, contact ATC to revert to conventional
navigation.
on ND
- In Terminal area, revert to conventional navigation. If in P-RNAV
NMS procedure, contact ATC to revert to conventional navigation.
- During the final phase of an instrument approach using the FMS,
execute a missed approach procedure except if the other
navigation means approved for the approach are displayed and
operational.
Revert to conventional navigation for the missed approach.
FMS major failure
CONTINUE THE FLIGHT

3.2.3 Navigation modes failures

CORRECTIVE ACTIONS
on ND
- En route, use the FMS if in DME-DME or VOR-DME mode or
MSG revert to back-up GPS if fitted (refer to 3.3) or revert to
conventional navigation. In the latter case, if in B-RNAV airspace,
+
contact ATC to revert to conventional navigation.
MSG
- In Terminal area, revert to conventional navigation. If in P-RNAV
FMS annunciator procedure, contact ATC to revert to conventional navigation.
+ - During the final phase of an instrument approach using the FMS,
XWAAS1 FAILEDX execute a missed approach procedure except if the other
or navigation means approved for the approach are displayed and
xWAAS1 NOT NAVx operational.
Revert to conventional navigation for the missed approach.
on FMS
CONTINUE THE FLIGHT

Loss of GPS
navigation

EASA APPROVED EC 155 B1


SUP.59
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FLIGHT MANUAL

CORRECTIVE ACTIONS
on ND
- En route, GPS navigation can still be used provided the position can
MSG be checked with the DME-DME or the VOR-DME mode or with the
other means of navigation at least every 15 min. If the consistency
+
check is impossible, revert to back-up GPS if fitted (refer to 3.3) or
MSG revert to conventional navigation. In the latter case, if in B-RNAV
FMS annunciator airspace, contact ATC to revert to conventional navigation.
+ - In Terminal area, revert to conventional navigation. If in P-RNAV
XNO SATTELITEX procedure, contact ATC to revert to conventional navigation.
XINTEGRITYX - During the final phase of an instrument approach using the FMS,
execute a missed approach procedure except if the other navigation
on FMS means approved for the approach are displayed and operational.
Revert to conventional navigation for the missed approach.
GPS autonomous
integrity CONTINUE THE FLIGHT
monitoring is not
available for the
current phase of
flight.

on ND
- En route, use the FMS in DME-DME or VOR-DME mode (after GPS
MSG deselection) or revert to back-up GPS if fitted (refer to 3.3) or revert
to conventional navigation. In the latter case, if in B-RNAV airspace,
+
contact ATC to revert to conventional navigation.
XPOSX + MSGx
- In Terminal area, revert to conventional navigation. If in P-RNAV
FMS annunciator procedure, contact ATC to revert to conventional navigation.
+ - During the final phase of an instrument approach using the FMS,
SATELLITEXPOSI execute a missed approach procedure except if the other navigation
XALARMX means approved for the approach are displayed and operational.
Revert to conventional navigation for the missed approach.
on FMS

CONTINUE THE FLIGHT


The GPS error
exceeds the
maximum error
allowed for the
current phase of
flight.

EASA APPROVED EC 155 B1


SUP.59
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CORRECTIVE ACTIONS
on ND
- En route, revert to back-up GPS if fitted (refer to 3.3) or revert to
MSG conventional navigation. In the latter case, if in B-RNAV airspace,
contact ATC to revert to conventional navigation.
+
- In Terminal area, revert to conventional navigation. If in P-RNAV
XPOSX + MSGx
procedure, contact ATC to revert to conventional navigation.
FMS annunciator
- During the final phase of an instrument approach using the FMS,
+ execute a missed approach procedure except if the other navigation
XPOSITIONX means approved for the approach are displayed and operational.
XUNCERTAINX Revert to conventional navigation for the missed approach.
on FMS

The FMS Actual


CONTINUE THE FLIGHT
Navigation
Performance
(ANP) value
exceeds the
Required
Navigation
Performance
(RNP).

on ND
- En route, revert to back-up GPS if fitted (refer to 3.3) or revert to
MSG + DR conventional navigation. In the latter case, if in B-RNAV airspace,
+ contact ATC to revert to conventional navigation.

XPOSX + MSGx - In Terminal area, revert to conventional navigation. If in P-RNAV


procedure, contact ATC to revert to conventional navigation.
FMS annunciator
- During the final phase of an instrument approach using the FMS,
+ execute a missed approach procedure except if the other navigation
XDEADX means approved for the approach are displayed and operational.
XRECKONINGX
Revert to conventional navigation for the missed approach.
XMODEX
on FMS

The FMS is in CONTINUE THE FLIGHT


Dead Reckoning
navigation mode.

EASA APPROVED EC 155 B1


SUP.59
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3.3 REVERSION TO BACK-UP GPS (OPTION)

NOTE
Back-up GPS is to be used when the FMS or its navigation
sensors have failed
- AFCS NAV mode ........................................... Disengage
- FMS ............................................................... Switch-off NMS
- NMS selector ................................................. switch to B/UP B/UP

- AFCS NAV mode ........................................... Re-engage as required


- Refer to the flight manual supplement of the back-up GPS for operations.

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:

4.1 GENERAL
- Before starting navigation, check that all validities are present by reading the FMS
messages.
- The FMS must be in software version SCN 1000.3 or later approved versions.
- The FMS operator's manual (P/N 2423sv1000/1100 or later appropriate versions)
must be up to date and readily available on-board the aircraft.
- The crew must ensure that the information in the data base is up to date (every 28
days) and check it against the official documentation.
- If a flight in B-RNAV airspace is planned, the availability of the RAIM should be
confirmed for the intended flight (route and time).

NOTE
1. Using the VHF frequencies listed below:
- 121.150 - 121.175 - 121.200 - 131.200 - 131.250 - 131.275 - 131.300
MHz, may impair the GPS receiver performance after approximately 10 to
15 s in transmit mode, the receiver reverting to normal operation a few
seconds after transmission.
- The GPS performance is not guaranteed at cabin temperatures below
20 C.
2. The FMS Vertical NAVigation (VNAV) function is not interfaced to the
displays neither to the AFCS.

3. In some cases (end of a flight plan, direct to the last waypoint of a flight plan),
there is no message indicating that the last waypoint of the flight plan is
reached and that the current leg is extended.

EASA APPROVED EC 155 B1


SUP.59
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FLIGHT MANUAL

4.2 TERMINAL AREA OPERATIONS


- For SIDs or STARs procedures, the crew must check that the displayed procedure
is compliant with the official documentation, particularly as regards the DME arcs
and radial intercepts. In case of non-compliance, the leg considered must be
performed with the conventional means of navigation or, in HSI mode.
- Holding patterns, being not displayed in sector mode, must be performed in HSI
mode.
- P-RNAV procedures must be conducted with the GPS navigation mode and the
availability of GPS integrity monitoring should be confirmed for the intended flight
(procedure and time).

4.3 INSTRUMENT APPROACHES


- Instrument approaches performed with this system must be accomplished in
accordance with approved instrument approach procedures that are retrieved from
the navigation database.
- Instrument approaches must be conducted in the approach mode with the GPS
navigation mode, the ND in HSI mode and GPS integrity monitoring must be
available at the Final Approach Fix (FAF).
- When an alternate airport is required:
. this airport must be served by an approach based on a navigation aid other
than GPS navigation.
. the aircraft must have operational equipment capable of using that navigation
aid.
. the required navigation aid must be operational.
NOTE
1. For certain approach procedures, including for example a racetrack
procedure, the FMS may not present a guidance between the IAF and the
final approach segment. In these cases, other means of navigation must be
used to fly the prescribed track between the IAF and the final.
2. When pressing the FAF, the HSI lateral deviation scale switches to an
angular scaling equivalent to that of an ILS Localizer. The full-scale deviation
readout in NM displayed on the HSI then decreases continuously. During
Missed Approach, the deviation scaling remains angular until the End Off
Approach (EOA) is sequenced. After sequencing the EOA, the scaling
transitions back to linear.
3. If it is planed to proceed directly to a SID upon the missed approach, the SID
can be prepared in advance only if the airport where the approach is
performed is also selected as departure airport in the active flight plan.

5 PERFORMANCE
5.1 REGULATORY PERFORMANCE DATA
The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

EASA APPROVED EC 155 B1


SUP.59
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FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

DUAL GPS 400 W

(SOFTWARE VERSIONS MAIN 4.01 GPS 3.2 OR LATER APPROVED VERSIONS)

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.60.P1
A 15-05 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SUP.60.P1 1 15-05 SUP.60 5 15-05


SUP.60.P5 1-2 15-28 R SUP.60 6 15-05
SUP.60 7 15-05
SUP.60 1 15-05 SUP.60 8 15-28 R
SUP.60 2 15-05 SUP.60 9 15-28 R
SUP.60 3 15-05 SUP.60 10 15-05
SUP.60 4 15-05

LOG OF APPROVED NORMAL REVISIONS

EASA approval No. 10035105


NORMAL REVISION 0 date code 11-10
on May 25, 2011.
Approved on August 1, 2014 under the
NORMAL REVISION 1 date code 14-29
authority of EASA DOA NEASA.21J.056.
Incorporation of new brand "Airbus Helicopters" instead of "Eurocopter",
Main points
update Normal Procedures.
Revised
SUP.60.P1 page 1, SUP.60.P5 page 1 and SUP.60 all pages.
information
Deleted
None
information
EASA approved No 10053045
NORMAL REVISION 2 date code 15-05
on April 22, 2015
Cancellation of "GPS switch off and restart" Caution and "GPS POWER-
Main points
ON" procedure, layout improvement.
Revised
SUP.60.P1 page 1, SUP.60.P5 page 1, SUP.60 pages 2 to 10.
information
Deleted "GPS switch off and restart" Caution and "GPS POWER-ON" procedure
information (introduced with NR 1) are deleted.

APPROVED EC 155 B1
SUP.60.P5
A 15-28 Page 1
FLIGHT MANUAL

LOG OF APPROVED NORMAL REVISIONS

Approved on August 18, 2015 under the


NORMAL REVISION 3 date code 15-28 authority of EASA Design Organization
Approval No.21J.056
Main points Adding a NOTE for versions of software
Revised
SUP.60.P5 page 1 and SUP.60 pages 8 and 9
information
Deleted
None
information

APPROVED EC 155 B1
SUP.60.P5
A 15-28 Page 2
FLIGHT MANUAL

1 GENERAL
This Supplement does not represent an authorization for operational use.

1.1 OPERATIONS
The dual GPS 400 W navigation system installation complies with the requirements
for the following operations:
- VFR day and night as navigation supplement.
- IFR en-route, terminal (SIDs & STARs) and non-precision approach (GPS stand-
alone and GPS overlay VOR, VOR-DME, NDB, RNAV) as a supplemental
navigation source.
- B-RNAV.
- P-RNAV.

1.2 DESCRIPTION
1.2.1 Cross fill
The dual GPS 400 W navigation system works in a synchronised manner provided
both GPS are configured to AUTOMATIC CROSSFILL (refer to 2).
A change of flight plan or a Direct To carried out on one unit will be automatically
reflected on the other. An exception is the OBS mode which is not cross filled
(refer to 4).

1.2.2 Installation
Each GPS 400 W has its own antenna on the top of the tail fin.
Power supply GPS 1: 28V SHED BUS 1, GPS 2: 28V PRIMARY BUS 2 and 28V
ESSENTIAL BUS 2

1.2.3 Interface
Both GPS 400 W are interfaced to the avionic system via the display system but
only one can be used as a navigation source at a time and coupled to the AFCS

based on the selection via the pushbutton.

The primary displays of the GPS navigation are the navigation displays (ND) on
both pilot and co-pilot side. When the NMS pushbutton is set to NMS1 (2) then
NMS1 (2) is the only GPS navigation source accessible on each ND.
The primary displays are completed by:
- an "NMS1/NMS2 - INTG/MSG - APR - OBS SUSP" annunciator on the
instrument panel on both pilot and co-pilot sides,
- the integrated displays on both GPS 400 W which can be used in a
complementary way.
APPROVED EC 155 B1
SUP.60
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FLIGHT MANUAL

Block diagram

APPROVED EC 155 B1
SUP.60
A 15-05 Page 2
FLIGHT MANUAL

Abbreviations used:
ADC: ....... Air Data Computer. GPS: ....... Global Positioning System.
AFCS: ..... Automatic Flight LDA: ........ Localizer type Directional Aid.
Control System. ND: .......... Navigation Display.
B-RNAV: . Basic RNAV. PFD: ........ Primary Flight Display.
FAF: ........ Final Approach Fix. P-RNAV: . Precision RNAV.
FDS: ........ Flight Display System. RAIM: ...... Receiver Autonomous Integrity
GLS: ........ GNSS Landing System. Monitoring.
GNSS: ..... Global Navigation SID: ......... Standard Instrument Departure.
Satellite System. STAR: ..... Standard Arrival Route.

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used
remain applicable and are supplemented or modified by the following limitations:
- The use of any SBAS mode (WAAS, EGNOS...) is prohibited. All available SBAS
modes shall be disabled,
- The use of the terrain function is prohibited. The terrain function shall be disabled,
- Both GPS 400 Ws shall be configured to AUTOMATIC CROSSFILL,
- The database is not guaranteed,
- Accomplishment of ILS, LOC, LOC-BC, LDA, SDF and MLS approaches with the
GPS function of this system is not authorized,
- The use of the OBS mode is restricted to the selected GPS,
- AFCS Nav coupling is prohibited in OBS mode,
- VNAV information provided by the GPS 400 W may be used for advisory
information only.

APPROVED EC 155 B1
SUP.60
A 15-05 Page 3
FLIGHT MANUAL

3 EMERGENCY AND ABNORMAL PROCEDURES

3.1 EMERGENCY PROCEDURES


The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain.

3.2 ABNORMAL PROCEDURES


3.2.1 General

The annunciator on the NDs or or on instrument


panel annunciator appear when failures related to the selected GPS occur.

CORRECTIVE ACTIONS

- Refer to 3.2.2.
on ND
Selected GPS
failure

- Refer to the MSG page of the selected GPS ( 3.2.3).


or

on instrument
panel annunciator

APPROVED EC 155 B1
SUP.60
A 15-05 Page 4
FLIGHT MANUAL
RCD
The following Caution is added in paragraph 3.2.1:

3.2 ABNORMAL PROCEDURES


3.2.1 General

CAUTION
IF ONE OR BOTH GPS 400 W ARE SHEDDED, SWITCH OFF THE
CORRESPONDING GPS 400 W AND RESTART ACCORDING TO
NORMAL PROCEDURE (SEE 4.2.)

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL IF MODIFICATION
MOD No. 07-22B70 IS FITTED TO THE AIRCRAFT.

APPROVED EC 155 B1
SUP.60
A 15-05 Page 4
*RC*
FLIGHT MANUAL

3.2.2 GPS 400 Failure

CORRECTIVE ACTIONS

- Select the other GPS.


on ND
Selected GPS CONTINUE THE FLIGHT
failure

3.2.3 GPS navigation Failure

CORRECTIVE ACTIONS

1. GPS navigation is lost only on selected GPS.


- Select the other GPS.
on instrument
panel annunciator 2. GPS navigation is lost on both GPS.
+ - Use conventional navigation instruments,
- In B-RNAV airspace or P-RNAV procedure, contact
ATC to revert to conventional navigation,
on GPS - During the final phase of an instrument approach based
on GPS, execute a missed approach procedure except
+ if other navigation means approved for the approach
"Loss of GPS are displayed and operational.
Navigation" Revert to conventional navigation for the missed
In MSG page approach.
Loss of GPS
navigation CONTINUE THE FLIGHT

APPROVED EC 155 B1
SUP.60
A 15-05 Page 5
FLIGHT MANUAL

CORRECTIVE ACTIONS

1. only on selected GPS.


+ - Select the other GPS.

2. on both GPS.
on instrument - En route, GPS navigation can still be used provided the
panel annunciator position can be checked with the other means of
+ navigation at least every 15 min. If the consistency
check is impossible, revert to conventional navigation.
In that case, if in B-RNAV airspace, contact ATC to
revert to conventional navigation,
on GPS - In terminal area, revert to conventional navigation. If in
+ P-RNAV airspace, contact ATC to revert to conventional
navigation,
"Loss of
- During the final phase of an instrument approach based
integrity"
on GPS, execute a missed approach procedure except if
in MSG page other navigation means approved for the approach are
displayed and operational.
GPS autonomous Revert to conventional navigation for the missed
integrity monitoring approach.
is not available for
the current phase CONTINUE THE FLIGHT
of flight

- Select the other GPS.


on instrument
panel annunciator
+

CONTINUE THE FLIGHT


on GPS
+
"MAIN processor
requires service"
in MSG page

APPROVED EC 155 B1
SUP.60
A 15-05 Page 6
FLIGHT MANUAL

CORRECTIVE ACTIONS
- Use conventional navigation instruments.
on instrument - En route, GPS navigation can still be used provided the
panel annunciator position can be checked with the other means of navigation
at least every 15 min. If the consistency check is impossible,
+ revert to conventional navigation. In that case, if in B-RNAV
airspace, contact ATC to revert to conventional navigation.
- In terminal area, revert to conventional navigation. If in P-
on GPS RNAV airspace, contact ATC to revert to conventional
navigation.
+
- During the final phase of an instrument approach based on
"RAIM position
GPS, execute a missed approach procedure except if other
warning"
navigation means approved for the approach are displayed
in MSG page and operational.
Revert to conventional navigation for the missed approach.
GPS position error
may exceed the
limits for current CONTINUE THE FLIGHT
phase of flight

1. only on selected GPS.


on instrument - Select the other GPS.
panel annunciator
+ 2. on both GPS.
- Execute a missed approach procedure except if other
navigation means approved for the approach are
on GPS displayed and operational.
Revert to conventional navigation for the missed
+ approach.
"ABORT
APPROACH
- Loss of
CONTINUE THE FLIGHT
Navigation"
in MSG page

APPROVED EC 155 B1
SUP.60
A 15-05 Page 7
FLIGHT MANUAL
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures.

4.1 GENERAL
- Before starting navigation, check that all validities are present by reading the
GPS messages.
- Both GPS: the MAIN software must be in version 4.01 or later approved versions.
- Both GPS: the GPS software must be in version 3.2 or later approved versions.
- The GPS pilot's guide (190-0356-00 Rev. G or later appropriate references)
must readily available on-board the aircraft.
- The crew must ensure that the information in the data base is up to date (28
days update cycle) and check it against the official documentation.
- If a flight in B-RNAV airspace is planned, the availability of the RAIM should be
confirmed for the intended flight (route and time).
- The MAG VAR function shall be configured to MAG on both GPS. The
True/Mag selection is managed through the dedicated switch of the FDS.

NOTE
1. Using the VHF frequencies listed below:
121.150 - 121.175 - 121.200 - 131.200 - 131.250 - 131.275 - 131.300
MHz, may impair the GPS receiver performance after approximately
10 to 15 s in transmit mode, the receiver reverting to normal operation
a few seconds after transmission.
2. The GPS performance is not guaranteed at cabin temperatures below
- 20 C.
3. The GPS normally provides automatic waypoint sequencing in
selected IFR procedures but in some cases, automatic sequencing is
suspended (the "OBS SUSP" annunciator then comes on). In this
case, sequencing to next leg must be done manually by pressing the
OBS key on one of the GPS.

4.2 INTERIOR INSPECTION

NOTE
The software versions of the two GPS 400W must be identical.

APPROVED EC 155 B1
SUP.60
A 15-28 Page 8
FLIGHT MANUAL
RCD
The following procedures are added in paragraph 4:

4.2 (RE-) POWER-ON GPS ON GROUND OR IN FLIGHT


(AP SOFTWARE N9_72 Post MOD 22B70)
CAUTION
BEFORE (RE-) POWERING-ON A GPS, CHECK THAT IT IS NOT SELECTED FOR
NAVIGATION (ie BEFORE POWERING-ON GPS 1, VERIFY THAT NMS 2 IS
SELECTED (NMS 2 CAPTION LIGHT ON)). CHECK THAT THE GPS IS READY
FOR NAVIGATION (STATUS: 3D NAV IN SATELLITE STATUS PAGE) BEFORE
(RE-) SELECTING IT FOR NAVIGATION. NOT RESPECTING THIS PROCEDURE
WILL LEAD TO MALFUNCTIONS OF THE AFCS LOC UPPER MODE.

- NMS 1/2 selector ...................................................... Select NMS 1


- NMS 1 caption light................................................... Check On
- GPS 2 ....................................................................... Power On
- GPS 2/ Database confirmation page/ OK? ............... Check Database validity
then press ENT
- GPS 2/ Instrument panel self-test/ OK? .................... Press ENT
- GPS 2: Satellite Status Page is displayed ................ Check Status

Once Status= 3D NAV on GPS2/ Satellite Status Page,


- NMS 1/2 selector ...................................................... Select NMS 2
- NMS 2 caption light................................................... Check On
- GPS 1 ....................................................................... Power On
- GPS 1/ Database confirmation page/ OK? ............... Check Database validity
then press ENT
- GPS 1/ Instrument panel self-test/ OK? .................... Press ENT
- GPS 1: Satellite Status Page is displayed ................ Check Status
Once Status= 3D NAV on GPS1/ Satellite Status Page,
- NMS 1/2 selector ...................................................... As required
4.3 Pre-taxiing checklist
- Autopilot .................................................................... OFF
- AP ............................................................................. RESET
- Autopilot .................................................................... ON

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL IF MODIFICATION
MOD No. 07-22B70 IS FITTED TO THE AIRCRAFT.

APPROVED EC 155 B1
SUP.60
A 15-05 Page 9
*RC*
FLIGHT MANUAL
RCD
The following procedures are added in paragraph 4:

4.3 (RE-) POWER-ON GPS ON GROUND OR IN FLIGHT


(AP SOFTWARE N9_72 Post MOD 22B70)
CAUTION
BEFORE (RE-) POWERING-ON A GPS, CHECK THAT IT IS NOT SELECTED FOR
NAVIGATION (ie BEFORE POWERING-ON GPS 1, VERIFY THAT NMS 2 IS
SELECTED (NMS 2 CAPTION LIGHT ON)). CHECK THAT THE GPS IS READY
FOR NAVIGATION (STATUS: 3D NAV IN SATELLITE STATUS PAGE) BEFORE
(RE-) SELECTING IT FOR NAVIGATION. NOT RESPECTING THIS PROCEDURE
WILL LEAD TO MALFUNCTIONS OF THE AFCS LOC UPPER MODE.

- NMS 1/2 selector ...................................................... Select NMS 1


- NMS 1 caption light................................................... Check On
- GPS 2 ....................................................................... Power On
- GPS 2/ Database confirmation page/ OK? ............... Check Database validity
then press ENT
- GPS 2/ Instrument panel self-test/ OK? .................... Press ENT
- GPS 2: Satellite Status Page is displayed ................ Check Status

Once Status= 3D NAV on GPS2/ Satellite Status Page,


- NMS 1/2 selector ...................................................... Select NMS 2
- NMS 2 caption light................................................... Check On
- GPS 1 ....................................................................... Power On
- GPS 1/ Database confirmation page/ OK? ............... Check Database validity
then press ENT
- GPS 1/ Instrument panel self-test/ OK? .................... Press ENT
- GPS 1: Satellite Status Page is displayed ................ Check Status
Once Status= 3D NAV on GPS1/ Satellite Status Page,
- NMS 1/2 selector ...................................................... As required
4.4 Pre-taxiing checklist
- Autopilot .................................................................... OFF
- AP ............................................................................. RESET
- Autopilot .................................................................... ON

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL IF MODIFICATION
MOD No. 07-22B70 IS FITTED TO THE AIRCRAFT.

APPROVED EC 155 B1
SUP.60
A 15-28 Page 9
*RC*
FLIGHT MANUAL

4.3 TERMINAL AREA OPERATIONS


- DME arcs, radial intercepts and holding patterns must be performed with the
HSI format on the ND.
- For P-RNAV procedures, the availability of the RAIM should be confirmed for
the intended flight (procedure and time).
- To perform holding patterns which are not already programmed in the selected
procedure, use the OBS mode on the selected GPS and select the HSI format
on the ND.
Inbound Course selection is carried out directly on the GPS.
The holding pattern has then to be flown manually as with a conventional
navaid.

NOTE
Activating the OBS mode stops automatic waypoint sequencing. The
"OBS SUSP" annunciator remains on as long as the OBS mode is
active. Canceling the OBS mode reengages automatic waypoint
sequencing.

4.4 INSTRUMENT APPROACHES


- Instrument approaches must be accomplished in accordance with approved
instrument approach procedures that are retrieved from the navigation
database.
- The availability of the RAIM should be confirmed for the intended approach
(procedure and time).
- Instrument approaches must be conducted in the approach mode (APR
annunciators on instrument panel, LNAV displayed on GPS).
- When an alternate airport is required:
. this airport must be served by an approach based on a navigation aid other
than GPS navigation,
. the aircraft must have operational equipment capable of using that navigation
aid.
. the required navigation aid must be operational.

APPROVED EC 155 B1
SUP.60
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FLIGHT MANUAL

NOTE 1
To initiate a missed approach before the missed approach point
(MAP), the approach final segment should be followed above MDA
until the MAP is reached. Upon passing the MAP, the "OBS SUSP"
annunciator comes on. Pressing the OBS key will then activate the
missed approach procedure on the GPS.

NOTE 2
The GPS may not provide correct initial missed approach guidance
until established on a defined leg. It is reminded that it is the pilots
responsibility to verify that the guidance is in accordance with the
published procedure. Using GPS guidance in missed approach may
have to be differed until it is in accordance with the published
procedure.

5 PERFORMANCE

5.1 REGULATORY PERFORMANCE DATA


The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

APPROVED EC 155 B1
SUP.60
A 15-05 Page 10
FLIGHT MANUAL

FLIGHT MANUAL

EC 155B1

SPECIAL SUPPLEMENT

FLIR ULTRA FORCE 350


(WITH AND WITHOUT FLIR OPERATOR CONSOLE)

IMPORTANTE NOTE
The information contained herein supplements or supersedes the information given in
the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

EUROCOPTER Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

EASA APPROVED EC 155 B1


SUP.61.P1
A 13-09 Page 1
FLIGHT MANUAL

LIST OF EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R : Revised, to be replaced
N : New, to be inserted

SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)

SUP. 61 P1 1 13-09
SUP. 61 P5 1/01 13-09
SUP. 61 1 13-09
SUP. 61 2 13-09
SUP. 61 3 13-09
SUP. 61 4 13-09
SUP. 61 5 13-09

LIST OF THE LATEST NORMAL NORMAL REVISION : 0


APPROVED REVISIONS
No. Date No. Date
0 13-09

EASA approval No10047898 and


No10049270 on May 23, 2014

EASA APPROVED EC 155 B1


SUP.61.P5
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FLIGHT MANUAL

1 GENERAL
The FLIR "ULTRA FORCE 350" system provides surveillance, detection, acquisition,
recognition and many other applications.
The system includes:
Turret Camera Unit (TCU)
Hand Controller Unit (HCU)
FLIR operator console (if fitted)

1.1 POD INSTALLATION

The turret, fitted on the RH side of the aircraft, is a three-axis design, gyro stabilized
in outer azimuth, inner azimuth, and elevation.
The Field-of-Regard (FOR) for the system is +50 to 120 in elevation and a
continuous 360 in azimuth from the look-ahead position.
Refer to the Operators Manual for a complete description of the FLIR system.

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1.2 CONTROLS AND INDICATORS


1.2.1 System Control Unit

The following control items are implemented on the HCU:


Power On/Off DRIFT EI level/iris
Cage stow ZOOM
INV Auto focus focus ( F)
FLT-FRZ TRACK (T)
Ch enter Track Mode- Track Gate (G)
POL < PA > E-ZOOM
DRIFT AZ span/gain

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2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used remain
applicable and are supplemented or modified by the following limitations:

2.1 AIRSPEED LIMIT


Power-on flight
The decrease law shown in the Basic Flight Manual remains applicable but is
limited to:
- Absolute VNE ...................................................... 150 kt (278 km/h).

2.2 FLIR OPERATOR CONSOLE (IF FITTED)

When the FLIR operator console is installed (RH or LH):

1- Rear seats : Forbidden.


2- Lateral seat : Mandatory (Evacuation purpose).
3- Forward seat: At operator discretion.

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3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable.

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures:
CAUTION

STARTING THE ENGINES WITH THE FLIR SYSTEM SET TO ON


MAY CAUSE DAMAGE TO THE FLIR SYSTEM.

4.1 EXTERIOR INSPECTION


ADD:
STATION 1:
System cables ............................................................ securely attached
Optics windows .......................................................... clean and undamaged

4.2 PRE-STARTING CHECKLIST


ADD:
FLIR system ................................................................... OFF
until both engines have been started and while disconnection of the ground power
unit.

4.3 POST-STARTING CHECKLIST


ADD:
FLIR system ................................................................... as required

4.4 ENGINE SHUTDOWN


ADD:
FLIR system ................................................................... OFF
prior to engine shutdown or while connection of a ground power unit.

4.5 OPERATING PROCEDURES


To operate the system, refer to:
- "ULTRA FORCE OWNERS MANUAL".

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5 REGULATORY PERFORMANCE DATA


The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the following
regulatory performance data:

5.1 RATE OF CLIMB AEO/OEI


Reduce rates of climb by 60 ft/min.

5.2 TAKEOFF WEIGHT


Takeoff weight given in SECTION 5.1 Takeoff weights permitting climb at
150 ft/min 1000 ft above ground with one engine inoperative must be reduced by
160 kg (353 lb).

5.3 PERFORMANCE DATA IN CATEGORY A


Takeoff weight in CATEGORY A operation on a clear area must be reduced by
160 kg (353 lb).

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FLIGHT MANUAL

FLIGHT MANUAL

EC 155 B1
SUPPLEMENT

DUAL GTN 750H GNSS RNAV SYSTEM

IMPORTANT NOTE
The information contained herein supplements or supersedes the information given
in the basic flight manual and/or supplements listed in supplement 0.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.

THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE


EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

APPROVED EC 155 B1
SUP.62.P1
A 16-25 Page 1
FLIGHT MANUAL

LIST OF APPROVED EFFECTIVE PAGES


EASA CERTIFICATION
(1) Page Revision Code
R: Revised, to be replaced
N: New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SUP.62.P1 1 16-25 N SUP.62 9 16-25 N


SUP.62.P5 1 16-25 N SUP.62 10 16-25 N
SUP.62 11 16-25 N
SUP.62 1 16-25 N SUP.62 12 16-25 N
SUP.62 2 16-25 N SUP.62 13 16-25 N
SUP.62 3 16-25 N SUP.62 14 16-25 N
SUP.62 4 16-25 N SUP.62 15 16-25 N
SUP.62 5 16-25 N SUP.62 16 16-25 N
SUP.62 6 16-25 N SUP.62 17 16-25 N
SUP.62 7 16-25 N SUP.62 18 16-25 N
SUP.62 8 16-25 N

LOG OF APPROVED NORMAL REVISIONS

EASA approval No.10059787


NORMAL REVISION 0 date code 16-25
on October 17, 2016
Main points Creation of Supplement No.62
Revised
SUP.62.P1 page 1, SUP.62.P5 page 1 and SUP.62 pages 1 to 18.
information
Deleted
None
information

APPROVED EC 155 B1
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FLIGHT MANUAL

1 GENERAL
The coverage of this Supplement is limited to general information and operating
principles. For the complete description of the operating modes, refer to the following
pilots Guides: Garmin GTN 725/750 Pilots Guide or Cockpit Reference Guide.
This supplement does not represent an authorization for operational use.
This supplement focuses on GNSS/GPS topics.
The GPS cannot be operated as long as the GTN 750H display is unavailable.
At very low cabin temperatures, the display of the GTN 750H may need 30 minutes
after the device is powered-up to become operational.

1.1 NAVIGATION MODES AND OPERATIONS


The dual GTN 750H GNSS RNAV system complies with the AMC 20-4, AMC 20-5,
TGL-10 and AMC 20-27 requirements for the following navigation modes and
operations:
GPS navigation mode (GNSS):
- Day and night VFR as a navigation supplement,
- IFR:
. RNAV 2 (En Route),
. RNP 1 excluding Radius to Fix (RF) leg capability (SIDs, STARs, initial and
missed approaches),
. RNP APCH (intermediate and final approaches without vertical guidance
(LNAV)).

NOTE
RNAV 2 covers RNAV 5 (B-RNAV) requirements,
RNP 1 covers RNAV 1 (P-RNAV) requirements.

1.2 EQUIPMENT AND CAPABILITIES (ICAO 2012 FLIGHT PLAN FORM)

1.2.1 Equipment (Field 10-a)


The dual GTN 750H GNSS RNAV system corresponds to the following equipment
to be included in field 10-a of ICAO 2012 Flight Plan form:

INDICATOR EQUIPMENT
G GNSS
R PBN

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1.2.2 PBN (Field 18)


The dual GTN 750H GNSS RNAV system provides the following Performance-
Based Navigation (PBN) capabilities to be identified in field 18 of ICAO 2012 Flight
Plan form:
INDICATOR PBN / RNAV
B1 RNAV 5 GNSS
C1 RNAV 2 GNSS
D2 RNAV 1 GNSS

INDICATOR PBN / RNP


O2 RNP 1 GNSS
S1 RNP APCH

1.3 DESCRIPTION

1.3.1 General
The dual GTN 750H GNSS RNAV system is composed of the 2 GTN 750H units,
each linked to a GPS antenna, and additional external pushbuttons and
annunciators.
The GTNs output the different navigation data to their CDU, the FCDS and the
DMAP.
The GTNs manage flight plans including the following patterns and procedures:
- Direct To Intercept,
- Holding patterns,
- Parallel track (offset),
- SIDs & STARs procedures,
- RNP approaches without vertical guidance,
- SAR patterns (if fitted) (expanding square, parallel track (ladder), sector and
orbit).
The GTNs provide the following guidance data to the autopilot and/or to the FCDS
displays:
- XTK - Cross track deviation,
- TKE - Track error,
- DA - Drift angle,
- DTK - Desired track,
- Bearing, time to go, distance to go to next waypoint,
- TO-FROM indication,
- Track change alert, end of route annunciators,
- Roll steering,
- Validity information (Integrity and DR).
The dual GTN 750H GNSS RNAV system includes the VHF1, VHF2, VOR/ILS1,
VOR/ILS2 and Transponder functions.

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1.3.2 GTN synchronization


The two GTNs operate in a synchronised manner with only the selected NMS
providing navigation and guidance data to the avionics system. The selected NMS
can be changed using the NMS1/2 selector. The active navigation is only
synchronised if both units are set to Crossfill. The Pilot Guide provides further
information on crossfilled data.

1.3.3 RNAV (GNSS) approach LNAV minima


RNAV (GNSS) approach procedures accessible with this system are those related
to LNAV minima.
The IAC LNAV minima correspond to an RNAV (GNSS) approach without vertical
guidance.
Only lateral guidance is provided. It is based on GNSS positioning.
Vertical flight management is exactly the same as for VOR-DME-based or NDB-
based non-precision approaches.
RNAV (GNSS) final approach procedures are preceded by initial/intermediate
approaches with transition waypoints or vector to final procedures (radar
guidance).

1.3.4 Abbreviations used

ATC: ........ Air Traffic Control. LDA: ........ Localizer type Directional Aid.
ADC: ........ Air Data Computer. LNAV: ...... Lateral Navigation.
AFCS: ...... Automatic Flight LOI:.......... Loss Of Integrity.
Control System. ND: .......... Navigation Display.
APCH: ..... Approach. OBS: ........ Omni Bearing Selector.
B-RNAV: .. Basic RNAV. PFD: ........ Primary Flight Display.
CDI: ......... Course Deviation P-RNAV: .. Precision RNAV.
Indicator. RAIM: ...... Receiver Autonomous Integrity
DR: .......... Dead Reckoning. Monitoring.
FAF: ........ Final Approach Fix. RF............ Radius to Fix.
FCDS: ..... Flight Control RNAV: ..... Area Navigation.
Display System. RNP: ........ Required Navigation
GLS: ........ GNSS Landing System. Performance
GNSS: ..... Global Navigation RoD: ........ Rate of Descent.
Satellite System. SID: ......... Standard Instrument Departure.
HSI: ......... Horizontal Situation
STAR: ...... Standard Arrival Route.
Indicator.
VTF: ......... Vectors to Final.
IAC: ......... Instrument Approach
Chart.
GPS:........ Global Positioning
System.

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1.4 ARCHITECTURE
The dual GTN 750H GNSS RNAV system interfaces to other equipment as follows:
- Flight Control Display System to display flight plan and navigation information,
- AFCS APM 2000 for coupling to Navigation and Hover modes,
- DMAP EURONAV VII.

Figure 1: Dual GTN 750H GNSS RNAV system simplified diagram

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FLIGHT MANUAL

Figure 2: Dual GTN 750H GNSS RNAV system simplified integration diagram

APPROVED EC 155 B1
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FLIGHT MANUAL

1.5 CONTROLS AND DISPLAYS

Figure 3: Dual GTN 750H GNSS RNAV system controls and displays

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FLIGHT MANUAL

Annunciator Function
GTN 1 (copilot's side) is selected.
GTN 2 (pilot's side) is selected.
GPS receiver detects a position error, or is unable to calculate the
integrity of the position.
Status message is available on the selected GTN. In case of new
message, the annunciator flashes.
Approach mode is active.
GPS "suspend" mode of operation (i.e. flight plan automatic
sequencing stopped).
GPS OBS mode of operation. When the OBS mode is engaged, the
automatic flight plan sequencing is suspended, as indicated by the
SUSP annunciator.

Pushbutton Function

Select the navigation source (GTN 1 or GTN 2) for FCDS and


AFCS.

and Switches On/Off GTN 1 or GTN 2.

2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the Supplements used remain
applicable and are supplemented or modified by the following limitations:

2.1 GENERAL
RNP APCH is restricted to LNAV minima (without vertical guidance).
The use of any SBAS mode (WAAS, EGNOS...) is prohibited. All available SBAS
modes shall be disabled (LNAV/VNAV and LPV approaches are automatically not
available when SBAS is deselected).
LNAV/VNAV and LPV approaches are prohibited.
RNP 1 Radius to Fix legs are not authorized.
Maximum interception angle using Vectors to Final ............................................ 90.
Both GTN 750H shall be configured to Crossfill.
Accomplishment of ILS, LOC, LOC-BC, LDA, SDF and MLS approaches with the
GPS function of this system is not authorized,
The Gloves Qualification Procedure in the Pilot's Guide must be completed prior to
glove used: The procedure is specific to pilot / glove / GTN combination.

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3 EMERGENCY PROCEDURES
The emergency procedures specified in the Basic Flight Manual and in the
Supplements used remain applicable and are supplemented or modified by the
following procedures:

3.1 ABNORMAL PROCEDURES


The annunciator on the NDs and the and indicators on
the Instrument Panel Vertical Strip annunciators appear when failures related to the
selected GTN/GPS occur.

INDICATION CORRECTIVE ACTIONS

on ND - selector .......................... Press to select the other GTN.

If problem continues:

- pushbutton .... Press to select alternate navigation source.


Selected GTN
failure CONTINUE THE FLIGHT

1. GPS navigation is lost only on selected GTN.

+ - selector...................... Press to select the other GTN.

- AFCS coupling ...................................... recouple as required.


on GTN
If problem continues:
(GPS
NAVIGATION
LOST) - pushbutton .... Press to select alternate navigation source.

and 2. GPS navigation is lost on both GTN.


- Use conventional navigation instruments,
- In RNAV 2 airspace or RNP 1 procedure, contact ATC to revert
+ to conventional navigation,
- During the final phase of an instrument approach based on
on Vertical Strip GPS, execute a missed approach procedure except if other
navigation means approved for the approach are displayed and
operational.
Revert to conventional navigation for the missed approach.

CONTINUE THE FLIGHT

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1. only on selected GTN.

+
- selector ..................... Press to select the other GTN.

on GTN 2. on both GTN.


(LOSS OF - En Route, GPS navigation can still be used provided the
INTEGRITY) position can be checked with the other means of navigation at
and least every 15 min. If the consistency check is impossible,
revert to conventional navigation.
In that case, if in RNAV 2 airspace, contact ATC to revert to
conventional navigation,
+
- In terminal area, revert to conventional navigation. If in RNP 1
airspace, contact ATC to revert to conventional navigation,
on Vertical Strip - During the final phase of an instrument approach based on
GPS, execute a missed approach procedure except if other
navigation means approved for the approach are displayed and
operational.
Revert to conventional navigation for the missed approach.

CONTINUE THE FLIGHT

1. Continue flight using selected GTN.


on non-selected
GTN CONTINUE THE FLIGHT
GPS
NAVIGATION
LOST
or
LOSS OF
INTEGRITY
on non-selected
GTN

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1. If on selected GTN only:


+
- selector..................... Press to select the other GTN.

on GTN 2. If on both GTNs:


and
- pushbutton .... Press to select alternate navigation source.
+
on ND
NOTE
Dead Reckoning is only allowed in En Route and Oceanic
phases of flight. During Dead Reckoning, course guidance
will be removed from the CDI.

- Use conventional navigation instruments.


The GTN is in - En Route, GPS navigation can still be used provided the
Dead Reckoning position can be checked with the other means of navigation at
navigation mode. least every 15 min. If the consistency check is impossible,
revert to conventional navigation.
In that case, if in RNAV 2 airspace, contact ATC to revert to
conventional navigation.

NOTE
If in Terminal or Approach phase of flight when Dead
Reckoning takes place; "No GPS Position" replaces the
Dead Reckoning indications: (Use alternate Abnormal
Procedure.)

CONTINUE THE FLIGHT

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Loss of non- 1. Continue flight using selected GTN.


selected GTN
and CONTINUE THE FLIGHT

on selected GTN
(CROSSFILL
ERROR)
and

on Vertical Strip

1. GTN ................................................. Refer to the Message page.

on selected GTN 2. GTN Procedure...........................................Conduct as required.


and CONTINUE THE FLIGHT

on Vertical Strip
and
on ND
or

on non-selected
GTN

Partial or full loss 1. If the problem is on selected GTN:


of GTN function
(for example - selector ............. Press to select the other GTN as
frozen touch required to maintain GPS information.
function)
2. Affected GTN ........ Reset using or On/Off pushbutton.

CONTINUE THE FLIGHT

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FLIGHT MANUAL

4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Supplements
used remain applicable and are supplemented or modified by the following normal
procedures.

4.1 GENERAL

NOTE
The GTN performance is not guaranteed
at cabin temperatures below - 20C.

- Refer to the Pilot Guides for the complete operating modes of the system.

- Both GTN must have GPS version 5.0 and software version 6.11 or later approved
versions.

- The crew must ensure that the information in the data base is up to date (28 days
update cycle) and check it against the official documentation.

NOTE
Both GTN must contain the same databases to operate
correctly in synchronized mode.

- On GTN startup, verify and adjust the backlighting as required.

NOTE 1
- The GTN screen brightness is adjusted using the system/backlighting
menu. During the day, the brightness is controlled by the photocell and
the backlighting. In Night lighting mode, the GTN screen is adjusted with
the Console integrated lighting control and the backlighting.
- It is recommended to set the backlighting to 0 to 5 % during the night.

NOTE 2
The following configuration of glareshield is recommended for night flight:
Single pilot: left half of glareshield: first detent; right half: second detent
Two pilots: left and right halves: second detent.

NOTE 3
Wearing of glasses having polarized lenses could jeopardise
the readability of the GTN display.

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4.1.1 Navigation General


- Before starting navigation, check that all validities are present by reading the
GTN messages.
- For En Route or terminal RNAV in GPS navigation mode, the availability of the
RAIM should be confirmed for the intended flight (route and time).
Display
NOTE
Curved elements of navigation procedures and routes (for example: leg to
a MAP, holding pattern, orbit search pattern), are not displayed on the ND
or the Mission Display, but only on the GTN.
Waypoint Sequencing
The GTN will automatically sequence the waypoints in a navigation route. It is
possible that the GTN will sequence past the initially selected waypoint. In this
case, reset the waypoint using Activate Leg, or perform a Direct To the desired
point. Always verify that the navigation is to the desired waypoint.

NOTE
The GTN normally provides automatic sequencing of selected route / IFR
procedure.

When automatic sequencing is not available the key will appear above

the indication on the GTN and the annunciator will be


displayed on the Vertical Strip. Upon reaching the desired waypoint the pilot

must manually sequence to the next leg by touching the key on the GTN.

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4.1.2 Coupled navigation

NOTE
At high ground speed (at or above approximately 160 kt) during coupled
navigation, overshoots of the trajectory during turns are possible.

End of Route / Direct To


NOTE
At the end of a route, the GTN continues to provide heading. The AFCS
remains in NAV mode, and is guided on constant heading whilst the ND
will have the needle pointing to the rear.
Steep Turn
NOTE
The GTN messages include "Steep Turn" (Aircraft may overshoot course
during turn). The Pilot Guide indicates "No action is necessary; message
is informational only. If desired, slow the aircraft to shallow the turn.".
However, navigation may be unexpected if the aircraft speed is not
reduced to enable the AFCS to follow the guidance.

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4.1.3 OBS Function

The OBS function retains the current "active to" waypoint as the navigation

reference even after passing the waypoint (i.e., prevents sequencing to the next
waypoint). Touching the OBS key again returns to automatic sequencing of
waypoints.
When OBS mode is selected, the desired course To/From a waypoint is set using

the pop-up window on the GTN. The annunciator is displayed on the

Vertical Strip.

For leg types that do not support OBS, this key will be shown as a SUSP key. This
key will then also function as an Unsuspend key for legs that auto-suspend, such
as holds, missed approaches, etc.

NOTE
With dual GTN 750H GNSS RNAV system with crossfill on, the OBS
course will only be updated real time on the GTN that is receiving the
new OBS course. The course will be transferred to the other GTN when
OBS is exited.

When the AFCS is coupled to NAV, on passing the OBS waypoint, the aircraft
remains on the heading, with ND indications being provided back towards the OBS
waypoint.

NOTE
The Navigation source annunciator on the NDs is not related to
the GTN OBS function (it is for an Obstacle Detector if installed).

4.2 PRE-STARTING CHECKLIST


ADD:
- GTN screens..................................................................................... Ensure clean,
- GTN 2 ............................................................................................................... On,
- GTN 2 database currency is correct during start ......................................... Check.

4.3 POST-STARTING CHECKLIST


ADD:
- GTN 1 ............................................................................................................... On,
- GTN 1 database currency is correct during start ......................................... Check.

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4.4 IFR OPERATING PROCEDURES

4.4.1 Terminal area RNAV procedures


- Terminal area RNAV procedures performed with this system must be
accomplished with procedures that are retrieved from the GTN navigation
database and checked against the official Terminal Charts before starting the
procedure.
- The terminal RNAV procedures must be conducted with the NMS navigation
source selected on the ND,

Holding Pattern
Holding patterns can be flown as part of a procedure, or can be added to a
waypoint within a route. If added to a route waypoint, the axis of the holding
pattern should be set to be in the direction of travel. If not, the guidance provided
when leaving the pattern may be unexpected (Steep Turn or S-Turn). If this
occurs, either fly the exit manually, or perform a Direct To the next waypoint.
When in the holding pattern, is displayed on the GTN and on

the Vertical Strip. The aircraft will remain in the holding pattern until the
on the GTN is selected.
The holding pattern is only displayed on the GTN Map page.

4.4.2 RNAV (GNSS) approaches

4.4.2.1 General
- RNAV(GNSS) approaches performed with this system must be accomplished
with approach procedures that are retrieved from the GTN navigation
database and checked against the official Instrument Approach Charts before
starting the approach.
- RNAV (GNSS) approaches must be conducted:
. With the NMS navigation source selected on the ND,
. According to the LNAV minima.
- The availability of GPS integrity monitoring (RAIM) should be confirmed for the
intended approach (procedure and time).

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4.4.2.2 AFCS-coupled intermediate approach using a transition


waypoint
Prior to IF
- Check:
. NMS navigation source selected on the ND,
. AFCS NAV mode engaged,
. HSI selected on the ND,
. NMS navigation datafields displayed on the ND are correct.

After IF
- Check:
. Horizontal deviation scale displayed,
. Approach parameters in NMS navigation datafields are consistent with IAC.
- Monitor AFCS NAV mode tracking of approach axis.

Prior to FAF:
- Adjust RoD as required,
- Prepare vertical flight profile management as for VOR-DME-based or NDB-
based non-precision approaches.

4.4.2.3 AFCS-coupled intermediate approach using


Vector To Final (VTF)

NOTE
Following radar vectoring, ATC clearance to the FAF can be handled
via the VTF function which allows direct-to navigation to intercept the
extended final approach segment.
When coupled to an approach using VTF, the HDG mode should be used as
necessary, or the aircraft flown manually, until the aircraft is in an appropriate
position to resume NAV. The GTN will provide guidance to join the approach
prior to the FAF, but the aircraft may align on the axis very close to the FAF
point.
It is recommended to use a maximum intercept angle of 45 degrees at a
minimum of 5 nm from the FAF, to minimize any overshoots.

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During radar vectoring:


- Disengage AFCS NAV mode,
- Use, if desired, AFCS HDG mode as instructed by ATC,
- Select VTF,
- Check:
. LNAV minima on IAC,
. Horizontal scale displayed,

On intercept course to extended final approach segment:


- Engage AFCS NAV mode
- Monitor:
. Interception of final axis,
. NMS navigation datafields displayed on ND.

Before FAF:
- Adjust RoD as required,
- Prepare vertical flight profile management as for VOR-DME-based or NDB-
based non-precision approaches.

4.4.2.4 AFCS-coupled final approach


- Vertical Strip..................................................... Confirm at the FAF,
- Else ......................................................................... Perform missed approach,
- AFCS mode tracking of approach axis................................................. Monitor,
- RoD..................................................................................... Adjust as required.

4.4.2.5 Missed approach

NOTE
A missed approach can be activated via the GTN once past the MAP
or via the Go Around pushbutton on the cyclic stick during the final
approach or once past the MAP.
- No later than MAP, activate Go-Around,
- Check NMS sequencing to missed approach pattern.

5 REGULATORY PERFORMANCE DATA


The regulatory performance data specified in the Basic Flight Manual and in the
Supplements used remain applicable.

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COMPLEMENTARY FLIGHT MANUAL

COMPLEMENTARY
FLIGHT MANUAL

EC 155 B1

REGISTRATION No. SERIAL No.

IMPORTANT NOTE
The practical value of this manual depends entirely upon its being up-dated correctly
by the operator.
The effectivity of the manual at the latest revision is specified on the List of Effective
Pages.

Airbus Helicopters Direction Technique Support


Aroport international Marseille-Provence 13725 Marignane Cedex - France

EC 155 B1
0.0.P1
14-04 Page 1
REVISION TO AIRCRAFT PUBLICATION : EC 155 B1
PUBLICATION CONCERNED: FLIGHT MANUAL COMPLEMENTARY PART
Volume 2 REVISION No. 15 DATE-CODE: 16-12 CERTIFICATION: /

- The outline of the revision is given below:


. Update guide (pages to be deleted/inserted),
. Main points of the revision,
. Check that pages in each section and those specified in the list of effective pages,
. Return the acknowledgment card,
. This list of amended pages may be filed (apart from the manual).

UPDATE GUIDE
PAGES TO BE DELETED PAGES TO BE INSERTED
SECTION PAGES DATE-CODE SECTION PAGES DATE-CODE

SRD - 1 27/01/2016 - 1 16/06/2016

0.0.P5 1 to 6 14-48 0.0.P5 1 to 6 16-12

0.0 1 14-04 0.0 1 14-04


0.0 2 14-15 0.0 2 16-12

9.0.P6 1 13-29 9.0.P6 1 13-29


9.0.P6 2 13-51 9.0.P6 2 16-12
Normal
Revision / / / 9.37 1 to 3 16-12

EC 155 B1
UPDATE GUIDE
16-24 Page 1/2
MAIN POINTS OF THE REVISION SECTIONS PAGES

FLIGHT MANUAL Complementary part, Normal Revision No.15 date code 16-12

- List of effective pages and log of Normal Revisions are updated, 0.0.P5 1 to 6
- The "List of modifications mentioned in the flight manual" is 0.0 2
updated,
- Section 9.37 "Camera VISION 1000" added, 9.0.P6 2
- Creation of section "Camera VISION 1000". 9.37 1 to 3

EC 155 B1
UPDATE GUIDE
16-24 Page 2/2
COMPLEMENTARY FLIGHT MANUAL

COMPOSITION
OF CONDITIONAL REVISIONS (RC)
This Manual assigned to the helicopter mentioned on the title page, contains the following
pink pages except those cancelled when the conditions are complied with.

CAUTION
IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY
INFORMATION CONCERNED BELOW, THE READER WILL HAVE TO CHANGE
THE NUMBER OF THE PINK PAGE BY HAND, SO THAT THE INFORMATION
REMAINS IN ACCORDANCE WITH THE PARAGRAPH CONCERNED.

N Section Page Date Applicable before condition is met:

0.0.P3 1 *RC* 14-48 MOD 07-39C75


7.4 2 *RC* 14-04 MOD 07-39C75
7.4 8 *RC* 14-04 MOD 07-39C75
7.5 3 *RC* 14-04 MOD 07-39C75
7.5 5 *RC* 14-04 MOD 07-39C75
RCA 7.7 2 *RC* 14-04 MOD 07-39C75
7.13-A 5 *RC* 14-48 MOD 07-39C75
7.13-B 5 *RC* 14-48 MOD 07-39C75
7.13-C 5 *RC* 14-48 MOD 07-39C75
9.33 1 *RC* 14-04 MOD 07-39C75

EC 155 B1
0.0.P3
14-48 Page 1
*RC*
COMPLEMENTARY FLIGHT MANUAL

LIST OF EFFECTIVE PAGES


(1) Page Revision Code
R: Revised, to be replaced,
N: New, to be inserted

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

0.0 P1 1 14-04 7.2 1 02-20


0.0 P1 2 02-20 7.2 2 02-20
0.0 P1 3 02-20 7.2 3 02-20
0.0 P2 1 02-20 7.2 4 02-20
0.0 P3 1 02-20 7.2 5 02-20
0.0 P4 1 02-20 7.2 6 02-20
0.0 P5 1-7 16-25 R
0.0 1 14-04 7.3 P6 1 02-43
0.0 2 16-12 7.3 P6 2 02-43

6.0 P6 1 10-40 7.3 1 02-43


7.3 2 02-43
6.1 1 02-20 7.3 3 02-43
6.1 2 10-40 7.3 4 08-26
6.1 3 10-40 7.3 5 06-06
6.1 4 10-40 7.3 6 02-43
6.1 5 10-40 7.3 7 08-26
6.1 6 10-40 7.3 8 02-43
7.3 9 02-43
6.2 1 02-20 7.3 10 02-43
6.2 2 02-20 7.3 11 02-43
6.2 3 02-20 7.3 12 02-43
6.2 4 08-26 7.3 13 02-43
6.2 5 02-20 7.3 14 02-43
6.2 6 02-20 7.3 15 02-43
6.2 7 02-41 7.3 16 02-43
6.2 8 02-41 7.3 17 02-43
6.2 9 02-20 7.3 18 02-43
6.2 10 10-40 7.3 19 02-43
6.2 11 13-44 7.3 20 02-43
7.3 21 02-43
6.3 1 02-20 7.3 22 02-43
6.3 2 02-20 7.3 23 02-43
6.3 3 02-20 7.3 24 02-43
6.3 4 06-06 7.3 25 02-43
7.3 26 02-43
7.0 P6 1 14-48 7.3 27 13-44
7.3 28 02-43
7.1 1 06-06 7.3 29 02-43
7.1 2 02-20 7.3 30 02-43

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SECTION PAGE DATE (1) SECTION PAGE DATE (1)

7.3 31 02-43 7.10 3 02-43

7.4 1 08-26 7.11 1 02-43


7.4 2 14-04 7.11 2 02-43
7.4 3 06-06
7.4 4 02-43 7.12 1 14-04
7.4 5 06-06 7.12 2 02-43
7.4 6 02-43 7.12 3 08-26
7.4 7 02-43
7.4 8 14-04 7.13-A 1 14-48
7.4 9 06-06 7.13-A 2 14-48
7.4 10 06-06 7.13-A 3 14-48
7.4 11 02-43 7.13-A 4 14-48
7.13-A 5 14-48
7.5 1 02-43 7.13-A 6 14-48
7.5 2 02-43 7.13-A 7 14-48
7.5 3 14-04 7.13-A 8 14-48
7.5 4 02-43 7.13-A 9 14-48
7.5 5 14-04 7.13-A 10 14-48
7.13-A 11 14-48
7.6 1 02-43 7.13-A 12 14-48
7.6 2 02-43 7.13-A 13 14-48
7.6 3 02-43 7.13-A 14 14-48
7.6 4 02-43 7.13-A 15 14-48
7.6 5 02-43 7.13-A 16 14-48
7.6 6 02-43 7.13-A 17 14-48
7.6 7 02-43 7.13-A 18 14-48
7.13-A 19 14-48
7.7 1 14-04 7.13-A 20 14-48
7.7 2 14-04 7.13-A 21 14-48
7.13-A 22 14-48
7.8 1 02-43 7.13-A 23 14-48
7.8 2 02-43
7.8 3 02-43 7.13-B 1 14-48
7.8 4 02-43 7.13-B 2 14-48
7.8 5 02-43 7.13-B 3 14-48
7.8 6 02-43 7.13-B 4 14-48
7.13-B 5 14-48
7.9 1 02-43 7.13-B 6 14-48
7.9 2 02-43 7.13-B 7 14-48
7.9 3 02-43 7.13-B 8 14-48
7.9 4 02-43 7.13-B 9 14-48
7.9 5 02-43 7.13-B 10 14-48
7.9 6 08-26 7.13-B 11 14-48
7.13-B 12 14-48
7.10 1 02-43 7.13-B 13 14-48
7.10 2 02-43 7.13-B 14 14-48

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COMPLEMENTARY FLIGHT MANUAL

SECTION PAGE DATE (1) SECTION PAGE DATE (1)


7.13-B 15 14-48 8.1 1 06-06
7.13-B 16 14-48 8.1 2 02-20
7.13-B 17 14-48
7.13-B 18 14-48 8.2 1 06-06
7.13-B 19 14-48 8.2 2 06-06
7.13-B 20 14-48
7.13-B 21 14-48 8.3 1 06-06
7.13-B 22 14-48 8.3 2 08-26
8.3 3 06-06
7.13-C 1 14-48 8.3 4 06-06
7.13-C 2 14-48 8.3 5 06-06
7.13-C 3 14-48 8.3 6 06-06
7.13-C 4 14-48 8.3 7 06-06
7.13-C 5 14-48 8.3 8 06-06
7.13-C 6 14-48 8.3 9 06-06
7.13-C 7 14-48 8.3 10 06-06
7.13-C 8 14-48 8.3 11 06-06
7.13-C 9 14-48 8.3 12 06-06
7.13-C 10 14-48 8.3 13 06-06
7.13-C 11 14-48 8.3 14 10-40
7.13-C 12 14-48 8.3 15 10-40
7.13-C 13 14-48 8.3 16 06-06
7.13-C 14 14-48 8.3 17 06-06
7.13-C 15 14-48 8.3 18 06-06
7.13-C 16 14-48 8.3 19 06-06
7.13-C 17 14-48 8.3 20 06-06
7.13-C 18 14-48 8.3 21 06-06
7.13-C 19 14-48 8.3 22 06-06
7.13-C 20 14-48 8.3 23 06-06
7.13-C 21 14-48 8.3 24 06-06
7.13-C 22 14-48 8.3 25 08-26
7.13-C 23 14-48 8.3 26 06-06
7.13-C 24 14-48 8.3 27 06-06
7.13-C 25 14-48 8.3 28 06-06
8.3 29 13-44
7.14 1 08-26 8.3 30 08-26
7.14 2 02-43
7.14 3 02-43 9.0 P6 1 13-29
7.14 4 02-43 9.0 P6 2 16-25 R

7.15 1 02-43 9.1 1 06-06


7.15 2 02-43 9.1 2 09-23
7.15 3 02-43 9.1 3 09-23
7.15 4 02-43
7.15 5 02-43 9.20 1 13-44
7.15 6 02-43 9.20 2 13-44
9.20 3 13-29
8.0 P6 1 09-23

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COMPLEMENTARY FLIGHT MANUAL

SECTION PAGE DATE (1) SECTION PAGE DATE (1)


9.20 4 13-29 9.31 10 16-25 N
9.20 5 13-29 9.31 11 16-25 N
9.20 6 13-29 9.31 12 16-25 N
9.20 7 13-29 9.31 13 16-25 N

9.24 1 06-06 9.32 1 13-11


9.24 2 06-06 9.32 2 13-44
9.24 3 06-06 9.32 3 13-11

9.25 1 06-06 9.33 1 14-04


9.25 2 06-06 9.33 2 02-20

9.26 1 08-26 9.37 1 16-12


9.26 2 14-26 9.37 2 16-12
9.26 3 08-26 9.37 3 16-12

9.27 1 02-20 10.0 P6 1 08-26


9.27 2 02-20
9.27 3 02-20 10.1 1 02-20
9.27 4 02-20 10.1 2 02-20
9.27 5 09-23
9.27 6 09-23 10.2 1 06-06
9.27 7 09-23 10.2 2 06-06
9.27 8 14-15 10.2 3 06-06
9.27 9 14-15
10.3 1 08-26
9.28 1 13-11 10.3 2 08-26
9.28 2 13-11 10.3 3 08-26
10.3 4 08-26
9.29 1 13-11 10.3 5 08-26
9.29 2 13-11 10.3 6 08-26
9.29 3 13-11 10.3 7 08-26
9.29 4 13-11 10.3 8 08-26
10.3 9 08-26
9.30 1 13-51 10.3 10 08-26
9.30 2 13-51 10.3 11 08-26
9.30 3 13-11 10.3 12 08-26
10.3 13 08-26
9.31 1 16-25 N 10.3 14 08-26
9.31 2 16-25 N 10.3 15 08-26
9.31 3 16-25 N 10.3 16 08-26
9.31 4 16-25 N 10.3 17 08-26
9.31 5 16-25 N 10.3 18 08-26
9.31 6 16-25 N 10.3 19 08-26
9.31 7 16-25 N 10.3 20 08-26
9.31 8 16-25 N 10.3 21 08-26
9.31 9 16-25 N 10.3 22 08-26

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COMPLEMENTARY FLIGHT MANUAL

SECTION PAGE DATE (1) SECTION PAGE DATE (1)


10.3 23 08-26 10.4 1 06-06
10.3 24 08-26 10.4 2 06-06
10.3 25 08-26 10.4 3 06-06
10.3 26 08-26 10.4 4 06-06
10.3 27 08-26
10.3 28 08-26
10.3 29 08-26
10.3 30 08-26
10.3 31 08-26
10.3 32 08-26

LOG OF NORMAL REVISIONS

BASIC RFM REVISIONS

NORMAL REVISION 0 date code 02-20


NORMAL REVISION 1 date code 02-41
NORMAL REVISION 2 date code 02-43
NORMAL REVISION 3 date code 06-06
NORMAL REVISION 4 date code 08-26
NORMAL REVISION 5 date code 09-23
NORMAL REVISION 6 date code 10-40
NORMAL REVISION 7 date code 13-11
NORMAL REVISION 8 date code 13-29
NORMAL REVISION 9 date code 13-44
Title New ballast and customer request

Revised 0.0.P5, 0.0 p.2, 6.2 p.11, 7.3 p.27, 7.13 p.13, 8.3 p.29, 9.20 p.1 & 2, 9.26 p.2,
information 9.32 p.2
Deleted
None.
information

EC 155 B1
0.0.P5
16-25 Page 5
COMPLEMENTARY FLIGHT MANUAL

LOG OF NORMAL REVISIONS

BASIC RFM REVISIONS (Cont'd)

NORMAL REVISION 10 date code 13-51

Title New KANNAD AP INTEGRA Emergency Locator Transmitter


Revised
0.0.P5, 9.0.P6 page 2 and 9.30 pages 1 and 2
information
Deleted
None.
information
NORMAL REVISION 11 date code 14-04
Main points:
- Incorporation of new brand "Airbus Helicopters" instead of "Eurocopter",
- Incorporation of MOD 07-39C75: new fuel management panel, new collective
Title
grip,
- Addition of Conditional Revision A (RC A): fuel management panel and
collective grip before MOD 07-39C75.
0.0.P1 page 1, 0.0.P3 page 1 *RC*, 0.0.P5 pages 1 to 5, 0.0 pages 1 and 2, 7.4
Revised
pages 2 and 8, 7.5 pages 3 and 5, 7.7 pages 1 and 2, 7.12 page 1, 7.13 page 5
information
and 9.33 page 1.
Deleted
None.
information

NORMAL REVISION 12 date code 14-15

Update of list of modifications mentioned in the Flight Manual


Title Incorporation of MOD 07-31B74: replacement of CVFDR Honeywell by CVFDR
L3-Com
Revised
0.0.P5 pages 1 to 6, 0.0 page 1, 9.27 pages 8 & 9
information
Deleted
None.
information

NORMAL REVISION 13 date code 14-26

Title Activation of deployable ELTs.

Revised
0.0.P5 pages 1 to 6, 9.26 page 2.
information
Deleted
None.
information

EC 155 B1
0.0.P5
16-25 Page 6
COMPLEMENTARY FLIGHT MANUAL

LOG OF NORMAL REVISIONS

BASIC RFM REVISIONS (Cont'd)

NORMAL REVISION 14 date code 14-48

Incorporation of new Automatic Pilot software Section 7.13 is now in 3 versions,


Main points
according to AP software versions
Revised 0.0.P5 pages 1 to 6, 7.0.P6 page 1, 7.13-A pages 1 to 23, 7.13-B pages 1 to 22,
information 7.13-C pages 1 to 25
Deleted
None.
information

NORMAL REVISION 15 date code 16-12

Main points Creation of section 9.37 "Camera VISION 1000"

Revised
0.0.P5 pages 1 to 6, 0.0 page 2; 9.0.P6 pages 2, 9.37 pages 1 to 3
information
Deleted
None.
information

NORMAL REVISION 16 date code 16-25

Creation of section 9.31 "COMMUNICATION, RADIO NAVIGATION AND


Main points
NAVIGATION INSTALLATION WITH THE DUAL GTN 750H"
Revised
0.0.P5 pages 1 to 7, 9.0.P6 page 2, 9.31 pages 1 to 13
information
Deleted
None.
information

EC 155 B1
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16-25 Page 7
COMPLEMENTARY FLIGHT MANUAL

LIST OF MODIFICATIONS MENTIONED


IN THE FLIGHT MANUAL

This list includes all modifications that are or have been referenced to in the Flight Manual,
except TU modifications.

MODIFICATION SUBJECT FITTED


07-11B62 Tag for new procedure to eject windows
07-22B42 4-Axis autopilot installation
07-22B43 Provision for 4-Axis autopilot
07-22B47 Shelf modified for AHRS. Replacement of AHRS support platform
for 4-Axis AP and Category A certification
07-22B49 Category A barometric Vz APIRS
07-22B52 4-Axis autopilot modification, version N8 software
07-22B55 Improved reliability of autopilot at low temperatures
07-25C13 Flexible waterproof linings for cargo compartment
07-29B62 Connection of accumulator to LH rear main servo-control for 40C
07-29B64 S.A.S. 125-bar hydraulic manifold
07-39B78 CPDS software
07-39B79 Additional FCDS software for IFR compatibility
07-39B96 Incorporation of FAA requirements to circuit-breaker panels,
overhead panels and cargo compartment overheat alarm
07-39C01 Provisions for Category A 355 rpm rotor speed control
07-39C30 Inhibiting of servo-control seizure alarm (testable during ground
07-39C37 maintenance)
07-39C36 Cap protection on starting selector
07-52C08 Modification of attachment of top roller on sliding door fitting
07-53C20 Local modification of sliding door top rail
07-53C49 Closing of UPPER/MID REINFORCEMENT rails of rolling
assemblies
07-62C14 Upgraded coning stop flyweights
07-62C17 Increased torque tightness of MRH top fairing, colt weather
extension
07-62C32 Extending high wind envelope to 55 kt
07-63C22 MGB oil level
07-67B55 Flight control misalignment, Roll channel
07-67B62 Reduced collective low pitch range, -25C envelope
07-71B85 FADEC software modification, TU 50C
07-71B91 Adaptation, FADEC software engine control, TU 50C
07-71B95 Emergency back-up
07-71C09 Additional engine emergency control
07-71C14 ARRIEL 2C1 TU 98C FADEC software (Back-up)
07-71C16 FADEC software modification TU 93C
07-21B99 Improvement heating effectiveness
07-24C25 Suppression second spare battery
07-31B62 Evolutions UMS/HUMS

EC 155 B1
0.0
14-04 Page 1
COMPLEMENTARY FLIGHT MANUAL

LIST OF MODIFICATIONS MENTIONED


IN THE FLIGHT MANUAL

This list includes all modifications that are or have been referenced to in the Flight Manual,
except TU modifications.

MODIFICATION SUBJECT FITTED


Cargo compartment fire extinguishing and FADEC
OP-26B17
ventilation
OP-45C14 Electrical rear-view mirrors (Removable parts)
OP-45C15 Mechanical rear-view mirrors (Removable parts)
OP-54B31 Ballast
OP-62B80 Coning stops
OP-79B31 Engine oil particle burner
07-45C05 Emergency floatation gear installation
Improvement of automatic emergency floatation percussion
07-45C98
with CVFDR optional
Improvement of automatic emergency floatation percussion
07-45D04
without CVFDR optional
07-54B39 Ballast
EC155B1 standardization with new fuel management panel
07-39C75
and new collective grip.
07-31B74 Replacement of CVFDR Honeywell by CVFDR L3-Com
07-45D23 Substitution of cargo hook load indicator due to its
obsolescence
OP-31B86 Camera VISION 1000

EC 155 B1
0.0
16-12 Page 2
COMPLEMENTARY FLIGHT MANUAL

SECTION 6
WEIGHT AND BALANCE
CONTENTS
6.1 GENERAL - DEFINITIONS PAGES
1. WEIGHTS - CONVENTIONAL TERMS ................................................................. 1
2. CENTRE-OF-GRAVITY - CONVENTIONAL TERMS ............................................ 2
3. WEIGHING ............................................................................................................ 3
4. CALCULATING LONGITUDINAL C.G. LOCATION ............................................... 6

6.2 LONGITUDINAL LOCATION OF VARIABLE LOADS


1. CREW .................................................................................................................... 1
2. PASSENGERS ...................................................................................................... 2
3. TRANSPORT OF INTERNAL FREIGHT................................................................ 4
4. TRANSPORT OF SLUNG LOADS......................................................................... 5
5. TRANSPORT OF HOISTED LOADS ..................................................................... 6
6. FUEL...................................................................................................................... 7
7. WEIGHT AND LONGITUDINAL MOMENT OF EQUIPMENT ITEMS.................. 10
8. BALLAST ............................................................................................................. 11

6.3 LATERAL LOCATION OF VARIABLE LOADS


1. CREW .................................................................................................................... 1
2. PASSENGERS ...................................................................................................... 2
3. TRANSPORT OF HOISTED LOADS ..................................................................... 3
4. WEIGHT AND LATERAL MOMENT OF EQUIPMENT ITEMS .............................. 4

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SECTION 6.1
GENERAL - DEFINITIONS

1 WEIGHT - CONVENTIONAL ITEMS


1.1 MAXIMUM WEIGHT
The maximum authorized weight for takeoff, as specified in Section 2 (or in the
Supplements) of this manual.
In no case shall the maximum weight be exceeded.

1.2 EMPTY WEIGHT (EW)


The total weight of :
the structure (rotors, fuselage, cowlings, landing gear, flight controls)
the power plant and transmission assemblies
the basic furnishings and systems that are an integral part of a particular aircraft
version
the fluids, contained in closed systems, required for normal operation of the
aircraft and systems
the non-drainable fuel
the drainable unusable fuel

1.3 EQUIPED EMPTY WEIGHT (EEW)


The sum of the aircraft empty weight (EW) plus the weight of the mission-related
equipment (standard or specific optional items, radio-navigation systems).

1.4 OPERATIONAL EMPTY WEIGHT (OEW)


The sum of equipped empty weight (OEW) plus the weight of the crew members.

1.5 MAXIMUM TAKEOFF WEIGHT (MTOW)


The sum of operational empty weight and useful load.
The useful load includes the payload and usable fuel.
The payload comprises revenue and nonrevenue loads.

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2 CENTRE OF GRAVITY - CONVENTIONAL TERMS


2.1 DFINITION OF THE DATUM TRIHEDRAL
The centre of gravity figures are dimensions measured perpendicularly to the faces
of the datum trihedral. The trihedral is formed by the following planes:
A horizontal plane, parallel to the cabin floor datum are located 3 m (118.1 in.)
above this datum. This is the Z datum plane. (The cabin floor datum is
materialized by the surface of the cabin floor).
A vertical plane perpendicular to the cabin floor datum. This is the Y datum plane,
the aircraft plane of symmetry, from which lateral c.g. dimensions are measured:
these dimensions are positive to the right of this plane (starboard) and negative to
the left (port).
A vertical plane, perpendicular to the two planes mentioned above, situated 4 m
(157.5 in) approx. forward of the centre of the main rotor head. This is the X
datum plane from which the longitudinal reference stations are measured.

2.2 C.G. LOCATION LIMITS


C.G. location limits are never to be exceeded (Refer to SECTION 2.2 para. 2 and the
"LIMITATIONS" paragraph of some Supplements).
CAUTION

A C.G. LOCATION WHICH IS CORRECT ON TAKEOFF MAY


CHANGE IN THE COURSE OF THE MISSION, DUE TO FUEL
WEIGHT REDUCTION OR LOADING VARIATION AND SO
EXCEED ACCEPTABLE LIMITS.

Longitudinal C.G. must be the more closely watched.


Lateral C.G. need be considered only in very dissymetric loading configurations.

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3 WEIGHING
Weighing is the only reliable way of obtaining:
Equipped empty weight (EEW)
Aircraft centre of gravity (CG) location.
The aircraft must be weighed:
On leaving the works
Following any major modification.

3.1 PRELIMINARY STEPS


The weighing operation must be carried out by avoiding the errors caused by the
wind.
Clean the aircraft carefully before weighing.
Should the weighing operation be used to determine C.G. location, level the aircraft
before weighing.
In principle, all equipment items included in the aircraft's empty weight must be
installed. Make an inventory of those equipment items and include it in the weighing
record.
All weighing instruments must be checked for correct "zero" setting before use. It is
important that the weighing instruments rest on suitable leveled ground for correct
measurement.
Unless otherwise specified, the fuels cells must be drained.
The quantities of oil and fuel remaining in the tanks, lines, etc...are called "residual",
and are normally included in the aircraft's empty weight.
The brakes must be released for jacking up the aircraft.

3.2 WEIGHING PROCEDURE


Aircraft weighing and C.G. location determination are as follow:
After the inventory has been made and the checks have been performed, level the
aircraft by means of the appropriate markings and using a clinometer, with the
landing gear off the ground.
Check that the fuel cells are drained.
The distances of the jacking points are defined by the manufacturer when the
aircraft is assembled on the jig.
Record the value of the weight measured at each jacking point.
Compute the moment by multiplying the weight value by the distance of the
corresponding jacking point.
Make the sum of the moments.
Divide the total moment by the weight to obtain the aircraft C.G. location.

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INVENTORY AT TIME OF AIRCRAFT WEIGHING

MISCELLANEOUS RADIO COMMUNICATION


Aircraft tool kit.................................... RADIO NAVIGATION
First aid kit ......................................... AVIONICS
Flight Manual .....................................
Fire extinguisher ................................ VHF/AM ............................................
Storage net ........................................ UHF/AM ............................................
VHF/UHF/AM ....................................
OPTIONAL EQUIPMENT VHF/UHF, AM/FM.............................
2nd landing light ................................ HF/SSB.............................................
Hover flight flood light ........................
LOCATOR searchlight ....................... ICS installation
SPECTROLAB light ........................... Headset ............................................
Illuminating flares............................... Recorder ...........................................
Blind flying screens............................ Emergency locator transmitter ..........
Tinted transparent panels ..................
De-iced transparent panels................ Encoding altimeter ............................
Ice detector........................................ Radio-altimeter .................................
Fuel warn-up system ......................... ADF...................................................
Air conditioner....................................
Baggage compartment ventilation ..... IFF ....................................................
Emergency floatation gear................. TACAN..............................................
Sand filters......................................... DME..................................................
Blade folding system ......................... VOR/ILS - GLIDE - MARKER ...........
Sling .................................................. HOMING system...............................
Hoist ..................................................
Drip tray ............................................. NADIR...............................................
Hailer installation ............................... DOPPLER radar ...............................
Ferry fuel tank.................................... Weather / navigation radar................
Auxiliary fuel tank .............................. GPS ..................................................
Pressure refueling system .................
Fuel flowmeter ................................... FLIR ..................................................
Fuel jettison system........................... Coupler .............................................
Crash-resistant fuel tank....................
Reinforced protection of main rotor
blades ................................................
Alternator ...........................................
"De luxe" trimming .............................
12-seat installation.............................
13-seat installation.............................
Ambulance duty installation ...............
Nose wheel castor lock......................
43-Ah battery .....................................

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4 CALCULATING LONGITUDINAL CG LOCATION


4.1 METHOD
The distance from the centre of gravity of the aircraft to the datum plane is found by
means of the following formula :

Sum of moments
= C.G. location
Sum of weights
Determine the equipped empty weight.
Referring to the tables of SECTION 6.2, note then totalize the weights and
moments.
Check that the total weight is lower than the maximum permissible takeoff weight.
Determine the C.G. location and check that is falls within permissible limits.

4.2 EXAMPLE OF CALCULATION


Weight C.G. location Moment
Equipped empty weight 2668 kg 4.11 m 10965.5 m.kg
Crew
1 pilot + 1 copilot 150 kg 258 m.kg
12-seat layout
4 passengers at front 320 kg 877 m.kg
4 passengers at middle 320 kg 1139 m.kg
4 passengers at rear 320 kg 1376 m.kg
Fuel (standard tanks)
Tank 1 (380 l) 300 kg 879 m.kg
Tank 2 (380 l) 300 kg 1428 m.kg
Load in cargo compartment 100 kg 553 m.kg
TOTAL : 4478 kg 17475.5 m.kg

17475.5
i.e. a CG location of = 3.90
4478
within the permissible limits. (Refer to SECTION 2.2).

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METRIC SYSTEM
WEIGHT MOMENT (m.kg)
(kg) D1 D2 D3 D4 D5 D6 D7
70 192 250 301 178 234 243 300
80 219 285 344 203 268 278 343
90 247 320 387 229 302 312 386
100 274 356 430 254 335 347 429
120 329 427 516 305 402 416 515
140 384 498 602 356 486 601
160 438 570 688 406 555 686
180 493 641 774 457 625 772
200 548 712 860 508 694 858
220 603 783 946 559 763 944
240 658 854 1032 610 833 1030
260 712 926 1118 660 902 1115
280 767 997 1204 711 972 1201
300 822 1068 1290 762 1041 1287
320 877 1139 1376 813 1110 1373
340 932 1210 1462 864 1180 1459
360 986 1282 1548 914 1249 1544

ANGLO SAXON SYSTEM


WEIGHT MOMENT (in.lb)
(lb) D1 D2 D3 D4 D5 D6 D7
150 16180 21024 25395 15030 19795 20485 25353
180 19417 25229 30474 18036 23755 24583 30424
200 21574 28032 33860 20040 26394 27314 33804
220 23731 30835 37246 22044 29033 30045 37184
260 28046 36442 44018 26052 34312 35508 43945
300 32361 42048 50790 30060 39591 40971 50706
350 37754 49056 59255 35070 47800 59157
400 43148 56064 67720 40080 54628 67608
440 47463 61670 74492 44088 60091 74369
490 52856 68678 82957 49098 66919 82820
530 57171 74285 89729 53106 72382 89581
570 61486 79891 96501 57114 77845 96341
620 66879 86899 104966 62124 84673 104792
660 71194 92506 111738 66132 90136 111553
700 75509 98112 118510 70140 95599 118314
750 80902 105120 126975 75150 102427 126765
800 86296 112128 135440 80160 109256 135216

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3 TRANSPORT OF INTERNAL FREIGHT

Figure 3: Internal freight

METRIC SYSTEM ANGLO SAXON SYSTEM

WEIGHT MOMENT (m.kg) WEIGHT MOMENT (in.lb)

(kg) B1 B2 B3 (lb) B1 B2 B3
50 120 192 276 100 9450 15120 21780
100 240 384 553 200 18900 30240 43560
150 360 576 829 300 28350 45360 65340
200 480 768 1106 400 37800 60480 87120
250 600 960 1382 500 47250 75600 108900
300 720 1152 1659 600 56700 90720 130680
350 840 1344 700 66150 105840
400 960 1536 800 75600 120960
450 1080 1728 900 85050 136080
500 1200 1920 1000 94500 151200
550 1320 2112 1100 103950 166320
600 1440 2304 1200 113400 181440
1323 125023 200038
Max. weight per sq.ft: refer to SECTION 2.7.

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6.3 FUEL IN CARGO HOLD TANK

Figure 7 : Fuel - Cargo hold tank

METRIC SYSTEM ANGLO-SAXON SYSTEM

QUANTITY MOMENT QUANTITY MOMENT

kg l (m.kg) lb US gal (in.lb)

50 63 320 100 15.2 24650


75 95 476 150 22.8 36975
100 127 630 200 30.3 49300
125 158 782 250 37.9 61625
142 180 885 313 47.5 77155

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7 WEIGHT AND LONGITUDINAL MOMENT OF EQUIPMENT


ITEMS
The following list covers the optional equipment items. It gives the approximate weight
and longitudinal moment of the removable components.

WEIGHT MOMENT
EQUIPMENT (kg) (lb) (m.kg) (in.lb)
HOIST COMPLETE WITH ARM 63 138.9 206.5 17932
- Hoist equiped 49 108
- Boom, strut, belt fairing 14 30.9
SX 16 WITH IR FILTER 41.9 92.4 104.4 9058
- Support and attachments 2.4 5.3
- SX 16 39.5 87.1
FLIR WESCAM 16DS-W 45.5 100.3 116.85 10140.5
- Support and attachment 5.5 12.1
- FLIR 40 88.2
SLING 19.85 43.8 80.8 7018.5
REAR-VIEW MIRROR 4.4 9.7 0.044 3.9
LOUD SPEAKER NAT 4.8 10.58 21 1827.2
FLIR FSI ULTRA 7000
- Console 55.3 121.91 168.67 14637.7
- Operator's seat 30.5 67.24 105.23 9133.2
- Turret with support 20.3 44.75 48.72 4228.4
- Video antenna 7.9 17.42 36.58 3175.3
LOUDSPEAKER 450 W (2x2) 10.9 24.03 45.5 3945
DRIP TUB 15 33.07 54.75 4752.2
FAST ROPING ARM ASSEMBLY (two arms) 39.2 86.42 164.6 14289.5
POLICE ANTENNEA 8 17.64 28.2 2444.6
TWO SINGLE-SEAT (back to back) 37.2 82.01 128.5 11151.7
2 TWO SEAT BENCH (Aft) 32.6 71.87 82.8 7187
2 TWO SEAT BENCH (Forward) 31.4 69.22 135 11718.3
1 LIFE RAFT 34 74.9 133.3 11534.6
SKI INSTALLATION 62 136.69 222.4 19303.4
EMERGENCY FLOATATION GEAR
- With standard cylinder 59.26 130.64 229.6 19922.6
- With carbon cylinder 54.06 119.18 212.8 18460.9
- Neutralization kit 5.14 11.33 22.4 1944.2

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WEIGHT MOMENT
EQUIPMENT (kg) (lb) (m.kg) (in.lb)
VIP INSTALLATION
6 FISHER VIP SEATS
365 V82 0022
- Forward seats 47 103.6 137.71 11950.3
- Rear seats 46 101.4 189.98 16487.6

8 BALLAST
A removing ballast fitted inside the tail allows to adjust the center of gravity of the
helicopter of the current mission.

METRIC SYSTEM ANGLO SAXON SYSTEM


WEIGHT MOMENT WEIGHT MOMENT
BALLAST
(kg) (m.kg) (lb) (in.lb)
Removable
7.35 87.08 16.20 7555.95
support
After MOD
OP54B31
1.64 19.43 3.62 1688.43
One removable
plate (max. 13)
Before MOD
OP54B31
1.48 17.53 3.26 1520.52
One removable
plate (max. 16)

After MOD 07-54B39:

METRIC SYSTEM ANGLO SAXON SYSTEM


WEIGHT MOMENT WEIGHT MOMENT
BALLAST
(kg) (m.kg) (lb) (in.lb)
Removable
4.51 53.43 9.94 4636.18
support
One removable
1.64 19.43 3.62 1688.43
plate (max. 15)
One modified
removable plate 1.58 18.72 3.48 1623.13
(max. 1)

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SECTION 7
DESCRIPTION AND SYSTEMS
CONTENTS

7.1 MAIN DIMENSIONS - OVERALL DIMENSIONS


7.2 COCKPIT
7.3 AVIONICS
7.4 POWER PLANT
7.5 FUEL SYSTEM
7.6 ROTORS AND TRANSMISSION ASSEMBLIES
7.7 FLIGHT CONTROLS
7.8 HYDRAULIC POWER SYSTEMS
7.9 ELECTRIC POWER SYSTEMS
7.10 AIR DATA SYSTEM
7.11 VENTILATION, HEATING AND DEMISTING
7.12 LIGHTING
7.13-A AUTOPILOT SOFT N8-37
7.13-B AUTOPILOT SOFT N9-72
7.13-C AUTOPILOT SOFT N9-72 OR N9-79 (WITH HOV MODE)
7.14 LANDING GEAR
7.15 FIRE PROTECTION SYSTEMS

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Figure 2: FCDS architecture

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2.2 CONTROLS
2.2.1 Instrument control panel

Figure 2: Instrument control panel

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RADIO-HEIGHT ZERO
Accordingly with the radio-height, the brown zone gives information of the actual
ground position on the baro altimeter.

BARO SETTING
The baro setting correction is displayed between 750 and 1050 hPa with an
increment of 1 hPa. The unit (hPa) blinks during evolution of the baro setting. If
the pilot requires a standard setting (1013.25 hPa) by pushing the STD control
on the ICP, the message "STD" is displayed in place of the digital value.
DH FLAG/UPPER LIMIT (optional) FLAG
DH flag: this symbol associated to an audio alarm warns the pilot when the
radio-height is smaller than the decision height. If decision height is reset to
zero, the DH flag is suppressed (in order to avoid the alarm on ground, before
the taking off). It blinks ten seconds and then remains steadily. It disappears as
soon as the radio-height is above the decision height value.
UL flag (optional): this symbol associated to an audio alarm warns the pilot
when the radio-height is higher than the upper limit. It blinks ten seconds and
then remains steadily. It disappears as soon as the radio-height is lower than
the upper limit value.
RADIO-HEIGHT
A digital copy of radio-height (the main data is displayed on the ND) is displayed
on the PFD with the following rules:
- Radio-height < 500 ft ------> Information always displayed
- Radio-height > 500 ft:
- Radio-height < decision height + 500 ft ------> information displayed
- Radio-height > decision height + 500 ft ------> information not displayed
And with the following increment:
- 1 ft by 1ft for radio-height < 30 ft
- 5 ft by 5 ft for radio-height < 300 ft
- 25 ft by 25 ft for radio-height > 300 ft
AIRSPEED
The airspeed is displayed between 20 and 300 kt with a graduation every 5 kt.
A digital value is associated to the graduation every 20 kt. If the airspeed is
lower than 20 kt, nor precise graduation neither digital value are given.
VNE LIMIT
Both VNE with and without power are computed and displayed at the same
time.
AIRSPEED TREND
This indicator gives the airspeed foreseen to be reached after 5 seconds if the
acceleration remains constant.
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2.3.2 PFD AFCS status

Figure 5 - PFD: AFCS status symbology


x The displayed reference bug can be moved by the beep trim or by the control
box. When the change occurs the bug is blinking in white and engaged mode is
underlined white blinking.
x When a mode is engaged or disengaged, or in case of color change, a flashing
box is displayed around the related mode for 10 s.

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3.4 CAD

Figure 19 - CAD: CAU/FUEL pages

NOTE
In the event of failure of both VEMD screen,
the N1 page replace the FUEL page.

The quantity of fuel available in a fuel tank group is displayed in two forms:

. A blue band the height of which is proportional to the quantity of fuel present in the
fuel tank. The right group indicator is longer than the left one because it holds more
fuel.

. A figure which indicates the percentage of fuel in the group (percentage of 1000 kg).

The endurance is calculated from the fuel flow rate and the remaining fuel quantity
available. This time is displayed in hour(s) and minute(s).

The horizontal band graph is shown when the additional 180-liter fuel tank is installed.
The arrows flash when the solenoid valve is energized.

The "FUEL" message, comes into view when any of the following sensors in the engine
compartment trips:

. PRS 1 and/or 2 (light on the Fuel Management Panel comes on).

. FILT 1 and/or 2 (light on the Fuel Management panel comes on).

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3.4.1 CAU page


This page displays all amber warnings and the advisories for the helicopter in 3
columns (Left warnings, miscellaneous advisories, Right warnings).
The amber warnings are displayed from the top to the bottom of the page while
the advisories are displayed in green in the center column, below the amber
messages.
3.4.1.1 START mode
The following procedure is automatically done, but is inhibited in case of CPDS
power on in flight. During the power on phase of the system, the CPDS checks
the availability of some cautions. If some cautions are failed or if a subsystem is
detected as failed during this phase a caution linked to this event will be
displayed. Under normal conditions, because the engines are not started or
because external power unit is linked to the helicopter, some cautions are
normally active. According to a specific list, this cautions are automatically
acknowledged. If one of them is missing a white message INP FAIL is
activated on the CAD.
3.4.1.2 CAUTION display
When one or more cautions are displayed :
. All alarms already acknowledged are cleared, leaving the three columns
blank.
. The new cautions are displayed in their respective columns.
. Two thick yellow line blink on top and at the bottom of the screen.
. Cautions are displayed in the order of occurrence.
. If a fault disappears, the corresponding caution is cleared after 5 s and the
warnings displayed underneath are moved up one line.
. The crew Acknowledge the warnings by pressing a button on cyclic stick or
on CAD (CAD SELECT key, VEMD SELECT key if the CAD is not available
and VEMD presents caution back up page).
. Once the warnings are acknowledged, they are classified by order of their
arrival in their respective columns.
. The blinking lines disappear.
. When the column is full, a 1 OF 2 message appears on top the middle
column, indicating that a second page has been started.

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SECTION 7.4
POWER PLANT

1 DESCRIPTION
The helicopter is fitted with two TURBOMECA ARRIEL 2C2 free turbines, places side
by side, aft of the MGB.

2 MINIMUM PERFORMANCE DATA


2.1 SERVICE RATINGS (TEST BENCH ENGINE)
POWER (KW)
RATING MAXIMUM TIME
HP = 0 ISA

30-second OEI 30s 789

2-minute OEI 2 min 714

Continuous OEI Unlimited 688

Take-off 5 min 697

Maximum continuous Unlimited 636

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3 CONTROLS AND INDICATORS


3.1 OVERHEAD PANEL

Figure 1: Overhead panel

3.2 COLLECTIVE PITCH LEVER HANDLE

Figure 2: Collective pitch lever handle


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RCA
3 CONTROLS AND INDICATORS
3.1 OVERHEAD PANEL

Figure 1: Overhead panel

3.2 COLLECTIVE PITCH LEVER HANDLE

Figure 2: Collective pitch lever handle

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.

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4 ENGINE OIL SYSTEM

Figure 10: Engine oil system

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5 ENGINE FUEL SYSTEM

Figure 11: Engine fuel system

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RCA
5 ENGINE FUEL SYSTEM

FUEL SYSTEM
(See section 7.5)
Figure 11: Engine fuel system

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.

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RCA
2 CONTROLS AND INDICATORS
2.1 FUEL MANAGEMENT PANEL

Figure 2: Fuel Management Panel

2.2 CAUTION ADVISORY PANEL

Figure 3: Caution Advisory Panel

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.

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2 CONTROLS AND INDICATORS


2.1 FUEL MANAGEMENT PANEL

Figure 2: Fuel Management Panel

2.2 CAUTION ADVISORY PANEL

Figure 3: Caution Advisory Panel

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2.3 CAD (CAU + FUEL)

Figure 4: CAD (CAU + FUEL)

NOTE
In the event of a CAD display failure:

The quantities of fuel remaining in the fuel tanks are displayed on the VEMD.

The fuel pressure values are no longer displayed.

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RCA
3 FUEL SYSTEM

Figure 5: Fuel system

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.

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3 FUEL SYSTEM

Figure 5: Fuel system

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SECTION 7.7

FLIGHT CONTROLS

1 GENERAL
The flight controls comprise:
- Two cyclic pitch control sticks controlling the inclination of the swash plates.
- Two collective pitch levers controlling the vertical displacement of the swash plates.
- Two pairs of pedals controlling the angle of attack of the fenestron blades. The
pedals also feature assisted differential brakes acting on the main landing gear
wheels.
- The pedal assembly is adjustable to the pilot's size.

2 CONTROLS ON CYCLIC PITCH STICK GRIP

1 Spare 7 SAS mode ON


2 Spare 8 ICS Push To Talk button
3 Cargo sling release (if fitted) 9 Caution aknowledge
4 AFCS mode OFF or SAS 10 Upper modes release
5 Spare 11 Trim release
6 Automatic Pilot beep trim

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3 CONTROLS ON COLLECTIVE PITCH LEVER GRIP

1 Spare 7 Emergency Floatation (if fitted)


2 Hoist cable cutter (if fitted) 8 OEI HI/LO
3 Landing light On / Off / Retract 9 Collective Trim release
4 Landing light controls 10 OEI CONT
5 Collective beep trim 11 Windshield wiper
6 Spare 12 Go-Around

The ramp of the collective pitch lever is fitted with:


- A friction locking device.

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RCA
3 CONTROLS ON COLLECTIVE PITCH LEVER GRIP

1 Hoist cable cutter (if fitted) 7 OEI HI/LO


2 Landing light On / Off / Retract 8 Collective Trim release
3 Landing light controls 9 OEI CONT
4 Collective beep trim 10 Windshield wiper
5 Spare 11 Go-Around
6 Emergency Floatation

The ramp of the collective pitch lever is fitted with:


- A friction locking device.

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.

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3.3 INDICATORS
The red alarm appears on the Caution advisory panel.
- The red "BAT TEMP" light comes on when the battery temperature reaches 71 C
2.8 C.
The failure messages are shown on the CAD:
- BAT" message:
This message appears in the center column when the battery is not charging.
- "ESS BUS" message:
This message appears in the center column when at least one of the two essential
bus bars is not powered.
- "GEN" message:
This message appears in the right or left column when the corresponding
generator has not cut into the power system.
- "BUS TIE" message:
This message appears in the center column when the left and/or the right power
systems is/are no longer coupled to the "BUS TIE".

The measurement values and messages are shown on the VEMD.


- The "SELECT button of the VEMD is used to select the source to be measured
and the + and - keys are used to select the display of this source sequentially.
The possible choices are:
. "GEN 1".
. "GEN 2".
. "SELECTOR".
A current flow and a voltage value appear under the messages.
- When the "SELECTOR" message is shown, the current flow and the voltage
displayed are those of the source selected on overhead panel. ("BAT" or "GEN1"
or "GEN2").

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4 CIRCUIT BREAKER PANELS

Figure 4: Circuit Breaker Panels 3 Alpha, 4 Alpha and 5 Alpha

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SECTION 7.12
LIGHTING
1 EXTERNAL LIGHTS
The external lighting systems provide power to:
Position Lights
- The green light is on the right side of the helicopter.
- The red light is on the left side of the helicopter.
- The white light is in the center of the tail cone.
The POS LTS switch on the overhead panel controls these lights.
Anti-collision and Strobe lights
- The anti-collision light is installed on the tip of the fin (on the tip fairing).
- The strobe light (if fitted) is installed under the bottom structure.
Both are controlled with the "ANTI COL" selector on the overhead panel.
"ANTI COL" Conventional LED anti-collision
Strobe light
selector position anti-collision light light
OFF Off Off Off
WHT Flashing white Flashing red/white Flashing white
RED Flashing red Flashing red Off
Landing Lights
- A retractable, swiveling landing light.
- A second optional retractable, swiveling landing light.
The two landing lights are mounted at the front on the lower left and right fairings
under the cockpit floor.
The landing lights controls consist of:
- A SRCH LTS selector on overhead panel
- A three-position switch and a four-position switch, located on the pilot's and
copilot's collective lever grips.

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2 INTERNAL LIGHTS
2.1 INSTRUMENT AND ZONE LIGHTING
All the instruments and control panels, including the circuit-breaker panels, are
lighted.
The following controls are located on then overhead panel:
A master lighting switch "LIGHTING",
Four potentiometers to adjust the lighting brightness of:
- The copilot's instrument panel by the "PNL.CPLT" potentiometer,
- The overhead panel and the console by two concentric potentiometers
"O.HEAD" and "CONSOLE" respectively,
- The pilot's instrument panel by the "PNL.PLT" potentiometer.

2.2 CREW LIGHTING


Each the crew member has at his disposal a portable utility light that is mounted on
the cabin ceiling. Both the utility lights are located on the cabin overhead panel, one
on the right and one on the left.
The portable utility lights are powered directly by the battery. They can be used with
the emergency lighting system. Red or white light can be selected by pivoting a filter.
An integrated potentiometer is used to switch on the utility lights and to adjust their
brightness.

2.3 CABIN LIGHTING


The cabin dome light is fitted with three bulbs and it lights the forward row of seats. It
is controlled by means of an ON / OFF switch on the overhead panel. An
emergency battery power supply automatically lights the dome light.
Two sets of five fluorescent tubes complete the lighting provided by the dome light
and ensure the lighting of the aft seats. The cabin dome light control switch is used to
switch on the fluorescent tubes.

2.4 LIGHTED SIGNS PANEL


The lighted signs panel is located above the forward seats and is fitted with nine
bulbs. A switch that is located on the overhead panel controls the lighted signs.
NOTE
Should the normal on-board power system fail, all the cabin lighting and the lighted
signs are powered by a standby battery.

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2.5 CARGO COMPARTMENT LIGHTING


The cargo compartment is lighted by a dome light which is turned on manually by
means of a switch in the doorframe and turned off automatically when closing the
door (or manually before closing the door).

2.6 STORM LIGHT (IF FITTED)


A floodlight located at the upper part of the center aisle and controlled by means of
the STORM LT switch illuminates one section of the instrument panel to reduce the
contrast due to the flashes of lightning.

2.7 HELICOPTER EMERGENCY EGRESS LIGHTING H.E.E.L (If installed)


The H.E.E.L makes it easier to locate the emergency exits and cockpit door jettison
handles in the event of ditching, a crash landing or failure of the direct current
electrical power system.
- The main system, supplies 17 window lights and 6 jettison handle lights.
- The power supply units are connected to the flight data recorder inertia and
immersion sensors
- The H.E.E.L. is controlled by the EMER LT switch located on the overhead panel.
OFF : inhibits any activation of the H.E.E.L

ARMED : the system is activated automatically in the


event of immersion, a crash landing or failure of
the dc electrical power system.

ON : activates the H.E.E.L

- The sliding door window H.E.E.L. is supplied by:


the main system for the front and upper lights
the battery and stand-alone converter, not recharged by the aircraft electrical
power system, for the rear and lower lights
- These lights come on automatically, only in the event of immersion.
- This system is autonomous for 20 minutes at a depth of 50 ft.
- The H.E.E.L must be checked daily, before the first flight, by moving the switch to
the test position.

NOTE
The sliding door emergency exit lighting is autonomous and can be
activated only by immersion detection.

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SECTION 7.13 - A
AUTOPILOT (Soft N8-37)

1 GENERAL
The autopilot is designed to provide attitude hold, turn co-ordination and upper modes.
It allows the pilot full fly-through capability.
Several functions of the autopilot are subject to the version of software which is
installed. The main differences are listed in the following table:
FUNCTIONS Before MOD 22B55 After MOD 22B55
OAT envelope Above 15C Above 40C
Improvement of yaw Trim
check during AP test ( Not available Available
blinking)
Above 80 ft (Radio height)
Power management in automatic reduction of
Not available
basic stabilization power when authorized
limit is exceeded
Available on ground by
pressing the upper mode
Stick re-centering function Not available
disengagement button on
cyclic stick more than 1s

1.1 DESCRIPTION OF THE INSTALLATION


The AP includes the following components:
An APM 2000 (Automatic Pilot Module) which acquires data, then computes and
transmits the correcting signals to the actuators,
An APMS (Automatic Pilot Mode Selector) used to engage of the various modes,
A CYCLIC TRIM FEEL and a COLLECTIVE TRIM FEEL selector (ON/OFF
control), on overhead panel, used to release cyclic or collective force trim,
A SEMA actuator (Smart Electro-Mechanical-type flight control Actuator) in the yaw
axis,
A SEMA actuator in the pitch axis contributing also to the collective axis,
Two SEMA actuators in the roll axis contributing also to the collective axis,
A trim actuator in pitch, roll, yaw and collective axes,
Yaw pedal position transmitters,
Collective stick position transmitters.

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1.2 OVERALL SYSTEM ARCHITECTURE

Figure 1: Auto Pilot general block diagram.

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1.3 COMMANDS

Figure 2: APMS

AP Push-button Engages and disengages the automatic pilot.


OFF AP disengaged

AP engaged

A.TRIM push-buttons Engage and disengage the yaw and cyclic auto-
trim functions.
OFF Auto-trim disengaged

Auto-trim engaged

TEST push-button Engages the AP Pre-flight test.


ON Flashing during the test

ALT.A knob Offers the possibility of adjusting pre-selected


altitude. Press this knob and the ALTITUDE
ACQUISITION mode engages. The green
engagement indicator light for this function
comes on.
NAV push-button Arms / engages and disengages NAV (FMS)
and VOR modes.
A mode armed

C mode captured

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HDG knob Used to change the heading. Press this knob


and the heading mode navigation is engaged.
The green engagement indicator light for this
function comes on.
APP push-button Arms / engages and disengages the localizer
(LOC) and VOR Approach modes.
A mode armed

C mode captured.

CR.HT knob Offers the possibility of adjusting a flying height.


Press this knob and the CRUISE HEIGHT
mode engages. The green engagement
indicator light for this function comes on.

BC push-button Disabled.

GS push-button Engages and disengages the GLIDE SLOPE


mode.
A mode armed

C mode captured.

VS push-button Engages and disengages the Vertical Speed


mode.
A VS armed.

C VS captured

IAS push-button Engages and disengages the Airspeed hold


navigation mode.

IAS engaged

ALT push-button Engages and disengages the Altitude hold


navigation mode.

ALT engaged

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RCA

CYCLIC STICK COLLECTIVE PITCH


Figure 3: Cyclic and collective

SAS push-button. Allows the engagement of the back-up SAS when AP is off
CYCLIC BEEP TRIM With no upper mode engaged:
- attitude reference change on pitch or roll axis
With upper modes engaged:
- Up: increase IAS / Down: decrease IAS.
- Heading left / Heading right.
CYCLIC TRIM RELEASE Allows the temporarily declutching of the trim actuators
from the cyclic axes.
UPPER MODE-OFF Allows the rapid disengagement of all engaged upper
modes.
SAS/AFCS fast cut-off Disengages either AFCS or back-up SAS.
COLLECTIVE BEEP TRIM Control the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engages and disengages the Go-Around mode.
COLLECTIVE RELEASE Controls the collective trim release.

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.

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CYCLIC STICK COLLECTIVE PITCH

Figure 3: Cyclic and collective

SAS push-button. Allows the engagement of the back-up SAS when AP is


off.
CYCLIC BEEP TRIM With no upper mode engaged:
- attitude reference change on pitch or roll axis
With upper modes engaged:
- Up: increase IAS / Down: decrease IAS.
- Heading left / Heading right.
CYCLIC TRIM RELEASE Allows the temporary declutching of the trim actuators
from the cyclic axes.
UPPER MODE-OFF Allows the rapid disengagement of all engaged upper
modes
SAS/AFCS fast cut-off Disengages either AFCS or back-up SAS.
COLLECTIVE BEEP TRIM Controls the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engages and disengages the Go-Around mode.
COLLECTIVE RELEASE Controls the collective trim release.

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CYCLIC
TRIM FEEL
COLLECTIVE
TRIM FEEL

AP RESET

SAS RESET

Figure 4: Overhead panel

1.4 ANNUNCIATION
1.4.1 Upper Modes
On PFD Mode On control box
IAS ALT HDG VS
XXX + on relevant scale CR.HT
or

XXX + on relevant scale NAV VOR VOR A LOC


GS active

XXX NAV VOR VOR A LOC
GS armed

VS + on VS scale ALT.A

ALT A

GA GA + GA
on
then relevant Then after 10s
scale
VS IAS + VS and IAS

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NOTE
On PFD, upper modes are displayed in the column corresponding
to the controlled axis:
Left side = Collective
Middle = Roll/Yaw
Right side = Pitch

1.4.2 Specific Display

Colors Definition
Immediate pilot attention or manual recovery
RED required.
Blinking: AP mode not able to perform its
intended function and about to disengage,
AMBER Blinking amber-green: pilot override action
detected.
Upper modes engaged or captured, not
GREEN requiring pilot attention.
Blinking: AP mode about to automatically
CYAN disarm,
Steady: armed AP mode.

XXX Box is displayed for 10 s


Mode lost in a non-critical phase.
and then disappears
(Flashing)

Engaged mode degraded.

Changing the reference value

Excessive deviation.

Warning or disengagement with


Flashes for 10 s, then MANDATORY manual control recovery.

CR.HT engaged and deviation over


FLY-UP
excessive threshold.

NOTE

Every mode or color change is associated with an attention getting rectangle


for 10 s.

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2 OPERATING MODES
2.1 BASIC STABILIZATION
By default, the AP performs an attitude hold on pitch and roll axes and either heading
hold or turn coordination on yaw axis.
The natural cross coupling existing between the helicopter axes is automatically
corrected. When the AP is disengaged:

"AP" on APMS + OFF OFF OFF on PFD

2.1.1 Long term attitude hold (ATT)


The ATT mode is engaged by default following AP engagement. The AP reverts to
ATT mode after upper modes disengagement.
Several fly-through modes are available:
- Hover follow-up: When in the hover (i.e. below 30 kt with a hysteresis up to 40
kt), a longitudinal or lateral pilot action against the spring induces an attitude
reference synchronization to the current attitude together with a follow-up trim
command. During maneuvers above 2 deg/s the trim follow-up is momentarily
stopped.
- Beep-trim: Using the 4-way switch located on the cyclic grip, the pilot can
change attitude reference on pitch (beep speed 2 deg/s) and roll axis (beep
speed 4 deg/s).
- Override against the spring loads (IAS > 40kt): The pilot can override the hold
functions. The trim actuators control is automatically disabled and the AP
automatically commutes into a hands-on dedicated mode called CSAS, on the
relevant axis. After fly-through action, the helicopter returns to the original
attitude.
- Stick + beep: the pilot uses the 4-way switch located on the cyclic grip, and
simultaneously overrides the spring loads. The attitude reference slowly joins the
current attitude. The trim is commanded to follow-up the stick.
- Trim release: When the pilot presses the Force Trim Release pushbutton
located on the cyclic grip, cyclic trim actuators are declutched (efforts are
cancelled) and the AP switches into CSAS mode. After fly-through action, the AP
holds the new pitch and roll attitude references.
When above the IGE radar height (typically 30 ft), the collective trim is commanded
to decrease the power to the power limit.
2.1.2 Stability Augmentation Sub-mode (digital SAS)
When the auto-trim function is deactivated the AP reverts to the Sub-mode (digital
SAS): it provides stability augmentation on pitch and roll axes using series
actuators while the yaw axis remains unaffected. For training purpose this mode
can be engaged by the pilot by pressing the "CYC" A.TRIM push-button located on
APMS.
"CYC" on APMS + TRIM on CAD + R SPS on PFD

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2.1.3 SAS
In case of AP failure, pilot engages the SAS mode (cyclic SAS pushbutton)
iSASi. It provides augmentation stability on roll and yaw axis via FOG.
2.2 LATERAL UPPER MODES
2.2.1 General
- For all lateral modes, except HDG, engagement is inhibited below 35 kt.
- For HDG, engagement is inhibited below 26 kt.
- For all lateral modes, engagement is inhibited when aircraft is on ground.
2.2.2 Heading select (HDG)
The HDG mode maintains the current heading upon engagement or acquires
and holds a pre-selected heading.
The HDG mode is engaged/disengaged by pressing the HDG rotary knob on
APMS.
When the HDG mode is engaged iHDGi label is displayed on AFCS strip.
Conditions that force the HDG mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent release),
- upper modes disengagement via coupler release push-button on either cyclic
grip,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for display to
the pilot,
- Upon action on the rotary button when HDG is engaged, the mode
commands a turn in the direction of the button rotation, even if heading
difference happens to exceed 180 degrees,
- Maximum bank angle corresponds to the standard rate of turn limited to 21.
The engagement of the NAV, VOR or LOC modes disengages the HDG mode.
2.2.3 VOR navigation mode (VOR)
The VOR mode acquires and holds a pre-selected VOR course. Coupling can
be done on ND display type.
To arm or engage VOR interception and hold:
- Select appropriate VOR frequency,
- Set the master navigation source to "VOR #",
- Select the desired VOR radial through the CRS button on ICP,
- Adopt a heading compatible with the interception,
- Press the "NAV" push-button on the APMS.
It presents four possible different phases:
- armament when the VOR deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the desired VOR
course within a recommended range of 90 degrees,

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- depending on the deviation closing rate, the mode will first align the aircraft
(capture phase), and then, again depending on the closing rate, will
complete the alignment on the selected course (tracking phase),
- loss of bearing validity or rapid deviation change: the VOR reception can
be lost for significant periods of time; also when flying above the VOR
beacon, the VOR bearing exhibits fast and large amplitude variations.
Therefore, upon detection of this phenomenon for at least 10 s, the mode
holds a heading that aligns the aircrafts ground speed on the course, until
the VOR signal is stabilized with a confirmation time of 10 s and resumes
the tracking. During that phase iiVORii label is displayed on AFCS strip.

a) Armament/disarmament
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is armed/disarmed by
pressing the NAV pushbutton on APMS if the capture conditions are not
satisfied:
- iVORi label is displayed on the armament line of the AFCS strip.
Conditions that force the VOR mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- navigation source change for at least 30 s,
- loss of VOR bearing for at least 60 s,
- change of VOR/ILS receiver frequency for at least 30 s,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the GA mode disarms the VOR mode.

b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is engaged/disengaged
by pressing the NAV pushbutton on APMS if the capture or tracking
conditions are satisfied. If previously armed, the mode automatically
engages in the same conditions:
- iVORi label is displayed on AFCS strip.
Conditions that force the VOR mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,

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- navigation source change for at least 30 s,


- change of VOR/ILS receiver frequency for at least 30 s,
- loss of VOR bearing for at least 60 s,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG, NAV or GA modes disengages the VOR
mode.
NOTE 1
It is possible to align the helicopter on the selected radial before engaging
the mode. When this is done, the helicopter passes directly into the
captured VOR mode.

NOTE 2
In case of signal alteration (i.e.: proximity of the station). The VOR
annunciation revert to amber. The flight control law changes, the helicopter
will follow the heading corresponding to the course set corrected by the
computed drift.

2.2.4 VOR A Mode


To arm or engage VOR A interception and hold:
Select appropriate VOR frequency,
Set the master navigation source to VOR # ,
Select the desired VOR radial through the CRS button on ICP,
Adopt a heading compatible with the interception of the radial,
Press the APP push-button on the APMS.

1st case: Course Deviation greater than 30.


When the lateral deviation drops below 2 dots (one dot represents 5), the VOR A
mode automatically switches to capture phase.
The HDG mode disappears (if it was active).
The helicopter turns to adopt a 30 interception heading until the lateral deviation
detected is less than 0.8 dot.
The mode then aligns on the selected radial.

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2nd case: Course Deviation less than 30.


The capture starts when the lateral deviation drops below 0.8 dot.

NOTE 1
It is possible to align the helicopter on the selected radial before engaging
the mode. When this is done, the helicopter switches directly to the
captured VOR A mode.

NOTE 2
In case of signal alteration (i.e.: proximity of the station). The VOR A
annunciation reverts to amber. The flight control law changes, the helicopter
will follow the heading corresponding to the course set corrected by the
computed drift.

2.2.5 Navigation mode (NAV)


The NAV mode enables the helicopter to follow a selected path via a
commanded roll attitude output from a navigation management system
(NMS).
To arm or engage NAV interception and hold:
- Set the master navigation source to NMS,
- Check NMS active route,
- Press the "NAV" push-button on the APMS,
- iNAVi label is displayed on AFCS strip.
Conditions that force the NAV mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent
release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- loss of commanded roll attitude for at least 30 s,
- navigation source selection different from NAV for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG or GA modes disengages the NAV mode.

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2.2.6 Localizer mode (LOC)
The LOC mode aligns the aircraft along a localizer signal in order to make
an ILS approach to an airport. Coupling can be done on ND HSI mode.
To arm or engage LOC interception and hold:
- Select appropriate ILS frequency,
- Set the navigation source on ILS,
- Select the runway approach axis on the ND,
- Determine and set the interception heading,
- Press the "APP" push-button on the APMS.

NOTE
The modes currently in operation continue to control the flight until the
capture of the localizer is initialized.

It presents two possible phases:


- Armament, when the LOC deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the preset LOC
course,
- Capture, to allow any capture, the localizer deviation must be valid and
lower than 2.5 dots for at least 2 s. Then if the heading difference with
respect to the selected course is higher than 25 degrees the mode aligns
the aircraft on the localizer beam if the LOC deviation is below 2.1 dots. If
the heading difference is less than 25 degrees then the capture occurs at
1 dot.

Figure 6: LOC mode.

NOTE 1
For low angles of interception (lower than 25 degrees), capture condition
is 1 dot. However a maximum time of 30 s is introduced when the mode
is armed and the deviation below 2.1 dots to capture the localizer even if
the deviation still exceeds 1 dot.
NOTE 2
Arming the LOC will automatically arm the G/S mode (refer to paragraph
2.3.5 for G/S mode description).

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a) Armament/disarmament
On ND display, once the selected VOR/ILS receiver is tuned to a LOC
frequency, the mode is armed/disarmed by pressing the NAV push-
button on APMS if the capture conditions are not satisfied.
- iLOCi label is displayed on AFCS strip.
Conditions that force the LOC mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 30 s,
- change of ILS frequency for at least 30 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
Conditions that inhibit the LOC mode armament:
- aircraft on the ground,
- airspeed below 35 kt.
The engagement of the GA mode disarms the LOC mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of VOR/ILS receiver selected, and tuned to the frequency of
the relevant beacon, the mode is engaged/disengaged by pressing the
NAV pushbutton on APMS if the capture conditions are satisfied. If
previously armed the mode automatically engages in the same
conditions:
- iLOCi label is displayed on the AFCS strip.
Conditions that force the LOC mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG, NAV or GA mode disengages the LOC
mode
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2.3 VERTICAL AND LONGITUDINAL UPPER MODES

2.3.1 General
- In three axes coupled mode (ALT or VS):
. VNE cannot be exceeded.
. In case of insufficient collective pitch to meet the vertical mode reference,
helicopter speed decreases and if the 60 kt threshold is crossed, IAS
mode will self-engage shifting the vertical mode to the collective axis.
. In case of engine failure with a vertical mode engaged, an automatic
reversion to 4 axis is done.
- When both IAS and a vertical mode are held, or in CR.HT (with or without
IAS engaged) the following priorities apply, if the required power is more than
the available power:
. the power is maintained at maximum according to the figure below,

AEO OEI
FLI FLI

TOP 30 s
MCP continuous

IAS(kt) IAS(kt)
25 40 30 40

. vertical mode reference is held for airspeeds over Vy,


. below Vy present airspeed is maintained.
- During descent or deceleration, the minimum torque obtained is 2 x 5% in
AEO or 10% in OEI.

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2.3.2 Altitude hold (ALT)


The ALT mode maintains the current barometric altitude upon engagement:
- below 60 kt the altitude is controlled through collective axis, however the
mode shifts to the pitch axis if the airspeed exceeds 65 kt for at least 5 s,
- above 60 kt, the altitude is controlled through cyclic axis (3 axes
operation), or through collective axis when IAS is engaged (4 axes
operation),
- adjustment of altitude reference is always obtained through the trim
located on collective stick,
- altitude reference cannot be beeped below an altitude figure
corresponding to a radio height of 30 ft,
- during acquisition of the new reference, upon beep action the aircrafts
commanded vertical speed is limited to 500 ft/min.

NOTE
ALT engagement with a high vertical speed will result in an overshoot,
and possibility in excessive deviation annunciation.

When the ALT mode is engaged, iALTi label is displayed on AFCS strip.
Action/events to engage the ALT mode:
- pressing on the ALT pushbutton on APMS,
- reversion from the ALT.A mode to the ALT mode when the final
reference becomes visible on the altitude scale or near the ground (if R/A
is available),
- reversion from the VS mode to the ALT mode near the ground (if R/A is
available),
- reversion from the G/S mode to the ALT mode near the ground (if R/A is
available).
Conditions that force the ALT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of barometric altitude for at least 10 s,
- complete loss of airspeed for at least 10 s if the collective axis is not
available.

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Conditions that inhibit the ALT mode engagement:


- aircraft on ground,
- airspeed below 55 kt if the collective trim is unavailable,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot but ground proximity level-off activation. It is indicated
by three amber lines across the AFCS strip.
The mode is disengaged specifically by pressing on the ALT pushbutton
on APMS while it is engaged.
The engagement of the ALT.A, VS, G/S, CRHT or GA mode disengages the
ALT mode.
The engagement of IAS mode shifts ALT mode to the collective axis if it is
available or replaces it if not.
2.3.3 Vertical speed hold (VS)
The VS mode maintains the current vertical speed upon engagement:
- Below 60 kt the vertical speed is controlled through collective axis,
however the mode shifts to the pitch axis if the airspeed exceeds 65 kt
for at least 5 s,
- Above 60 kt the vertical speed is controlled through cyclic axis (3 axes
operation) or through collective axis when IAS is engaged (4 axes
operation),
- Under 3 axes (VS mode), a device switches to 4 axes (IAS mode) in
case of insufficient power setting.
Consequently IAS mode is set to a bottom limit around 70 kt,
- Under 3 axes (VS mode) a device restricts IAS to VNE,
- Adjustment of vertical speed reference is obtained through the beep trim
located on collective stick,
- When approaching the ground the mode automatically reverts to ALT in
order to hold an altitude corresponding to a radio height of 150 ft,
- A safety device prevents the vertical speed reference from exceeding a
safety value according to airspeed (see following figure).

When the VS mode is engaged iVSi label is displayed on AFCS strip.


The mode is engaged/disengaged by pressing the VS pushbutton on APMS

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The conditions that force the VS mode disengagement are the same
conditions as for the ALT mode.
The engagement of the ALT, G/S, CRHT or GA mode disengages the VS
mode.
The engagement of the IAS mode shifts the VS mode to the collective axis
if it is available or replaces it, if not.

2.3.4 Altitude acquisition mode (ALT.A)


The ALT.A mode acquires and holds a pre-selected altitude.
Turning ALT.A rotary knob on APMS presets a reference altitude
(step = 100 ft above 5000 ft and 50 ft below).
Pressing ALT.A rotary knob on APMS results first in selection of VS mode
(climb or descent) with a default vertical speed according to table below, or
current VS if higher, until the difference between actual altitude and
reference altitude becomes less than 300 ft. At this time ALT mode is
automatically engaged.

- When an altitude is pre-selected and ALT.A is not engaged, the blue


reference figure blinks to alert the pilot when the difference between the
pre-selected altitude and present altitude is less than 300 ft.
- When approaching the ground, the mode automatically reverts to ALT in
order to hold an altitude corresponding to a radio height of 150 ft.
The iVSi label is displayed while the iALT.Ai label underneath on AFCS
strip.
The conditions that force the ALT.A mode disengagement are the same
conditions as for the ALT mode.
The mode is disengaged specifically by pressing any ALT.A rotary knob on
APMS while it is engaged.
The engagement/capture of the ALT, VS, G/S, CRHT or GA modes
disengages the ALT.A mode.

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2.3.5 Glide slope mode (G/S)
The GS mode acquires and holds the selected glide slope in order to make
an ILS approach to an airport. When approaching the ground based on
radio altimeter information, the AP automatically reverts to ALT to perform a
level flight below 100 ft, depending on terrain profile. It requires a VOR/LOC
receiver to be tuned to an ILS frequency and the navigation source set to
this receiver. Coupling can be done on ND HSI mode.
The mode presents two different phases:
- Armament occurs if the LOC mode is armed or engaged and the capture
conditions are not yet met. The formerly engaged mode (for example
ALT) remains active until G/S capture,
- Capture: the mode is allowed to capture if the deviation is valid and
lower than 2.2 dots (glide index at the bottom of the scale) for at least 1 s
and higher than 0.7 dot (glide index above the center) for at least 3 s,
then the capture itself takes place if the LOC mode is captured and if the
deviation is lower than 2.05 dots and higher than -0.3 dot (threshold
depending on the flight conditions).
a) Armament/disarmament
To arm or engage Glide interception:
- Select appropriate ILS frequency,
- Set the navigation source to "VOR/ILS#",
- Press "GS" push-button on APMS.
On ND display, once the selected VOR/ILS receptor is tuned to a LOC
frequency, the mode is armed by pressing the NAV pushbutton on
APMS if the capture conditions are not satisfied. iGSi label is displayed
on AFCS strip.
Conditions that force the G/S mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- loss of airspeed and ground speed for at least 30 s if LOC is armed
(10 s if LOC is engaged),
- loss of barometric altitude for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- navigation source change for at least 30 s if LOC is armed (10 s if
LOC is engaged),
- change of ILS frequency for at least 30 s if LOC is armed (10 s if LOC
is engaged),
- loss of GS signal for at least 30 s if LOC is armed (10 s if LOC is
engaged),
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.

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Conditions that inhibit the GS mode armament:


- aircraft on ground,
- airspeed below 35 kt.
The engagement of the GA mode on the pitch axis disarm the GS mode.

b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of the VOR/ILS receiver selected, and tuned to the frequency
of the relevant beacon, the mode is engaged by pressing the NAV
pushbutton on APMS if the capture conditions are satisfied. If previously
armed the mode also automatically engages in the same conditions. iGSi
label is displayed on AFCS strip.
Conditions that force the GS mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of GS signal for at least 10 s,
- loss of airspeed and ground speed for at least 10 s,
- loss of barometric altitude for at least 10 s.
Conditions that inhibit the G/S mode engagement:
- aircraft on ground,
- anomaly detected by the monitoring of the data sent to the FDS, for
display to the pilot,
- airspeed below 35 kt,
- LOC mode not engaged,
- GA mode engaged.
The engagement of the ALT.A, VS, ALT, CRHT or GA mode disengages
the G/S mode.
The engagement of the IAS mode shifts the G/S mode to the collective
axis if it is available or replaces it, if not.

NOTE
Before GS mode engagement, it is possible to use the ALT.A mode even
if the GS mode is armed. The GS mode will have priority for
engagement.
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2.3.6 Indicated airspeed (IAS)


The IAS mode maintains the current indicated airspeed upon engagement
or acquires and holds a pre-selected indicated airspeed, always through
pitch axis.
Adjustment of IAS reference is obtained through the cyclic beep trim.
- When approaching the ground, ALT mode is automatically engaged in
order to hold an altitude corresponding to a radio height of 150 ft.
- In 3 and 4 axes, a device limits the IAS mode from a bottom limit of 30 kt
and to VNE.
When the IAS mode is engaged, iIASi label is displayed on AFCS strip.
Action/events to engage the IAS mode:
- pressing the IAS pushbutton on APMS,
- reversion from the GA mode to the IAS mode after 15 s,
- when bottom airspeed limit of 60 kt is reached with any vertical mode
(ALT, ALT.A, VS or GS) engaged on pitch axis and the collective axis is
available,
- loss of one engine in three axes operation (i.e. with a vertical mode
engaged on pitch axis).
Conditions that force the IAS mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of airspeed for at least 10 s.
Conditions that inhibit the IAS mode engagement:
- aircraft on ground,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot except for the OEI reversion case.
The mode is disengaged specifically by pressing the IAS pushbutton on
APMS while it is engaged.
The GA mode disengages the IAS mode.
When the collective axis is not available (3-axes operation) the engagement
of the ALT, ALT.A, VS or GS mode disengages the IAS mode.

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2.3.7 Go around (GA)


The GA mode is used in case of a missed approach or during takeoff (as
soon as IAS > 30 kt) and holds a pre-defined vertical speed of 1 000 ft/min
or the current vertical speed (whichever is the highest) and Vy or the current
airspeed (whichever is the highest).
In case of engine failure below Vy, VTOSS is acquired or the current
airspeed is held if between VTOSS and Vy.
The GA mode is engaged by pressing the GA push-button located on
collective stick: iGAi label is displayed on AFCS strip.
- Adjustment of the airspeed reference is available via the cyclic beep
like in IAS mode.
- Adjustment of the vertical speed reference is available via the collective
beep like in VS mode.
- The mode automatically reverts to VS and IAS after 15 s.
Conditions that force the GA mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of collective axis (loss of any cyclic series actuator or collective trim
failure or collective trim feel permanent release), leading to a reversion to
VS on pitch,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release), leading to a reversion to VS,
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of barometric altitude for at least 10 s.
Condition that inhibits the GA mode engagement:
- Aircraft on ground.
The mode is disengaged by pressing either the VS or IAS push-button
on APMS, or GA push-button.
The engagement of ALT.A, ALT or CRHT mode also disengages the GA
mode. GS does not disengage GA.

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2.3.8 Capture and hold of radio height mode (CR.HT)
The CR.HT mode acquires and holds a pre-selected radio height.
Turning CR.HT rotary knob on APMS presets a reference height (step =
10 ft).
The reference height can be adjusted either by the rotary knob on APMS or
by the trim located on collective stick. It cannot exceed 2450 ft and is
downward limited to the highest decision height (DH).
When flying below a safety limit (the lowest value between 200 ft and
CR.HT 30 ft) the iFLY-UPi label replaces iCR.HTi in the collective axis
column and the collective pitch increases until the helicopter is back on the
reference CR.HT value.
The collective pitch may increase up to MTOP below 30 kt and up to MCP
above 45 kt.
Pressing the CR.HT rotary knob on APMS engages/disengages the CR.HT
mode.
Pushing CR.HT button on APMS results in automatic acquisition of the
lowest vertical speed (according to the following figure), then in holding of
reference height.

VS (ft/min) VS (ft/min)

+ 500 + 500
+ 350
+ 300

IAS(kt) + 50
Z (ft)

30 50 100 210

When the CR.HT mode is engaged: iCR.HTi label is displayed on AFCS


strip
Conditions that force the CR.HT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of collective axis (loss of any cyclic series actuator or collective trim
failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of radio height for at least 10 s.
Conditions that inhibit the CR.HT mode engagement:
- aircraft on ground,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the ALT, VS, ALT.A or GS mode disengages the
CR.HT mode.

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SECTION 7.13 - B
AUTOPILOT (Soft N9-72)

1 GENERAL
The autopilot is designed to provide attitude hold, turn co-ordination and upper modes.
It allows the pilot full fly-through capability.
Several functions of the autopilot are subject to the version of software which is
installed.

1.1 DESCRIPTION OF THE INSTALLATION


The AP includes the following components:
An APM 2000 (Automatic Pilot Module) which acquires data, then computes and
transmits the correcting signals to the actuators,
An APMS (Automatic Pilot Mode Selector) used to engage of the various modes,
A CYCLIC TRIM FEEL and a COLLECTIVE TRIM FEEL selector (ON/OFF
control), on overhead panel, used to release cyclic or collective force trim,
A SEMA actuator (Smart Electro-Mechanical-type flight control Actuator) in the yaw
axis,
A SEMA actuator in the pitch axis contributing also to the collective axis,
Two SEMA actuators in the roll axis contributing also to the collective axis,
A trim actuator in pitch, roll, yaw and collective axes,
Yaw pedal position transmitters,
Collective stick position transmitters.

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1.2 OVERALL SYSTEM ARCHITECTURE

Figure 1: Auto Pilot general block diagram.

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1.3 COMMANDS

Figure 2: APMS

AP Push-button Engages and disengages the automatic pilot.


OFF AP disengaged

AP engaged

A.TRIM push-buttons Engage and disengage the yaw and cyclic auto-
trim functions.
OFF Auto-trim disengaged

Auto-trim engaged

TEST push-button Engages the AP Pre-flight test.


ON Flashing during the test

ALT.A knob Offers the possibility of adjusting pre-selected


altitude. Press this knob and the ALTITUDE
ACQUISITION mode engages. The green
engagement indicator light for this function
comes on.
NAV push-button Arms / engages and disengages NAV (FMS)
and VOR modes.
A mode armed

C mode captured

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HDG knob Used to change the heading. Press this knob


and the heading mode navigation is engaged.
The green engagement indicator light for this
function comes on.
APP push-button Arms / engages and disengages the localizer
(LOC) and VOR Approach modes.
A mode armed

C mode captured.

CR.HT knob Offers the possibility of adjusting a flying height.


Press this knob and the CRUISE HEIGHT
mode engages. The green engagement
indicator light for this function comes on.

BC push-button Disabled.

GS push-button Engages and disengages the GLIDE SLOPE


mode.
A mode armed

C mode captured.

VS push-button Engages and disengages the Vertical Speed


mode.
A VS armed.

C VS captured

IAS push-button Engages and disengages the Airspeed hold


navigation mode.

IAS engaged

ALT push-button Engages and disengages the Altitude hold


navigation mode.

ALT engaged

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RCA

CYCLIC STICK COLLECTIVE PITCH


Figure 3: Cyclic and collective

SAS push-button. Allows the engagement of the back-up SAS when AP is off
CYCLIC BEEP TRIM With no upper mode engaged:
- attitude reference change on pitch or roll axis
With upper modes engaged:
- Up: increase IAS / Down: decrease IAS.
- Heading left / Heading right.
CYCLIC TRIM RELEASE Allows the temporarily declutching of the trim actuators
from the cyclic axes.
UPPER MODE-OFF Allows the rapid disengagement of all engaged upper
modes.
On ground stick re-centering function by pressing more
than 1s.
SAS/AFCS fast cut-off Disengages either AFCS or back-up SAS.
COLLECTIVE BEEP TRIM Control the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engages and disengages the Go-Around mode.
COLLECTIVE RELEASE Controls the collective trim release.

CAUTION: THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL MODIFICATION
MOD No. 07-39C75 HAS BEEN EMBODIED TO THE AIRCRAFT.

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CYCLIC STICK COLLECTIVE PITCH

Figure 3: Cyclic and collective

SAS push-button. Allows the engagement of the back-up SAS when AP is


off.
CYCLIC BEEP TRIM With no upper mode engaged:
- attitude reference change on pitch or roll axis.
With upper modes engaged:
- Up: increase IAS / Down: decrease IAS.
- Heading left / Heading right.
CYCLIC TRIM RELEASE Allows the temporary declutching of the trim actuators
from the cyclic axes.
UPPER MODE-OFF Allows the rapid disengagement of all engaged upper
modes.
On ground stick re-centering function by pressing more
than 1 s.
SAS/AFCS fast cut-off Disengages either AFCS or back-up SAS.
COLLECTIVE BEEP TRIM Controls the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engages and disengages the Go-Around mode.
COLLECTIVE RELEASE Controls the collective trim release.

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CYCLIC
TRIM FEEL
COLLECTIVE
TRIM FEEL

AP RESET

SAS RESET

Figure 4: Overhead pane

1.4 ANNUNCIATION
1.4.1 Upper Modes
On PFD Mode On control box
IAS ALT HDG VS
XXX + on relevant scale CR.HT
or

XXX + on relevant scale NAV VOR LOC GS


active

XXX NAV VOR LOC GS
armed

VS + on VS scale ALT.A

ALT A

GA GA + GA
on
then relevant Then after 10s
scale
VS IAS + VS and IAS

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NOTE
On PFD, upper modes are displayed in the column corresponding
to the controlled axis:
Left side = Collective
Middle = Roll/Yaw
Right side = Pitch

1.4.2 Specific Display

Colors Definition
Immediate pilot attention or manual recovery
RED required.
Blinking: AP mode not able to perform its
intended function and about to disengage,
AMBER Blinking amber-green: pilot override action
detected.

Upper modes engaged or captured, not


GREEN requiring pilot attention.
Blinking: AP mode about to automatically
CYAN disarm,
Steady: armed AP mode.

XXX Box is displayed for 10 s


Mode lost in a non-critical phase.
and then disappears
(Flashing)

Engaged mode degraded.

Changing the reference value

Excessive deviation.

Warning or disengagement with


Flashes for 10 s, then MANDATORY manual control recovery.

CR.HT engaged and deviation over


FLY-UP
excessive threshold.

NOTE

Every mode or color change is associated with an attention getting rectangle


for 10 s.

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2 OPERATING MODES
2.1 BASIC STABILIZATION
By default, the AP performs an attitude hold on pitch and roll axes and either heading
hold or turn coordination on yaw axis.
The natural cross coupling existing between the helicopter axes is automatically
corrected. When the AP is disengaged:

"AP" on APMS + OFF OFF OFF on PFD

2.1.1 Long term attitude hold (ATT)


The ATT mode is engaged by default following AP engagement. The AP reverts to
ATT mode after upper modes disengagement.
Several fly-through modes are available:
- Hover follow-up: When in the hover (i.e. below 30 kt with a hysteresis up to 40
kt), a longitudinal or lateral pilot action against the spring induces an attitude
reference synchronization to the current attitude together with a follow-up trim
command. During maneuvers above 2 deg/s the trim follow-up is momentarily
stopped.
- Beep-trim: Using the 4-way switch located on the cyclic grip, the pilot can
change attitude reference on pitch (beep speed 2 deg/s) and roll axis (beep
speed 4 deg/s).
- Override against the spring loads (IAS > 40kt): The pilot can override the hold
functions. The trim actuators control is automatically disabled and the AP
automatically commutes into a hands-on dedicated mode called CSAS, on the
relevant axis. After fly-through action, the helicopter returns to the original
attitude.
- Stick + beep: the pilot uses the 4-way switch located on the cyclic grip, and
simultaneously overrides the spring loads. The attitude reference slowly joins the
current attitude. The trim is commanded to follow-up the stick.
- Trim release: When the pilot presses the Force Trim Release pushbutton
located on the cyclic grip, cyclic trim actuators are declutched (efforts are
cancelled) and the AP switches into CSAS mode. After fly-through action, the AP
holds the new pitch and roll attitude references.
When above the IGE radar height (typically 30 ft), the collective trim is commanded
to decrease the power to the power limit.
2.1.2 Stability Augmentation Sub-mode (digital SAS)
When the auto-trim function is deactivated the AP reverts to the Sub-mode (digital
SAS): it provides stability augmentation on pitch and roll axes using series
actuators while the yaw axis remains unaffected. For training purpose this mode
can be engaged by the pilot by pressing the "CYC" A.TRIM push-button located on
APMS.
"CYC" on APMS + TRIM on CAD + R SPS on PFD

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2.1.3 SAS
In case of AP failure, pilot engages the SAS mode (cyclic SAS pushbutton)
iSASi. It provides augmentation stability on roll and yaw axis via FOG.
2.2 LATERAL UPPER MODES
2.2.1 General
- For all lateral modes, except HDG, engagement is inhibited below 35 kt.
- For HDG, engagement is inhibited below 26 kt.
- For all lateral modes, engagement is inhibited when aircraft is on ground.
2.2.2 Heading select (HDG)
The HDG mode maintains the current heading upon engagement or acquires
and holds a pre-selected heading.
The HDG mode is engaged/disengaged by pressing the HDG rotary knob on
APMS.
When the HDG mode is engaged iHDGi label is displayed on AFCS strip.
Conditions that force the HDG mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent release),
- upper modes disengagement via coupler release push-button on either cyclic
grip,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for display to
the pilot,
- Upon action on the rotary button when HDG is engaged, the mode
commands a turn in the direction of the button rotation, even if heading
difference happens to exceed 180 degrees,
- Maximum bank angle corresponds to the standard rate of turn limited to 21.
The engagement of the NAV, VOR or LOC modes disengages the HDG mode.
2.2.3 VOR navigation mode (VOR)
The VOR mode acquires and holds a pre-selected VOR course. Coupling can
be done on ND display type.
To arm or engage VOR interception and hold:
- Select appropriate VOR frequency,
- Set the master navigation source to "VOR #",
- Select the desired VOR radial through the CRS button on ICP,
- Adopt a heading compatible with the interception,
- Press the "NAV" push-button on the APMS.
It presents four possible different phases:
- armament when the VOR deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the desired VOR
course within a recommended range of 90 degrees,

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- depending on the deviation closing rate, the mode will first align the aircraft
(capture phase), and then, again depending on the closing rate, will
complete the alignment on the selected course (tracking phase),
- loss of bearing validity or rapid deviation change: the VOR reception can
be lost for significant periods of time; also when flying above the VOR
beacon, the VOR bearing exhibits fast and large amplitude variations.
Therefore, upon detection of this phenomenon for at least 10 s, the mode
holds a heading that aligns the aircrafts ground speed on the course, until
the VOR signal is stabilized with a confirmation time of 10 s and resumes
the tracking. During that phase iiVORii label is displayed on AFCS strip.

a) Armament/disarmament
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is armed/disarmed by
pressing the NAV pushbutton on APMS if the capture conditions are not
satisfied:
- iVORi label is displayed on the armament line of the AFCS strip.
Conditions that force the VOR mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- navigation source change for at least 30 s,
- loss of VOR bearing for at least 60 s,
- change of VOR/ILS receiver frequency for at least 30 s,
- complete loss of heading for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the GA mode disarms the VOR mode.

b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS and tuned
to the frequency of the relevant beacon, the mode is engaged/disengaged
by pressing the NAV pushbutton on APMS if the capture or tracking
conditions are satisfied. If previously armed, the mode automatically
engages in the same conditions:
- iVORi label is displayed on AFCS strip.
Conditions that force the VOR mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,

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- navigation source change for at least 30 s,


- change of VOR/ILS receiver frequency for at least 30 s,
- loss of VOR bearing for at least 60 s,
- complete loss of heading for at least 30 s.
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG, NAV or GA modes disengages the VOR
mode.
NOTE 1
It is possible to align the helicopter on the selected radial before engaging
the mode. When this is done, the helicopter passes directly into the
captured VOR mode.
NOTE 2
In case of signal alteration (i.e.: proximity of the station). The VOR
annunciation revert to amber. The flight control law changes, the helicopter
will follow the heading corresponding to the course set corrected by the
computed drift.
NOTE 3
The VOR A mode is a subpart of the VOR mode. The VOR A mode is
available from the NAV button (APMS).

2.2.4 Navigation mode (NAV)


The NAV mode enables the helicopter to follow a selected path via a commanded
roll attitude output from a navigation management system (NMS).
To arm or engage NAV interception and hold:
- Set the master navigation source to NMS,
- Check NMS active route,
- Press the "NAV" push-button on the APMS,
- iNAVi label is displayed on AFCS strip.
Conditions that force the NAV mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent release),
- upper modes disengagement via coupler release push-button on either cyclic
grip,
- loss of commanded roll attitude for at least 30 s,
- navigation source selection different from NAV for at least 30 s,
- anomaly detected by the monitoring of the data sent to the FDS for display to the
pilot.
The engagement of the HDG or GA modes disengages the NAV mode.

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2.2.5 Localizer mode (LOC)
The LOC mode aligns the aircraft along a localizer signal in order to make
an ILS approach to an airport. Coupling can be done on ND HSI mode.
To arm or engage LOC interception and hold:
- Select appropriate ILS frequency,
- Set the navigation source on ILS,
- Select the runway approach axis on the ND,
- Determine and set the interception heading,
- Press the "APP" push-button on the APMS.

NOTE
The modes currently in operation continue to control the flight until the
capture of the localizer is initialized.

It presents two possible phases:


- Armament, when the LOC deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the preset LOC
course,
- Capture, to allow any capture, the localizer deviation must be valid and
lower than 2.5 dots for at least 2 s. Then if the heading difference with
respect to the selected course is higher than 25 degrees the mode aligns
the aircraft on the localizer beam if the LOC deviation is below 2.1 dots. If
the heading difference is less than 25 degrees then the capture occurs at
1 dot.

Figure 6: LOC mode.

NOTE 1
For low angles of interception (lower than 25 degrees), capture
condition is 1 dot. However a maximum time of 30 s is introduced
when the mode is armed and the deviation below 2.1 dots to capture
the localizer even if the deviation still exceeds 1 dot.

NOTE 2
Arming the LOC will automatically arm the G/S mode (refer to
paragraph 2.3.5 for G/S mode description).

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a) Armament/disarmament
On ND display, once the selected VOR/ILS receiver is tuned to a LOC
frequency, the mode is armed/disarmed by pressing the NAV push-
button on APMS if the capture conditions are not satisfied.
- iLOCi label is displayed on AFCS strip.
Conditions that force the LOC mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 30 s,
- change of ILS frequency for at least 30 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
Conditions that inhibit the LOC mode armament:
- aircraft on the ground,
- airspeed below 35 kt.
The engagement of the GA mode disarms the LOC mode.
b) Engagement/disengagement
On ND display once the navigation source is set to the VOR/ILS,
regardless of VOR/ILS receiver selected, and tuned to the frequency of
the relevant beacon, the mode is engaged/disengaged by pressing the
NAV pushbutton on APMS if the capture conditions are satisfied. If
previously armed the mode automatically engages in the same
conditions:
- iLOCi label is displayed on the AFCS strip.
Conditions that force the LOC mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim
feel permanent release),
- upper modes disengagement via coupler release push-button on
either cyclic grip,
- navigation source change for at least 10 s,
- change of ILS frequency for at least 10 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the HDG, NAV or GA mode disengages the LOC
mode.

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2.3 VERTICAL AND LONGITUDINAL UPPER MODES

2.3.1 General
- In three axes coupled mode (ALT or VS):
. VNE cannot be exceeded.
. In case of insufficient collective pitch to meet the vertical mode reference,
helicopter speed decreases and if the 60 kt threshold is crossed, IAS
mode will self-engage shifting the vertical mode to the collective axis.
. In case of engine failure with a vertical mode engaged, an automatic
reversion to 4 axis is done.
- When both IAS and a vertical mode are held, or in CR.HT (with or without
IAS engaged) the following priorities apply, if the required power is more than
the available power:
. the power is maintained at maximum according to the figure below,

AEO OEI
FLI FLI

TOP 30 s
MCP continuous

IAS(kt) IAS(kt)
25 40 30 40

. vertical mode reference is held for airspeeds over Vy,


. below Vy present airspeed is maintained.
- During descent or deceleration, the minimum torque obtained is 2 x 5% in
AEO or 10% in OEI.
- Power management in basic stabilization: above 80 ft (Radio height)
automatic reduction of power when authorized limit is exceeded.

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2.3.2 Altitude hold (ALT)


The ALT mode maintains the current barometric altitude upon engagement:
- below 60 kt the altitude is controlled through collective axis, however the
mode shifts to the pitch axis if the airspeed exceeds 65 kt for at least 5 s,
- above 60 kt, the altitude is controlled through cyclic axis (3 axes
operation), or through collective axis when IAS is engaged (4 axes
operation),
- adjustment of altitude reference is always obtained through the trim
located on collective stick,
- altitude reference cannot be beeped below an altitude figure
corresponding to a radio height of 30 ft,
- during acquisition of the new reference, upon beep action the aircrafts
commanded vertical speed is limited to 500 ft/min.
NOTE
ALT engagement with a high vertical speed will result in an overshoot,
and possibility in excessive deviation annunciation.

When the ALT mode is engaged, iALTi label is displayed on AFCS strip.
Action/events to engage the ALT mode:
- pressing on the ALT pushbutton on APMS,
- reversion from the ALT.A mode to the ALT mode when the final
reference becomes visible on the altitude scale or near the ground (if R/A
is available),
- reversion from the VS mode to the ALT mode near the ground (if R/A is
available),
- reversion from the G/S mode to the ALT mode near the ground (if R/A is
available).
Conditions that force the ALT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
- upper modes disengagement via coupler release push-button on either
cyclic grip,
- complete loss of barometric altitude for at least 10 s,
- complete loss of airspeed for at least 10 s if the collective axis is not
available.

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Conditions that inhibit the ALT mode engagement:


- aircraft on ground,
- airspeed below 55 kt if the collective trim is unavailable,
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot but ground proximity level-off activation. It is indicated
by three amber lines across the AFCS strip.
The mode is disengaged specifically by pressing on the ALT pushbutton
on APMS while it is engaged.
The engagement of the ALT.A, VS, G/S, CRHT or GA mode disengages the
ALT mode.
The engagement of IAS mode shifts ALT mode to the collective axis if it is
available or replaces it if not.
2.3.3 Vertical speed hold (VS)
The VS mode maintains the current vertical speed upon engagement:
- Below 60 kt the vertical speed is controlled through collective axis,
however the mode shifts to the pitch axis if the airspeed exceeds 65 kt
for at least 5 s,
- Above 60 kt the vertical speed is controlled through cyclic axis (3 axes
operation) or through collective axis when IAS is engaged (4 axes
operation),
- Under 3 axes (VS mode), a device switches to 4 axes (IAS mode) in
case of insufficient power setting.
Consequently IAS mode is set to a bottom limit around 70 kt,
- Under 3 axes (VS mode) a device restricts IAS to VNE,
- Adjustment of vertical speed reference is obtained through the beep trim
located on collective stick,
- When approaching the ground the mode automatically reverts to ALT in
order to hold an altitude corresponding to a radio height of 150 ft,
- A safety device prevents the vertical speed reference from exceeding a
safety value according to airspeed (see following figure).

When the VS mode is engaged iVSi label is displayed on AFCS strip.


The mode is engaged/disengaged by pressing the VS pushbutton on APMS

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The conditions that force the VS mode disengagement are the same
conditions as for the ALT mode.
The engagement of the ALT, G/S, CRHT or GA mode disengages the VS
mode.
The engagement of the IAS mode shifts the VS mode to the collective axis
if it is available or replaces it, if not.

2.3.4 Altitude acquisition mode (ALT.A)


The ALT.A mode acquires and holds a pre-selected altitude.
Turning ALT.A rotary knob on APMS presets a reference altitude
(step = 100 ft above 5000 ft and 50 ft below).
Pressing ALT.A rotary knob on APMS results first in selection of VS mode
(climb or descent) with a default vertical speed according to table below, or
current VS if higher, until the difference between actual altitude and
reference altitude becomes less than 300 ft. At this time ALT mode is
automatically engaged.

- When an altitude is pre-selected and ALT.A is not engaged, the blue


reference figure blinks to alert the pilot when the difference between the
pre-selected altitude and present altitude is less than 300 ft.
- When approaching the ground, the mode automatically reverts to ALT in
order to hold an altitude corresponding to a radio height of 150 ft.
The iVSi label is displayed while the iALT.Ai label underneath on AFCS
strip.
The conditions that force the ALT.A mode disengagement are the same
conditions as for the ALT mode.
The mode is disengaged specifically by pressing any ALT.A rotary knob on
APMS while it is engaged.
The engagement/capture of the ALT, VS, G/S, CRHT or GA modes
disengages the ALT.A mode.

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2.3.5 Glide slope mode (G/S)
The GS mode acquires and holds the selected glide slope in order to make
an ILS approach to an airport. When approaching the ground based on
radio altimeter information, the AP automatically reverts to ALT to perform a
level flight below 100 ft, depending on terrain profile. It requires a VOR/LOC
receiver to be tuned to an ILS frequency and the navigation source set to
this receiver. Coupling can be done on ND HSI mode.
The mode presents two different phases:
- Armament occurs if the LOC mode is armed or engaged and the capture
conditions are not yet met. The formerly engaged mode (for example
ALT) remains active until G/S capture.
- Capture: the mode is allowed to capture if the deviation is valid and
lower than 2.2 dots (glide index at the bottom of the scale) for at least 1 s
and higher than 0.7 dot (glide index above the center) for at least 3 s,
then the capture itself takes place if the LOC mode is captured and if the
deviation is lower than 2.05 dots and higher than -0.3 dot (threshold
depending on the flight conditions).
a) Armament/disarmament
To arm or engage Glide interception:
- Select appropriate ILS frequency,
- Set the navigation source to "VOR/ILS#",
- Press "GS" push-button on APMS.
On ND display, once the selected VOR/ILS receptor is tuned to a LOC
frequency, the mode is armed by pressing the NAV pushbutton on
APMS if the capture conditions are not satisfied. iGSi label is displayed
on AFCS strip.
Conditions that force the G/S mode disarmament:
- AP disengagement,
- AHRS discrep