Sikorsky S-76C+/C++

System Descriptions and Diagrams

Avionics

Rev 0
 Copyright © 2012 CHC CAE
All Rights Reserved
Nov 2012, Rev 0
The information contained within this Training Manual is based on information excerpted
from the Sikorsky S-76C+/C++ Maintenance and Service Documentation. Excerpted
materials used in this publication have been reproduced with permission of Sikorsky.
As this information is for TRAINING PURPOSES ONLY, if any conflict exists between this
document and the official technical publication, the official technical publication will take
precedence.

CHC CAE is pleased to provide this publication to further meet the valued requests and
expectations of the Sikorsky S-76C+/C++ Maintenance Technician. Any suggestions for
changes or improvements to this manual are welcome, and may be forwarded to:
CAE
ATTN: TRAINING SOLUTIONS (A6L5)
8585 Cote de Liesse,
Saint-Laurent, Quebec,
H4T 1G6, CANADA
 Aircraft Technical Training
System Descriptions and Diagrams
Avionics

22 ..................................................................................................................................Auto Flight
23 ..........................................................................................................................Communication
24 ......................................................................................................................... Electrical Power
25..................................................................................................... Equipment and Furnishings
31 ............................................................................................ Indicating and Recording Systems
33 ......................................................................................................................................... Lights
34 ..................................................................................................................................Navigation
39 ...........................................................................................Electronic Panels and Components

22 23 24 25 31 33 34 39 45
 ATA 22 TABLE OF CONTENTS
Autoflight (22-00-00)............................................................................................... 22-1
AUTOFLIGHT Dual Digital Automatic Flight Control System (DDAFCS) (22-12-00)..................... 22-2

22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

PILOT’S
MECHANICAL
INPUT

AFCS SERVO ROTOR

ACTUATOR SYSTEMS BLADES

AFCS
AMPLIFIER

SENSOR AERODYNAMIC FEEDBACK

LEGEND

ELECTRICAL
MECHANICAL

AERODYNAMIC
S-76C+C++_AMM_22-00-00_S76A_46952 (R0C0)

Figure 1
Automatic Flight Control System
R0
 AUTO FLIGHT (22-00-00)

NOTES:
Overview
Dual Digital Automatic Flight Control System
The Dual Digital Automatic Flight Control System (DDAFCS) provides fully coupled
autopilot and flight director functions in the pitch, roll, yaw and collective axes. These
functions are performed by two identical, interchangeable, flight control computers.
The computers are installed on the left and right sides of the aircraft and are designated
No. 1 and No. 2, respectively. The autopilot controller is used to engage various
autopilot flight control functions and system preflight test. It is also used to select
the active flight director, and control decoupling/recoupling of the autopilots to flight
director commands.

NOTES:

22-1
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

CMPS OAT
ON
OFF
STBY COMPASS ONLY

N 3

UPPER CIRCUIT
33

W 30

6
E 12
24
15
S 31

BREAKER PANEL NS EW

P207 / J207 #1 ENG CONTROL #2 ENG CONTROL #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE #1 ENG CONTROL #2 ENG CONTROL

P208 / J208
PRESS TO DIM PRESS TO DIM PRESS TONE OFF PRESS TONE OFF PRESS TO RESET PRESS TONE OFF PRESS TONE OFF PRESS TONE OFF PRESS TONE OFF PRESS TO RESET PRESS TONE OFF PRESS TONE OFF PRESS TO DIM PRESS TO DIM

EMER PWR GOOD NAV 1 NAV

0
10 0 FE E T
OFF ARM BATTERY NAV 2 LNAV
TEST
0 20
9
LOWER CIRCUIT
AP1 AP2
180 1 Honeywell AP1 AP2
160 ALT
2
CLTV DCPL
Honeywell
40 8 1020 Mb IN 29.9
1300
CLTV DCPL

GPWS
INOP BARO FUEL
ANNUN 140 1015
Hg 30.0 140 GPWS
1300 20 4 BARO
7
1010 INOP
3
BREAKER PANEL
SET XFEED
TERR
INOP 140
BRT DIM
20
KNOTS SET TERR
20 4 ENG 1 OIL MGB OIL ENG 2 OIL 20 120 INOP
60 AEROSONIC

6 4 130
FWD
°C PSI °C PSI °C PSI
SX WPT FMS HDG 10 10
10 3
130 3 MSG APR
MODE
GPS
35 70 33 75 35 64 100 80
5
10 INTEG 10 10
120 1200

P119 / J119
ALT
ALERT RMU FAN
8 8 TST
20 20
ALT
ALERT L R
120 1200 CABIN FAIL 6 6 PUSH PUSH FOR
10
CALL AUTO CNTR MODE 1
1 2 4 4 ILS/BC L
PU L 110
3 3 VOR 323
10 1000
1
FLOATS CARGO
TO

AFT
0 0
HYD 1 2 2 HYD 2 C
110 CALL 0 0 B A GE
20

P209 / J209
OBS
R
NAV 2 1000 CABIN CABIN 0 1 900 LBS 0 1
T
100
40.0 15
HANDSET
20 1 OAT 21 °C ON D NAV 2
1 200 29.92
40.0 15
NM MIN I
DH200
100 T5 N1 TQ 107 M
730 730 94.1 94.1 72 72 N2 N2 ICS 2 OAT 21 °C NM MIN
CH SEL
DH200 200 29.92 -
NR PVT CABIN
MENU
DME HONEYWELL 10 -- CALL T5 N1 TQ 107
-

P210 / J210
- 110 CH SEL
10 10 ON OFF 730 730 94.1 94.1 72 72 N2
NR
N2
9 AGL FT / MIN X100 - DME HONEYWELL
- SET 10 --
- - - 110
8 100 KNOTS MACH 10 10
Honeywell
9 9
8
-
Honeywell
- - TST -
6 90 8 100
Evantide 9
2 Honeywell 8 ARGUS 7000/CE 8
1
7
70 Honeywell - TST 2
-
- - 4
50
– – – BRG MAG 0 KTS
8
6 90 DME +IO 1
AIR SPEED BUGS 000
.5 4 6 7 – – – . – NM 110° – –:– –:– – TRB 7
70 40.0 4
VERTICAL ON DME +IO 4 5 2 30 B E
70 70 - - 4
CWE
.5
VERTICAL
SPEED 000 3 5 SFC
50A 50
40.0 2
0 1 10
R
T
RANGE 6 7
5
33 SPEED
ON

0 6 CWE 0 0
D STB
4
2 3
2 30 B
0 6

30
R
1000 FPM XX 33 I 70
1 10 T
M 80
0 0 0 1000 FPM XX
SET
.5 D

30
4 XX MENU 40 I .5
70
M 4 XX
15 RCT AZ
1 2
000 MENU
2 1

24
2

12
L
MMU
2
15
30

24

12
BRT SELECT TGT SCT 21
V BRT
15 20
21 RCT CRS GSPD
V
29
–.– NM –.– TE WX/T 10 000 18
140
RADIO
HDG VS ALT
CRS MSL ENR/ 10
TTG 1 2 3 4 T

K
18
000 00:00
SEL PUSH
ON ON ON
INFO DH
EMER HDG VS ALT
GMAP + SBY LX DH
WX FP PULL
DEP ENR ARR AUX VAR GAIN TILT+ CLR
NAV ILS DECEL ON 2 E SBY TST OFF
TST ON ON ON
COM M
R OFF
PULL BRT
1
ARM CAP ARM GS ARM CAP G
NAV AUDIO TX SQ MIN MAX ACT – NAV ILS DECEL
X10 FT
CHRONOMETER CHRONOMETER ARM CAP ARM GS ARM CAP 2
ARM CAP ON ARM CAP NAV FULL MAP GSPD ATT HDG
NAV LNAV 20
VOR APR IAG ALT PRE
SQ
NAV
ARM CAP ON ARM CAP ARC RNG TTG REV REV 3
FULL MAP GSPD ATT HDG AUDIO

ARM CAP ON ON
ARC RNG TTG REV REV
NAV LNAV MODES
VOR APR IAG ALT PRE 15 RAD ALT
GMT LT FT ET GMT LT FT ET LNAV LNAV
10 5 4
BC SBY GA SELECT CONTROL SELECT CONTROL ARM CAP ON ON ADF TEST ADF
LNAV LNAV VOR1 VOR2
ADF ADF SEL CTL CLR DLY Honeywell
SEL CTL BC SBY GA OFF OFF TEST
TEST OFF OFF
DAVTRON DAVTRON BRG ADI DH HSI WX BRG Collins
VOR1 VOR2 DIM TST DIM DIM
OFF OFF
OFF OFF
BRG ADI DH HSI WX BRG
DIM TST DIM DIM

CYCLIC
O.E.I. FD COMP
TRAINING IIDS SG AHRS ADC
E.T. CMD MON
LDG GEAR REV REV TEST REV
FD COMP BARS RESET
IIDS SG AHRS ADC
E.T. CMD MON
REV REV TEST REV

A
RADIO CALL RADIO CALL
BARS RESET L R
N76CB TEST PANEL N76CB
N

FTR
THIS HELICOPTER MUST BE OPERATED IN ACCORD
GEN 1 GEN 2 UNLKD WITH THE OPERATING LIMITS SPECIFIED IN THE
OVER OVER AC GEN FAA APPROVED ROTORCRAFT FLIGHT MANUAL.THE
LOW TERR VOLT VOLT AIRWORTHNESS LIMITATIONS SECTION OF THE -35 -30 -20 -10 0 10 20 30 40 50
50 40 30 20 10 0 -10 -20 -30 -35 ALT INHIB OVER
EMER DN NORMAL ROTORCRAFT MAINTENANCE MANUAL MUST BE LOW TERR
VOLT -1 134 OAT °C
OAT °C 134 -1 ON 1 ON COMPLIED WITH. ALT INHIB

PREES ALT X 1000

O 0 131 VNE (IAS)

PREES ALT X 1000

VNE (IAS) 131 0
F

SWITCH
134 129 1 CAUTION ON 1 ON 1 129 134 POWER OFF
POWER OFF GND GND F UP

TURN & PULL

115% No 136 KNOTS 132 126 2 WITH USEABLE FUEL PER TANK INDICATING 2 126 132 136 KNOTS 115% No
GPWS GPWS
MAX 131 129 124 3
FAULT FAULT UNDER 80 LBS OR LESS AVOID SUSTAINED NOSE DOWN 3 124 129 131 MAX
G/S VOLT PITCH ATTITUDES IN EXCESS OF 5° GPWS GPWS 4 120 127 130 124 WHITE AREA
WHITE AREA 124 130 127 120 4 P/TEST
CANCEL ENG 1 ENG 2 FEEDER 5 120 125 134 135 129 123 118 ABOVE
ABOVE 118 123 129 135 134 125 120 5 CAUTION G/S 10,000 FT
10,000 FT
HD 110 116 122 128 135 132 123 118 6 FLOATS TEST TEST TEST FAULT
DN ENGINE OPERATION WITH ROTOR STOPPED
P/TEST
CANCEL 6 118 123 132 135 128 122 116 110 HD
96 102 108 115 121 127 134 127 118 113 7 TERR O O O LIMITED TO BLADES 45° TO LONG AXIS 7 113 118 127 134 127 121 115 108 102 96
DISPLAY TEST F F F
79 87 93 100 106 131 120 121 114 109 8 TERR 8 109 114 121 120 131 106 100 93 87 79 -20 -10 0
F F F CAUTION DISPLAY 9 134 114 121 105 98 91 85 76 -30 FREE AIR 10
FL 76 85 91 98 105 121 114 134 9 ON RESET RESET TURN OFF STROBE LIGHT WHEN TAXIING NEAR 10 82 94 94 90 83 75 D
IG 75 83 90 94 94 82 10 WARN °C
HT ENG OVSP OTHER AIRCRAFT OR WHEN FLYING IN FOG OR ON 11 75 75 75 75 WE -40 20
NO 75 75 75 75 11 CLOUDS. STANDARD POSITION LIGHTS MUST BE LO
T ALLOWED 48 48 12 GND 12 48 48 FLIGHT NOT AL
USED FOR ALL NIGHT OPERATIONS. -50 30

B
LDG GEAR UP 1 - TEST - 2
PUSH TO RESET LDG GEAR UP -60 40
PUSH TO RESET -70 50

J DUAL ENG

INSTRUMENT PANEL (TYPICAL)

TRAIN LIM

NO. 1 NO. 2
ENG ENG
TRAIN TRAIN
IDLE IDLE ICS

DETAIL A
OFF
OEI TRAINING

RADIO

IM
TR L
RE
H
OVERHEAD CIRCUIT
BREAKER PANEL
F P1040 / J1040 P
DECOUPLE

G P1041 / J1041 S
G
F
COURSE 1 HEADING COURSE 2
PILOT AND COPILOT
PULL PULL PULL CYCLIC STICK GRIPS
DIR SYNC DIR PILOT AND COPILOT
DETAIL K
AIR DATA COMPUTER
COURSE/HEADING CONTROL PANEL DETAIL H
DETAIL C
PILOT AND COPILOT SYMBOL GENERATORS AUTOPILOT
AP1 AP2 FD SEL COLL CPL
DETAIL F 4-WAY
ON ON 1 2 ON ON
BEEPER
SERVOS CLTV SET
NO. 1 OFF DEC
Y 30
SE
C
SAS/ATT TEST RAD ALT VEL HLD A
W PRE
S
INC M S
TRIM C
SAS ATT ON ON ON NO. 2 OFF 2M
IN P
OEI

TRAIN
Honeywell FWD
C L R

D
AUTOPILOT CONTROLLER AFT (PR
DECES
U
S)

TRIM S

DETAIL D
C D
R N
REL O /
L U
L P

E
LOWER CONSOLE (TYPICAL) NO. 1 AND NO. 2 AHRU COLLECTIVE
OFF PITCH CH1
DETAIL B DETAIL J FTR SWITCH
ROLL
LFT/ RT/
YAW
FWD AFT GO-AROUND
BUTTON
AFCS INDICATOR CH2
PILOT AND COPILOT
AFCS INDICATOR PANEL NO. 1 AND NO. 2 DIGITAL FLIGHT CONTROL COMPUTERS COLLECTIVE STICK GRIPS
DETAIL E DETAIL L S-76C+C++_AMM_22-12-00_CC3209_R
DETAIL G

Figure 2
Dual Digital Automatic Flight Control System (DDAFCS)
R0
 DUAL DIGITAL AUTOMATIC FLIGHT CONTROL SYSTEM (DDAFCS)
(22-12-00) Used to uncouple collective commands to the collective servo. In normal operation
Overview (i.e., collective stick trim switch on), collective coupling is automatic and the button
annunciates ON. To uncouple the collective, the button is pushed to extinguish the
The Dual Digital Automatic Flight Control System (DDAFCS) provides fully coupled
legend. Uncoupling the collective axis will light the DCPL annunciator on the DAFCS
autopilot and flight director functions in the pitch, roll, yaw and collective axes. These
caution panel. Coupling can be restored by pushing the COLL button to illuminate ON
functions are performed by two identical, interchangeable, Flight Control Computers.
or by cycling either autopilot off and then on.
The computers are installed on the left and right sides of the aircraft and are designated
No. 1 and No. 2, respectively. With respect to discussion of autopilot and flight director
When both autopilots are engaged in the ATT mode, steering commands from the
functions as related to a specific computer, the designations AP1, FD1, AP2 or FD2
active flight director are automatically coupled to the autopilots upon engagement of
will be used appropriately.
a flight director mode. Hands-off automatic flightpath steering is then provided. The
CPL button is used to uncouple commands from the autopilots, allowing the pilot to


NOTE: For standardization purposes, the left and right sides of the aircraft are
manually satisfy the cues on the Electronic Attitude Director Indicator (EADI). Coupling
designated No. 1 and No. 2, respectively, when seated in the cockpit,
is indicated by the ON legend on the button. To uncouple, the button is pushed to
regardless of the pilot-in-command seat.
blank the legend. Turning CPL off will light the DCPL annunciator on the DAFCS
The Autopilot Controller is used to engage various autopilot flight control functions caution panel. Assuming a flight director mode is engaged, coupling can be restored
and system preflight test. It is also used to select the active flight director, and control by pressing the CPL button to indicate on or by cycling either autopilot off and then on.
decoupling/recoupling of the autopilots to flight director commands. Actuation of either
AP button engages that autopilot in the ATT mode and automatically engages its yaw With the exception of SAR modes, coupling of a single autopilot to a flight director is
axis. Autopilot engagement is annunciated by the ON legend on the button. Each inhibited; however, steering commands are still displayed on the appropriate EADI.
autopilot may be individually turned off by again pressing its respective button. A blank
button indicates autopilot disengagement. SAS/ATT (Stability Augmentation System/ When below 2,000 feet radar altitude, the RADALT button is used to couple the radar
Attitude) Button - Allows selection of the SAS or ATT mode of autopilot operation. In altimeter to the collective axis to hold a selected reference. Engagement of RADALT
normal operation both autopilots are on in the ATT (attitude retention) mode. The ATT hold is indicated by the ON legend on the button.
mode is selected automatically by the ATT legend on the button. The ATT mode must
be selected for coupling the autopilots to flight director commands. When airspeed is below 60 Kts, pressing the VELHLD button engages the velocity
hold mode. The pitch and roll axes of the flight control system will then maintain the
The autopilot(s) will engage SAS, if the cyclic stick trim switch is off. Controls longitudinal and lateral velocities of the aircraft present at the moment of engagement.
engagement of the preflight test mode. Mainly used to select which flight director, FD1 Mode engagement is indicated by the ON legend on the button.
or FD2 will supply steering commands to both autopilots. The flight director selected is
referred to as the active flight director and is indicated by a 1 or 2 legend on the button. Two Flight Director Mode Selectors are installed in the instrument panel. Each is used
In normal operation, the system automatically selects FD2 upon power-up. Pushing to engage modes of its respective flight director, FD1 (left side) or FD2 (right side). The
the FDSEL button places the newly selected FD into standby (SBY) automatically active FD is selected with the FDSEL button on the Autopilot Controller. Flight director
to prevent coupling to possibly old or invalid information. The autopilot (AP) on the modes can be engaged and disengaged by pushing the button. Mode engagement is
active flight director side controls the parallel actuators (trim and collective) and the annunciated by an illuminated legend on the button face.
Command Display. Thus, if one AP’s actuator or the command display outputs fail, the
FDSEL button may be used to switch these functions to the other AP. If a single AP
is engaged, its FD automatically becomes the active flight director, to ensure that the
single AP controls the parallel trim actuators. Pressing the FDSEL button has no effect
in this case.

22-2
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only
DUAL DIGITAL AUTOMATIC FLIGHT CONTROL SYSTEM (DDAFCS)
(22-12-00) (CONTINUED)
Operation
In normal operation (both autopilots on in the ATT mode), engagement of any single
flight director mode will result in steering commands being presented on the appropriate
EADI and coupling of the steering commands to both autopilots.
The HDG mode maintains the heading selected on the heading bug. Engagement is
annunciated by the ON legend on the button.
The VS mode maintains the vertical speed present at the moment of engagement.
Engagement is annunciated by the ON legend on the button.
The ALT mode maintains the pressure altitude present at mode engagement.
Engagement is annunciated by the ON legend.
The ARM and CAP legends on the button indicate armed or captured status of the
desired navigation course to be flown (e.g., VOR, localizer, long range navigation,
etc.).
Used in conjunction with an ILS approach, the ARM and GS legends on the button
indicate armed or captured status of the ILS glideslope.
Used only in conjunction with the ILS and IAS modes, the ARM and CAP legends
indicate armed or captured status of the deceleration required to arrive at the
programmed 70 knot reference airspeed on short final approach. Same as NAV except
mode performance is optimized for VOR instrument approach procedures.
The IAS mode maintains the airspeed present at mode engagement. Engagement is
annunciated by the ON legend on the button.
Automatic capture of a preselected altitude is performed by the ALT PRE mode. The
ARM and CAP legends indicate armed or captured status of the selected altitude.
Used in conjunction with a localizer back course approach, the ARM and CAP legends
indicate armed or captured status of the localizer. Intended for aborting an approach
to the runway, engagement is annunciated by the ON legend on the button. Upon
engagement, all other flight director modes are cancelled; the aircraft will automatically
achieve wings level and smoothly enter a climb of approximately 750 ft/min. The
collective axis will automatically maintain airspeed at approximately 75 Kts or more
(Vy).
S-76C+/C++
A remote go-around switch is located on each collective but can only engage go-around.
Go-around engagement is inhibited when Aircraft-On-Ground (AOG) conditions exist.
Pushing this button cancels all flight director modes and returns the flight director to the
standby (ready) condition. The SBY button is also used to sequence through power-
up, continuous, and preflight test error codes displayed on the Air Data Command
Display. In normal operation, the system powers up in standby as shown by the ON
legend on the button.
An invalid flight director will result in a visible FD FAIL annunciation on the appropriate
EADI and may result in a loss of SBY ON annunciation on the button. A remote SBY
button is located on each cyclic grip and is identical in operation to the Flight Director
Mode Selector SBY button.
The primary function of the Air Data Command Display is to display the command, or
reference, values for the following modes: IAS, VS, ALT PRE, altitude alert, RADALT
and VELHLD modes. It is also used to display error codes during system power-up
tests, continuous tests, and preflight test. The active flight director (as selected on the
FDSEL button) is responsible for air data command display operation.
Upon coupled engagement of the IAS, VELHLD, VS, or RADALT modes, the air data
command will display the current reference value for that mode. Backlit legends on the
face of the air data command display simultaneously annunciate the appropriate units
of the displayed reference, e.g., Kts, FT/MIN X 100, or AGL FT.
To eliminate potentially mistaking the display for DME or other information presented
on similar cockpit instruments, the display reverts to dashes 5 Sec. after mode
engagement (except as described below). The display will be restored while making
adjustments to the reference using the FTR buttons or beep switches. The SET knob
is used to select an altitude for the ALT PRE mode or altitude alert, and to select the
desired final hover height for the MOT and APR2 SAR modes. Rotating the knob
activates the altitude reference display, lights the FT (feet) legend on the face, and
automatically arms altitude alert.
The MACH annunciation, while visible during lamp test, is not used in this application.
When using the SET knob to select a barometric altitude reference (for ALT PRE or
altitude alert), the display will revert to dashes 10 Seconds. later. The display will be
restored when the ALT PRE mode is armed or when approaching, or deviating from,
the selected reference in accordance with the altitude alert function.
R0
When the flight director SBY button is pressed for more than 1/4 second, the Air Data
Command Display will display all eights (88888) and illuminate all the face legends
as a lamp test. After completion of system power-up, the display will show all dashes
(-----).
The position of the pitch, roll or yaw linear (series) actuators may be checked at any
time during autopilot operation by observing the AFCS indicator panel. The rotary
switch is used to select the actuators to be displayed on the two meters. During
normal operation in the ATT mode, the actuator positions should remain fairly close
to center for optimum authority. If autotrim is not functioning, the pilot can manually
retrim the controls by pressing FTR on the cyclic, or pedal switches for yaw, and
moving the control in the appropriate labeled direction to recenter the actuator(s).
When approximately recentered, the switches are released.
Autopilot RESET switches are located in the pilot’s overhead circuit breaker panel.
These switches are used whenever the pilot wishes to perform a complete power-down
of either Flight Control Computer. This complete power-down clears the computer
memory of all faults registered and is typically used to clear power-up, continuous, or
preflight TEST error codes after a failure.
The switches are operated separately and should be pressed for 1 second. During
RESET, the appropriate computer will disengage its autopilot and flight director. It
will remain powered down until release of the switch, at which time the flight director
should power-up in SBY while the autopilot remains disengaged. It is re-engaged by
pressing the appropriate AP button on the Autopilot Controller.
Cyclic, collective, or yaw trim (including autotrim) can be turned off via stick trim
switches typically located in the pedestal or in the pilot’s overhead switch panel. For
normal system operation, all three switches should be on. Turning cyclic stick trim off
will cause the autopilot(s) to revert to (or engage in) SAS mode, and disable pitch, roll,
and yaw autotrim. Available with SAR option only.
The four-way toggle, or beep switch located on the top of each cyclic grip performs
several functions depending upon the modes engaged. With the autopilot(s) in the ATT
mode and flight director in standby (SBY) or with flight director modes engaged but
uncoupled, fore or aft movement of the switch will change the pitch attitude reference
at a rate of 2 °/ second of switch actuation. Similarly, left or right movement of the
switch will change the roll attitude reference at a rate of 3° /second. Above 60 Kts, if
the roll attitude is within 6° of wings level, lateral movement of the switch will establish
a new heading hold reference for the roll axis and always result in wings level. If
22 23 24 25 31 33 34 39 45
the roll attitude is beeped to more than 6° from wings level, or airspeed is less than
60 Kts, the new roll attitude will be maintained.
When flying coupled in the IAS or VS mode, fore and aft movement of the switch
enables the pilot to command a new reference for that mode. For example, while flying
in the IAS mode, fore or aft motion of the switch will restore the Air Data Command
Display and will increase or decrease the airspeed reference 5 Kts per second,
respectively. During coupled flight director roll mode operation, lateral movement of
the switch has no function.
During VELHLD operation, longitudinal switch movement will change the longitudinal
velocity reference. Lateral movement will vary the lateral velocity reference. In both
cases, the beep rate is 3.5 Kts per second. If equipped with the SAR option, pushing
in on the beep switch will set both Doppler VELHLD references to zero Kts.
The cyclic beep switch is inoperative with both autopilots off, during SAS mode
operation, or with cyclic stick trim turned off. The four-way beep switch on each
collective performs collective and yaw functions as follows:
Fore and aft movement of the switch is used only with engaged collective modes.
When in the RADALT mode, fore or aft movement will change the desired radar
altitude reference as shown on the air data command display.
If VS is engaged during IAS operation, vertical speed will be controlled by the collective
axis. In this case, fore and aft switch movement will change the desired vertical speed
reference on the air data command display.
At airspeeds less than 60 Kts, applying yaw beep left or right will turn the aircraft
respectively through the yaw axis to a new magnetic heading at a rate of 5°/second.
This is useful for hovering pedal turns with feet on the floor.
Above 60 Kts airspeed, the switch is beeped left or right for coordinated flight (i.e.,
inclinometer ball centered). Feet must remain off pedal switches for proper yaw beep
operation. Cyclic or collective FTR switches are inoperative when respective stick trim
is turned off.
The decouple switch located on each cyclic grip is equivalent in all functions to the
SBY button on the respective Flight Director Mode Selector. That is, the copilot’s
switch is dedicated to the No. 1 flight director, and the pilot’s switch is dedicated to the
No. 2 flight director. During preflight TEST performance, either switch may be used to
sequence through error codes.
22-3
R0
 For Training Purposes Only
DUAL DIGITAL AUTOMATIC FLIGHT CONTROL SYSTEM (DDAFCS)
(22-12-00) (CONTINUED)
Operation (Continued))
Each flight director has a dedicated remote go-around switch located on each collective
grip. Pressing the switch will only engage go-around on its respective flight director.
Go-around cannot be disengaged by the remote switches. This prevents accidental
disengagements during missed approach procedures.
If equipped with the SAR option, the remote go-around switch can also engage the
climb mode. Climb mode will engage instead of GA mode, if engagement conditions
are satisfied.
Pilot’s and copilot’s pedal switches provide a function similar to FTR. When yaw
trim is on, pressing any pedal switch releases the pedal damper/trim actuator for
repositioning, and disables yaw autotrim.
At airspeeds below 60 Kts, heading hold is performed through the yaw axis. Changes
to the heading hold reference are made using the yaw beep switch on the collective
stick, or by placing feet on the pedal switches and manually making the heading
change. The reference will be maintained when feet are removed from the pedals. If a
heading change is made using cyclic with feet on the floor, a sideslip will result.
Above 60 Kts, turn coordination is performed through the yaw axis while heading hold
is performed through the roll axis. Trimming of the yaw axis is performed with the yaw
beep switch (feet on the floor). Turns should be performed using cyclic with feet on the
floor or degraded automatic turn coordination will result.
If excessive roll activity is experienced during single autopilot operation above 60 Kts,
it may be desirable to leave feet on the pedal switches. This will cause the roll axis to
hold wings level.
If yaw autotrim is not functioning, the yaw linear actuators can be recentered manually
by placing feet on the pedal switches and moving the pedals in the direction of needle
deflection on the AFCS indicator panel. When approximately centered, feet are
removed from pedals.
Provided for the No. 1 and No. 2 vertical gyros to expedite vertical orientation of the
gyro during power-up or after prolonged maneuvers where precession may have
occurred. To erect the gyro, the switch is pressed, on the ground or during level flight,
until a satisfactory display of attitude is achieved.
S-76C+/C++
Pressing the VG erect switch will cause an invalid condition to its respective autopilot
resulting in automatic autopilot disengagement and an ATT FAIL annunciation on the
appropriate EADI. The autopilot may be re-engaged when the gyro valid is restored
as indicated by removal of the ATT FAIL warning. System failures or cautions are
annunciated on the DAFCS caution panel. Refer to the FAA approved flight manual or
supplement for specific information regarding relevant emergency procedures.
The amber AP1 or AP2 annunciator will light whenever the respective autopilot
automatically disengages itself. The disengagement can be caused by a number of
malfunctions such as AC or DC electrical faults, invalid vertical gyro, or flight control
computer failure. Disengagement of an autopilot will lock its series actuators and cause
the active flight director to appropriately uncouple (with the exception of optional SAR
modes); however, steering commands will still be presented on the appropriate EADI.
The AP1 and AP2 failure annunciators are normally on at aircraft power-up until the
respective autopilot has been engaged or preflight TEST has been selected. The
amber DCPL annunciator will light whenever the pilot has turned coupling off via the
CPL or COLL button on the Autopilot Controller.
The amber CLTV annunciator will light during collective mode operation under the fol-
lowing circumstances:
–– A collective limiting parameter is too high or too low
–– The collective stick trim switch is off
–– The active flight director has detected a malfunction in the collective servo or in its
collective position sensor or its vertical accelerometer
–– A radar altitude miscompare has been detected (for dual radar altimeters only)
The CLTV annunciator will also light, regardless of collective mode operation, if a
collective limiting monitor has tripped. Pilot response to a CLTV annunciation will
always be to take manual control of the collective and conduct further procedures as
required to correct the problem.
The Digital Flight Control Computer providing the CLTV annunciation is coincident
with the active flight director as selected on the FDSEL button. To help identify the
cause of the CLTV annunciation, an error code is displayed on the Air Data Command
Display for each of the conditions above (with the exception of collective stick trim off).
If the cause cannot be corrected by the flightcrew, the code should be noted by the
flightcrew and reported to maintenance personnel for further investigation.
R0
The amber TRIM FAIL annunciator on the instrument panel lights whenever a failure of These computers are designated No. 1 and No. 2 with respect to their installation
pitch, roll or yaw autotrim has been detected. To identify the failed axis, an error code location in the aircraft. Either computer can be designated the master while the other
is displayed on the air data command display. To turn off and reset the annunciator, is the slave. This relationship is established by the selection of the active flight director
either autopilot is cycled off and then on. using the Autopilot Controller FDSEL button. At power-up, the system automatically
defaults to the No. 2 computer as the master. The master/slave relationship is used for
The green CPLT FD annunciator on the Caution/advisory panel will light whenever FD1 a number of software functions necessary for the two computers to work in harmony.
is the active flight director. The amber DAFCS annunciator on the Caution/advisory When both computers are supplied with 28 VDC, a Serial Input/Output (SIO) data bus
panel will light in conjunction with the lighting of any segment of the DAFCS caution provides communication between them.
panel or TRIM FAIL. Illumination of the DAFCS capsule on the Caution/advisory panel
will also trigger the master caution annunciators in front of the pilot and copilot. To provide aircraft stabilization, aircraft attitude information is provided to each Digital
Flight Control Computer by independent vertical gyros. Yaw rate information is supplied
The DAFCS consists of the following components: to each computer by rate gyros, while pitch and roll rates are computed. Lateral,
–– Digital Flight Control Computer vertical and longitudinal accelerometers provide each computer with acceleration for
–– Autopilot Controller the respective axis. To achieve consistent handling qualities throughout the aircraft’s
operational airspeed and altitude envelope, Pitot and static pressure is sensed for each
–– Flight Director Mode Selector
computer by a dedicated Air Data Sensor. The sensor also supplies the references used
–– Air Data Sensor for air data flight director modes. An encoding altimeter provides barometrically corrected
–– Air Data Command Display altitude for the altitude preselect and altitude alert functions.
The DAFCS is a fully coupled, four-axis (pitch, roll, yaw and collective) flight control The VOR receiver and optional long range navigation systems provide required
system. It is a dual system configuration for redundancy and fail-operational perfor- signals for typical flight director navigation tracking functions. The optional Doppler
mance. In addition to stabilization and automatic flightpath control, basic system fea- radar system interface provides lateral and longitudinal groundspeed information for
tures include the following: the velocity hold and SAR modes. Absolute altitude above the surface is provided
–– Autotrim to both computers by a radar altimeter. Radar altitude is used for the RADALT hold
–– Heading hold function and for gain programming of certain flight director approach modes. For the
–– Radar altitude hold SAR operations, dual radar altimeters are required.
–– Velocity hold (accelerometer based) Each computer accepts certain engine data to prevent the collective axis from exceeding
–– Automatic turn coordination programmed limits when coupled. The two computers compare their respective
–– Autolevel engine torques, engine temperatures (T5), and gas generator speeds (N1) via the SIO
The system also incorporates optional Search And Rescue (SAR) features consisting data bus. Collective limiting is based on the highest parameter perceived by either
of: computer. The Autopilot Controller is used to control autopilot engagement, SAS/ATT
mode selection, and active flight director selection. It also controls engagement of
–– Mark-on-target
autopilot preflight test, RADALT hold and velocity hold. During flight director operation
–– Two-stage automatic approach-to-hover it can also control decoupling/coupling of flight director commands to the autopilot and
–– Doppler-based velocity hold disengagement of the collective axis.
–– Automatic climb
Two identical, interchangeable Digital Flight Control Computers perform all autopilot Two Flight Director Mode Selectors are installed. Each is used to engage or disengage
and flight director functions. modes of its respective flight director. Both mode selectors may be used simultaneously
but only the active flight director will be coupled to the autopilots.

22-4
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only
DUAL DIGITAL AUTOMATIC FLIGHT CONTROL SYSTEM (DDAFCS)
(22-12-00) (CONTINUED)
Operation (Continued))
The Air Data Command Display is used for setting altitude references, and displaying
airspeed or vertical speed references used by the flight director. It is also used to display
diagnostic error codes from the system during self-tests or the pilot-initiated preflight
test. Flight control outputs from the computers are accomplished by electromechanical
linear actuators. A total of six actuators are used. Each computer drives one actuator
in the pitch, roll and yaw axes. Each actuator has a stroke length of 0.315 inches (68.0
mm) and is installed in the cyclic and pedal control linkages. The stroke length gives
each actuator 65% authority from its centered position. With both systems operating,
a total authority of 610% is achieved. The position of each actuator may be checked
by referring to the AFCS indicator panel located in the pedestal.
Cyclic stick magnetic brake, artificial feel and autotrim functions are performed by
rotary trim actuators with full authority in the pitch and roll axes. A similar actuator
is also installed in the collective axis and is driven by the active flight director when
collective modes are engaged. Pilot movement of the cyclic or collective against its
artificial feel spring opens a detent switch in the trim actuator. The opening of a detent
switch will inhibit the actuator from running in the appropriate axis. Releasing the
spring force closes the detent switch, restoring the trim motor operation.
The yaw axis uses an electrohydraulic pedal damper/trim actuator with full authority.
When both autopilots are off, the unit functions as a pedal damper only to resist sudden
pedal inputs. With either autopilot engaged, the trim actuator function is active and the
unit will be driven by autotrim commands. A force switch on the unit operates similarly
to the detent switch previously described. In this case, pilot movement of the pedals
against fluid pressure in the actuator opens the force switch, thereby disabling the
actuator. Releasing the pedals closes the switch, re-enabling the actuator.
The Digital Flight Control Computer is a microprocessor-based computer which
utilizes a combination of digital and analog computational techniques to implement
automatic flight control system functions. It processes information about actual aircraft
attitude versus a desired attitude as a function of selected flight mode to produce
autopilot pitch, roll, yaw, and collective control outputs and flight director pitch and roll
steering command outputs. Operating modes for the digital flight control computer are
classified into outer loop modes, generally associated with flight director functions,
and inner loop modes, generally associated with autopilot functions.
S-76C+/C++
The Autopilot Controller is used to engage various autopilot flight control functions
and system preflight test. It is also used to select the active flight director, and control
decoupling/recoupling of the autopilots to flight director commands. The panel display
characteristics consist of illuminating button switches for engaging the autopilot system
and selecting the desired mode. When a switch is engaged or a mode selected, it is
annunciated by a bright light level.
This light level is controlled by external light dimming circuitry. A lamp test function is
controlled by the flight director mode selector SBY switch.
Controller functions are described as follows:
AP1/AP2 (Autopilot Engage) Buttons - Actuation of either AP button engages
that autopilot in the ATT mode and automatically engages its yaw axis. Autopilot
engagement is annunciated by the ON legend on the button. Each autopilot may be
individually turned off by again pressing its respective button. Autopilot disengagement
is indicated by a blank button. SAS/ATT (Stability Augmentation System/Attitude)
Button - Allows selection of the SAS or ATT mode of autopilot operation. In normal
operation both autopilots are on in the ATT (attitude retention) mode. The ATT mode is
selected automatically upon engagement of either autopilot and is annunciated by the
ATT legend on the button. The ATT mode must be selected for coupling the autopilots
to flight director commands. The autopilot(s) will engage in SAS if the cyclic stick trim
switch is off.
TEST (Test) Button - Controls engagement of the preflight test mode.
FDSEL (Flight Director Select) Button - Mainly used to select which flight director,
FD1 or FD2, will supply steering commands to both autopilots. The flight director
selected is referred to as the active flight director and is indicated by a 1 or 2 legend on
the button. In normal operation, the system automatically selects FD2 upon power-up.
Pushing the FDSEL button places the newly selected FD into standby (SBY)
automatically to prevent coupling to possibly old or invalid information. The autopilot
(AP) on the active flight director side controls the parallel actuators (trim and collective)
and the Command Display. Thus, if one AP’s actuator or the command display outputs
fail, the FDSEL button may be used to switch these functions to the other AP.
If a single AP is engaged, its FD automatically becomes the active flight director, to
ensure that the single AP controls the parallel trim actuators. Pressing the FDSEL
button has no effect in this case.
R0
COLL (Collective) Button
Used to uncouple collective commands to the collective servo. In normal operation
(i.e., collective stick trim switch on), collective coupling is automatic and the button
annunciates ON. To uncouple the collective, the button is pushed to extinguish the
legend. Uncoupling the collective axis will light the DCPL annunciator on the DAFCS
caution panel. Coupling can be restored by pushing the COLL button to illuminate ON
or by cycling either autopilot off and then on.
CPL (Couple) Button
When both autopilots are engaged in the ATT mode, steering commands from the
active flight director are automatically coupled to the autopilots upon engagement of
a flight director mode. Hands-off automatic flightpath steering is then provided. The
CPL button is used to uncouple commands from the autopilots, allowing the pilot to
manually satisfy the cues on the EADI. Coupling is indicated by the ON legend on the
button. To uncouple, the button is pushed to blank the legend. Turning CPL off will light
the DCPL annunciator on the DAFCS caution panel. Assuming a flight director mode
is engaged, coupling can be restored by pressing the CPL button to indicate on or by
cycling either autopilot off and then on.
With the exception of SAR modes, coupling of a single autopilot to a flight director is
inhibited; however, steering commands are still displayed on the appropriate EADI.
RADALT (Radar Altitude) Button - When below 2000 feet radar altitude, the RADALT
button is used to couple the radar altimeter to the collective axis to hold a selected
reference. Engagement of RADALT hold is indicated by the ON legend on the button.
VELHLD (Velocity Hold) Button
When airspeed is below 60 Kts, pressing the VELHLD button engages the velocity
hold mode. The pitch and roll axes of the flight control system will then maintain the
longitudinal and lateral velocities of the aircraft present at the moment of engagement.
Mode engagement is indicated by the ON legend on the button.
The mode selector enables the pilot to select and annunciate the various flight modes
of the flight director system. Two Flight Director Mode Selectors are used in this
installation. Each is used to engage modes of its respective flight director, FDI (left
side) or FD2 (right side). The active FD is selected with the FDSEL button on the
Autopilot Controller.
The bezel and panel display characteristics consist of illuminating button switches
22 23 24 25 31 33 34 39 45
for selecting the various modes of operation. When a mode is selected, that mode
is annunciated by a bright light level. Flight director modes can be engaged and
disengaged by pushing the button. Mode engagement is annunciated by an illuminated
legend on the button face.
In normal operation (both autopilots on in the ATT mode), engagement of any single
flight director mode will result in steering commands being presented on the appropriate
EADI and coupling of the steering commands to both autopilots.
The light level is controlled by external cockpit light dimming circuitry. The SBY
switch, when held, tests all lamps in the mode selector and autopilot controller. The
annunciator lamps in the button switches are line replaceable.
Mode Selector Functions are Described as Follows
Heading (HDG) Select Mode
The HDG mode maintains the heading selected on the heading bug. Engagement is
annunciated by the ON legend on the button.
Vertical Speed (VS) Hold Mode
The VS mode maintains the vertical speed present at the moment of engagement.
Engagement is annunciated by the ON legend on the button.
Altitude (ALT) Hold Mode
The ALT mode maintains the altitude present at mode engagement. Engagement is
annunciated by the ON legend.
Navigation (NAV) Tracking Mode
The ARM and CAP legends on the button indicate armed or captured status of the
desired navigation course to be flown (e.g., VOR, localizer, long range navigation,
etc.).
Instrument Landing System (ILS) Mode
Used in conjunction with an ILS approach, the ARM and GS legends on the button
indicate armed or captured status of the ILS glideslope.
Automatic Deceleration (DECEL) Mode
Used only in conjunction with the ILS and IAS mode, the ARM and CAP legends indicate
armed or captured status of the deceleration required to arrive at the programmed 70
knot reference airspeed on short final approach.
22-5
R0
 For Training Purposes Only
DUAL DIGITAL AUTOMATIC FLIGHT CONTROL SYSTEM (DDAFCS)
(22-12-00) (CONTINUED)
VOR Approach (VOR APR) Mode
Same as NAV except mode performance is optimized for VOR instrument approach
procedures.
Indicated Airspeed (IAS) Hold Mode
The IAS mode maintains the airspeed present at mode engagement. Engagement is
annunciated by the ON legend on the button.
Altitude Preselect (ALT PRE) Mode
Automatic capture of a preselected altitude is performed by the ALT PRE mode. The
ARM and CAP legends indicate armed or captured status of the selected altitude.
Back Course (BC) Mode
Used in conjunction with a localizer back course approach, the ARM and CAP legends
indicate armed or captured status of the localizer.
Go-Around (GA) Mode
Intended for aborting an approach to the runway, engagement is annunciated by
the ON legend on the button. Upon engagement, all other flight director modes are
cancelled; the aircraft will automatically achieve wings level and smoothly enter a climb
of approximately 750 ft/minute. The collective axis will automatically maintain airspeed
at approximately 75 Kts or more (Vy). A remote go-around switch is located on each
collective but can only engage go-around. Go-around engagement is inhibited when
AOG conditions exist.
Standby (SBY) Mode
Pushing this button cancels all flight director modes and returns the flight director to the
standby (ready) condition. The SBY button is also used to sequence through power-
up, continuous, and preflight test error codes displayed on the Air Data Command
Display. In normal operation, the system powers up in standby as shown by the ON
legend on the button.
An invalid flight director will result in a visible FD FAIL annunciation on the appropriate
EADI and may result in a loss of SBY ON annunciation on the button. A remote SBY
button is located on each cyclic grip and is identical in operation to the Flight Director
Mode Selector SBY button.
S-76C+/C++
The SAR engage controller enables the pilot to engage the flight director SAR modes.
The SAR modes consists of:
–– Approach stage 1 (APR1)
–– Approach stage 2 (APR2)
–– Mark-On-Target (MOT)
–– Automatic climb out (CLIMB)
The AFCS indicator panel displays the position of the pitch, roll, or yaw AFCS actuators
relative to their center of travel. A two-pole, five position, ganged rotary selector switch
provides the means to select the parameter (OFF-PITCH-ROLL-YAW) to be displayed
on the CH1 (channel 1) and CH2 (channel 2) meters. The CH1 meter displays system
No. 1 actuator information, and CH2 meter displays system No. 2 actuator information.
The rate gyro provides a rate-of-turn signal to the autopilot and to the ADI proportional
to the rate of angular displacement about an axis perpendicular to the mounting
surface. The accelerometer is a closed-loop, force-balanced device which provides
a DC voltage output proportional to aircraft lateral acceleration. It has self-contained
electronics and incorporates self-test capabilities.
The series actuator is a motor-driven jackscrew, extendable piston-type device. The
actuator is installed in the aircraft control linkages in a series arrangement. An electrical
command from the autopilot computer drives the motor of the actuator to extend or
retract the control linkages which position the aircraft controls to command the desired
maneuver. Position feedback to the autopilot is provided by a linear potentiometer. A
second linear potentiometer provides a position feedback signal to the AFCS indicator
panel, which indicated actuator position with respect to center.
The function of the SFENA artificial feel and trim unit is to apply an artificial feel to
aircraft linkages about a clutch-fitted anchoring point. The artificial feel function is a
spring force applied to the aircraft linkages when the cyclic/collective stick is moved
from the detent position. The unit also allows displacing the anchoring point by means
of an electrical drive system. It is also moveable through the force trim. Microswitch
S1 provides switching of an electrical signal when the artificial feel is operated and the
output shaft rotates 0.5 to 1.5 °.
The pedal damper/trim actuator is pilot operated. When the solenoid is de-energized,
the pedal damper/trim actuator operates as a pedal damper. In this mode, the actuator
rod rate of travel (when pedals are operated) is controlled by the rate at which oil is
displaced from one side of the actuator rod piston to the other side of the piston.
R0
When the solenoid is energized, the pedal damper/trim actuator operates as a trim
actuator. In this mode, the actuator rod piston receives hydraulic pressure for extend
and retract movement. This hydraulic pressure is directed from an electrically operated
servo valve. The trim function is controlled by the yaw trim switch located on the
master control panel, pedal switches mounted on the pedals, or the force switch on
the pedal damper itself.
Test and monitoring functions are built into the DAFCS to verify integrity and assist
troubleshooting. These functions include automatic power-up and continuous
monitoring tests, and built-in (preflight) test.
Each time power is applied to the Digital Flight Control Computer, an automatic power-
up test is performed. Failure of power-up test typically indicates a computer failure and
autopilot engagement is inhibited.
Loss of an autopilot, or other equipment, may impose operational limitations. Consult
the approved flight manual or appropriate supplements for further information.
Power-up test failure will also result in the following:
–– The FD flag will remain in view on the ADI
–– The appropriate AP failure annunciator (AP1, AP2) will remain lit on the DFACS
caution panel
–– Any power-up error codes will be displayed on the Air Data Command Display for
2 Sec. and then automatically sequence to the next code
Press SBY repeatedly until all codes are removed and the air data command display
has returned to dashes.
Electrical power fluctuations during aircraft start may cause erroneous failure of the
power-up test. Allow electrical power to stabilize, then reset each digital flight control
computer using the AP RESET switches in the pilot’s overhead circuit breaker panel. If
codes persist, recommended procedure is to shut down aircraft and notify maintenance
personnel.
When not in power-up or preflight tests, the dual digital flight control system performs
its own continuous tests and monitoring to verify continued system integrity. System
response to a test failure or tripped monitor is dependent on the mode in use when
the problem occurred. A failure of this type may result in autopilot disengagement or
simply degraded performance. However, an error code will always be displayed on the
air data command display (provided that 28 VDC is still available to at least one
22 23 24 25 31 33 34 39 45
flight control computer). If more than one code is present, each will be displayed with
automatic sequencing as with power-up test.
If a continuous error code does not self-clear within 30 Sec., proceed as follows:
–– Note all error codes on air data command display
–– Press SBY repeatedly until all codes are removed and the air data command
display has returned to dashes
If the error code(s) display as a result of a software monitor trip, an additional fail
annunciation will be activated (i.e., AP1, AP2, CLTV, or TRIM FAIL). If it is suspected
that the monitor had falsely tripped, these annunciators can be cleared by resetting
the software monitor, which can be done by disengaging and re-engaging the failed
autopilot(s).
If code(s) occurred during flight, continued flight is at the discretion of the pilot. Problem
and error codes should be reported to maintenance personnel as soon as practicable.
Loss of an autopilot, or other equipment, may impose operational limitations. Consult
the approved flight manual or appropriate supplements for further information.
Electrical power fluctuations during and following a bus failure and/or bus tie switching
may cause erroneous failure of the continuous test. Allow electrical power to stabilize,
then reset each digital flight control display separately using the AP RESET switches in
the pilot’s overhead circuit breaker panel. If code(s) return(s) after resetting, continue
flight at pilot’s discretion. After landing, shutdown aircraft and notify maintenance
personnel.
Preflight test is a two level test of both Digital Flight Control Computers and peripheral
system components. Level 1 checks hardware and software considered to be
airworthiness critical. Level 2 tests those noncritical hardware and software system
functions, which can be checked automatically prior to dispatch. Level 2 is optional
and is intended to allow more thorough troubleshooting of system problems.
Preflight test is inhibited in flight by AOG logic within each digital flight control com-
puter. Preflight test may be engaged when the following three conditions are satisfied:
–– Airspeed less than 60 Kts
–– Radar altitude less than 20 ft
–– Collective position less than 25% up travel
22-6
R0
 For Training Purposes Only S-76C+/C++

DUAL DIGITAL AUTOMATIC FLIGHT CONTROL SYSTEM (DDAFCS)

(22-12-00) (CONTINUED)
If any one of these parameters is exceeded, the aircraft is assumed to be airborne and
test engagement will be inhibited.

If the air data sensor is invalid, AOG will be based on conditions 2 and 3 as stated as
above.

If radar altitude is invalid, conditions 1 and 3 will define AOG. If both air data and radar
altitude are invalid, AOG will be determined solely by collective position.

The following is intended as a troubleshooting aid for performance of preflight test.

If preflight test will not engage, proceed as follows:

–– Verify both autopilots OFF
–– Verify all gyros valid (flags out of view)
–– Verify aircraft electrical power operating normally
–– Verify collective position less than 25% up travel. With the rotor turning, it is
unlikely that collective position is inhibiting test. However, a defective collective
position sensor could be at fault.

Engage the IAS mode on the active flight director and note the airspeed reference
displayed on the air data command display. If greater than 60 Kts, pull the respective
AZ-649 Air data sensor circuit breaker and attempt to engage TEST. If TEST engages,
suspect defect in air data sensor or wiring. If TEST does not engage, reset circuit
breaker and proceed to next step.

Engage the RADALT mode and note the radar altitude reference displayed on the air
data command display. If greater than 20 ft, pull the radar altimeter circuit breaker and
attempt to engage TEST. If TEST engages, suspect defect in radar altimeter or wiring.
If TEST does not engage, reset circuit breaker and proceed to next step. If dual radar
altimeters are installed, pull the breaker on the radar altimeter supplying the active
flight director.

Engage both autopilots and then engage IAS and ALT on the active flight director. A
failure detected in the collective position sensor or wiring will be displayed as an error
code on the air data command display. In this case, reset both flight control computers
using the AP RESET switches, then select the alternate flight director to be active and
attempt to engage test.

R0


NOTES:

NOTES:

22-7
22 23 24 25 31 33 34 39 45 R0
 TABLE OF CONTENTS
Communication (23-00-00)..................................................................................... 23-1
Speech Communication System (23-10-00).......................................................... 23-1
VHF Communication System (23-11-00)................................................................ 23-1
Dual VHF Communication System (23-12-00)....................................................... 23-4
ATA 23 Passenger Address (23-30-00).............................................................................. 23-7
Passenger Audio Advisory System (23-31-00)....................................................... 23-7
COMMUNICATION Audio Integrating (23-50-00).................................................................................. 23-9
Inter Communication System (23-51-00)............................................................... 23-9

Wiring Diagrams
VHF Communication System................................................................................. 23-3

22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

P125R /
J125R
VHF ANTENNA

LOWER CIRCUIT
BREAKER PANEL
J118 / P118

P766R

P765R

VHF TRANSCEIVER
Collins DETAIL A
XFR

.
MEM
MEM
ICS / RADIO
SQ COM SWITCH
ON OFF STO
OFF
V
TEST DECOUPLE
ACT

PILOT AND COPILOT CYCLIC STICK

VHF COM CONTROL PANEL
DETAIL B
DETAIL C

S-76C+C++_AMM_23-11-00_CC0182

Figure 1
VHF Communication System

R0
 COMMUNICATIONS (23-00-00)
Overview
The baseline helicopter is provided with an Intercommunication System (ICS). A single
or a dual VHF communication system is provided for helicopter to ground or helicopter
to other airborne aircraft communication. A passenger audio advisory system provides
briefing and page/chime functions for passengers.
SPEECH COMMUNICATION SYSTEM (23-10-00)
Overview
Two VHF communication system options are available, a single VHF communication
system and a dual VHF communication system. The difference between the two
systems is the dual system contains two independent VHF communication systems,
one for the pilot and one for the copilot. The following description applies to both the
single and dual VHF communication systems.
The VHF communications transceiver provides AM VHF airborne communications in
the frequency range of 118.000 to 136.975 MHz at 25 kHz intervals, providing 760
channels. The VHF transceiver is controlled by the VHF COM control panel, is selected
for communications using the ICS control panel, and the transceiver is keyed using the
cyclic stick ICS/RADIO switch. The transceiver provides automatic squelch, audio side
tone, over temperature protection, and has a self-test feature.
VHF COMMUNICATION SYSTEM (23-11-00)
Overview
The VHF communication system provides two-way voice communications on any one
of 760 channels in the frequency range of 118.000-136.975 MHz in units of 25 kHz.
The system is used in point-to-point communications. The radio set consists of a radio
set control panel (control panel) on the lower console; a receiver, lower right nose
equipment compartment; and an antenna on the underside of the transition section.
Each radio has a duty cycle of 1-minute transmit; 4-minute receive.
22 23 24 25 31 33 34 39 45
Components
VHF COM Control Panel
The VHF COM control panel consists of a digital readout of the available frequencies
118.000 through 136.975 MHz with 25 kHz separation, a power and mode switch
(ON/OFF/SQ OFF), two frequency select knobs, a volume (V) control, and controls
for self-test (TEST) function, storing preset frequencies (STO), and direct radio tuning
(ACT). The VHF COM control panel has a nonvolatile memory capable of storing up to
six preset frequencies, and automatically tests the memory upon power-on. Electrical
power of 28 VDC is supplied to the control panel from the DC ESNTL bus via VHF PLT
circuit breaker. The VHF COM control panel outputs and receives serially transmitted
data from the VHF transceiver for frequency and squelch control as well as self-test,
over temperature and annunciator data. The VHF COM control panel receives input
audio from the VHF transceiver and outputs the audio after volume adjustment to the
pilot headset via the pilot ICS control panel.
VHF Transceiver
The VHF transceiver provides AM voice communication in the frequency range
of 118.000 to 136.975 MHz at 25 kHz spacing. The transceiver is equipped
with self test capability and over temperature protective circuits. The internal
microprocessor provides serially transmitted data to the VHF COM control
panel that contains all operating controls for the transceiver. To key the
transmitter, a keying signal is applied to the transceiver from the pilot cyclic stick
ICS/RADIO switch via pilot ICS control panel. Microphone audio from the pilot headset
is applied to the transceiver for processing and transmission using the VHF antenna.
When the keying signal is removed by releasing the ICS/RADIO switch, the receiver
circuits of the transceiver are enabled.
Radio frequency signals from the antenna are processed by the amplifier, mixer, and
detector stages in the receiver circuits. The output of the receiver is provided to the
VHF COM control panel as input audio. From the VHF COM control panel, the audio
is routed to the pilot headset in the ICS system.
VHF Antenna
The VHF antenna, mounted on the underside of the helicopter aft fuselage is a
receiving and transmitting antenna for the VHF transceiver. The antenna and its
accompanying metallic gasket, which assures a positive ground, are attached to the
helicopter structure with screws. The base of the antenna is made watertight with
sealant compound.
23-1
R0
 For Training Purposes Only S-76C+/C++

VHF
VHF
ANTENNA
10 28 VDC
DC AMP
ESNTL TRANSMIT
VHF PLT
BUS POWER AND MODE SWITCH
1 28 VDC
SQ RECEIVE
AMP
ON OFF
OFF

POWER SUPPLY
AND POWER RELAY

28 VDC
MICROPROCESSOR
DATA IN (ANNUNCIATORS, DIAGNOSTIC CODES, TX, OVERTEMP) DATA OUT
TUNING VOLTAGE
DATA OUT (CONTROL, FREQ, TEST, SQ) DATA IN MICROPROCESSOR

TUNING
PRESET DATA AUDIO IN VOLTAGE
VOLUME
CONTROL
NONVOLATILE
MEMORY HEADSET XMTR FREQ RF AMPLIFIER MIXER
AUDIO OVERTEMP PRESELECTOR

VHF COM CONTROL PANEL

PILOT CYCLIC DETECTOR

STICK AND IF AMP
TEMP
ICS KEY SENSOR

MIC AUDIO

1 1 AUDIO
PWR
SQUELCH AMP
RADIO DISABLE
1
PILOT
HEADSET
ON XMTR
MICROPHONE AUDIO MIC RF XMTR DRIVER
AMP VHF RECEIVER PREAMPLIFIERS AND POWER
SWITCH AMPLIFIER
HEADSET
AMPLIFIER SIDETONE
DETECTOR
HEADSET AUDIO
FROM
POWER
SUPPLY

TRANSMIT /
MODULATOR RECEIVE
PILOT ICS CONTROL PANEL ENABLE WITH SWITCH
KEY SIGNAL

VHF TRANSCEIVER
S-76C+C++_AMM_23-10-00_CC0228

Figure 2
VHF Communication System

R0
 VHF COMMUNICATION SYSTEM (CONTINUED) (23-11-00)
Components (Continued)
ICS/Radio Switches
The pilot and copilot cyclic stick mounted ICS/RADIO rocker-type switches, when
pressed to RADIO, key one of six transceivers, selected using the transmitter select
switch on the respective ICS control panels. Placing the transmitter select switch to
position 1, allows the keying signal from the ICS/RADIO switch to key the helicopter
VHF transceiver. Positions 2 through 6 are used for optional communication systems.
Operation
The VHF transceiver power supply receives 28 VDC from DC essential bus through
VHF circuit breaker. The VHF COM control panel receives 28 VDC from DC
essential bus through VHF PLT circuit breaker. The power and mode switch on the
COM control panel, when placed ON, routes 28 VDC to the power relay in the VHF
transceiver, turning on the transceiver. The pilot or copilot may select VHF radio using
the associated ICS control panel. The maintenance ICS stations are controlled by
the copilot ICS control panel. To select the VHF radio for communication, the ICS
control panel transmitter select switch must be in position 1. This allows pilot audio
from the headset microphone to be routed through the pilot ICS control panel to the
transceiver modulator for processing by the transmitter circuits. The return audio to
the pilot headset is also routed through the ICS control panel but also passes through
the COM control panel for volume control. Placing the ICS control panel VHF receiver
switch (position 1) to ON allows for volume attenuation of VHF headset audio, using
ICS volume control.
When VHF system is initially turned on, a brief tone sounds while a memory self-
test is run and will continue to sound if there is a memory defect, indicating that the
transceiver can neither receive nor transmit. After the memory check, the COM control
panel displays the same active and preset frequencies present when the system was
last turned off. Active frequency refers to the frequency that the transceiver is actually
tuned to and is displayed in the upper window of the COM control panel. During
operation, if the actual transceiver frequency is not identical to the frequency shown
in the upper window on the control panel, the ACT annunciator will flash. The preset
frequency is displayed in the lower window and the MEM annunciator lights when a
preset frequency is displayed. A maximum of six frequencies may be preset into the
nonvolatile memory of the COM control panel.
22 23 24 25 31 33 34 39 45
All control signals and interfacing between the transceiver and COM control panel are
serially transmitted along the DATA IN and DATA OUT buses. This includes frequency
tuning, control signals, self-test initiation, annunciator indications, and diagnostic
results. For the pilot to transmit on VHF radio, the transceiver is keyed by pressing the
pilot cyclic stick ICS/RADIO switch to RADIO. The key signal is then routed through the
switch, through selected position 1 of pilot ICS control panel transmitter select switch
to enable transceiver transmit/receive switch and modulator. Once the transceiver is
keyed, pilot audio (MIC HI) is applied to the transceiver modulator via pilot ICS control
panel. The modulated audio signal is then amplified in the transmitter driver and power
amplifier and applied to the antenna through enabled transmit/receive switch. The
output of the side tone detector is applied to the audio power amplifier. This amplified
signal is then routed through volume controls of COM control panel and pilot ICS
control panel to the pilot headset as audio side tone.
When the cyclic stick ICS/RADIO switch is released, thereby removing the key signal
from the transceiver, the transmit/receive switch is returned to the receive function.
An RF signal from the antenna may now be applied via the transmit/receive switch to
receive circuits for processing. The output audio signal from these circuits is routed to
the pilot headset following the same path as described above for side tone.
The audio power amplifier of the receiver circuits is suppressed (squelched) when not
used for side tone during transmission. To disable the automatic squelch, the power
and mode switch is placed to SQ OFF; this feature is used when trying to receive a
weak signal or set headset volume control. If the transceiver transmitter circuits reach
a temperature of 160°C (320°F), transmission stops and side tone ceases. When the
cyclic stick ICS/RADIO switch is released, two beeps are heard in the headset. The
transceiver will not respond if the keying signal is repeated, but in an emergency,
rapidly keying the transceiver twice overrides this protection circuit. Stuck microphone
protection is also provided by a 2-minute timer in the transceiver that turns off the
transmitter two minutes after a key signal is received, protecting the channel from
long-term interference. The transceiver is then automatically switched to the receive
mode and sounds two beeps when the ICS/RADIO keying switch is opened (unstuck).
The 2-minute timer resets and starts a new count each time the radio is keyed. The
transceiver is also equipped with a self-test function which is initiated at the COM
control panel by pressing TEST button. The display shows a diagnostic code to
indicate any malfunctions.
23-2
R0
 For Training Purposes Only S-76C+/C++

VHF COM CONTROL PANEL (CTL-22) NON-FLIGHT INSTRUMENT DIMMER

AUDIO OUT
POWER GROUND

AUDIO IN

0 TO 5 VDC OUT
PANEL LTG GND
DATA OUT

DATA IN
28 VDC OUT

SERIAL
SERIAL

PANEL LTG
28 VDC IN

SHIELD
SHIELD

LO
LO

HI

HI
P765R t k s R S P U V h i e f g q A P109 F

VHF PLT (NOTE 2)

1 GND
AMP
DC
ESNTL VHF
BUS
10
AMP

LOWER CIRCUIT BREAKER

PANEL
P125R J125R

DD

GND JUMPERS
(NOTE 1)
EE

FF

GND
VHF ANTENNA

NOTES
P766R 50 49 31 32 41 42 38 37 39 40 43 44 29 30 13 35 A1
1 THE PINS OF J125R TO WHICH

LO

MICROPHONE AUDIO

KEY
HI
FREQ SELECT COMM
SERIAL / PRL SELECT

JUMPERS ARE CONNECTED IS

DETERMINED BY THE RELATED
POWER GND

POWER RELAY
28 VDC IN

SERIAL DATA OUT

SERIAL DATA IN

SWITCH POSITION OF THE

AUDIO OUT
COMBINED
INTERPHONE PANEL. REFER TO THE
CHART ON THE INTERPHONE SYSTEM
SCHEMATIC FOR SWITCH POSITION /
PIN CONNECTIONS.
2 CONNECTOR REFERENCE
DESIGNATORS AND PIN LETTERS WILL
VARY DEPENDING UPON CUSTOMER
SELECTED OPTIONS.
VHF TRANSCEIVER (VHF-22A)
S-76C+C++_AMM_23-11-00_CC0229

Figure 3
VHF Communication System

R0
 VHF COMMUNICATION SYSTEM (CONTINUED) (23-11-00)
Operation (Continued) CONTROL/ FUNCTION
Controls and Indications INDICATOR
STO –– After toggling MEM switch to desired preset channel
CONTROL/ FUNCTION number, and entering preset frequency in lower window
INDICATOR with frequency select knobs, press STO button twice
Upper Window –– Displays active frequency (to which radio is tuned) within 5 secs. Control returns to normal mode after 5
–– Displays ’ - - - - ’ or dIAG during self-test. secs.
ACT –– Momentarily lights when frequencies are being changed –– Up to 6 frequencies may be stored in nonvolatile
Annunciator memory
–– Flashes to indicate discrepancy between display and actual
radio frequency. TEST –– Activates radio self-test and diagnostic routine
Lower Window –– Displays preset (inactive) frequency –– When pressed, intensity of upper and lower windows
modulate to indicate self-test in progress
–– Displays diagnostic codes during self-test (00 indicates no
malfunction) –– Dashes in upper window and 00 in lower window
indicate no trouble found
MEM –– Lights when preset frequency is displayed
Annunciator –– dIAG in upper window and 2 digit code in lower window
indicate malfunction
TX Annunciator –– Lights when transceiver is transmitting
V (Volume) –– Rotate clockwise to increase audio output
Power and –– ON/OFF controls system power
Mode –– SQ OFF disables receiver squelch circuits (noise is heard)
XFR/MEM –– XFR transfers the displayed preset frequency to the active
display and radio retunes. Previously active frequency
becomes the new preset.
–– MEM displays stored preset frequencies, upper window
shows channel number, lower window shows frequency
Frequency –– Larger knob changes first three digits of preset or active
Select frequency in 1-MHz steps
–– Smaller knob changes digits after decimal point in 50-kHz
steps (or in 25-kHz steps for the first two steps when knob
rotation is reversed)
ACT –– When pressed for 2 secs., enables frequency select knobs to
directly retune the radio (lower window will display all dashes)
–– Press again for 2 secs. to return to normal two-display,
tune-preset mode.

23-3
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

E
COLLINS

XFR
126.82
B MEM
119.70
MEM

STO COM

A SQ
ON OFF
OFF TEST
ACT
V

FW
D PILOT AND COPILOT
COMMUNICATIONS
CONTROLLER

DETAIL C
DETAIL B

D
FW

D
FW

NO. 2 VHF ANTENNA

DETAIL D

PILOT AND COPILOT COMMUNICATIONS

RECEIVER / TRANSMITTER NO. 1 VHF ANTENNA

DETAIL A DETAIL E

S-76C+C++_AMM_23-12-00_CC3072

Figure 4
Dual VHF Communication System

R0
 VHF COMMUNICATION SYSTEM (CONTINUED) (23-11-00) DUAL VHF COMMUNICATION SYSTEM (23-12-00)
Operation (Continued) Overview
The dual VHF communications system provides two-way voice communications on
CODE DESCRIPTION any one of 760 channels in the frequency range of 118.000-136.975 MHz in units
of 25 kHz. The system contains two radio sets, one for the pilot (No. 2) and one for
00 No fault found
the copilot (No. 1). The system is used in point-to-point communications. Each radio
01 5 VDC below limit set consists of: a radio set control panel (control panel), one on each side of the
02 5 VDC above limit lower console; a receiver, lower left (No. 1) and lower right (No. 2) nose equipment
03 12 VDC below limit compartments; and an antenna, one on the underside of the transition section (No. 2)
and one on the top of the tail pylon (No. 1). The control panel contains all the operating
04 12 VDC above limit
controls. Manual frequency selection is made with the frequency select knobs. Six
05 Synthesizer not locked frequencies can be stored and displayed - six in memory plus the current displayed
07 Noise squelch open without signal active and preset frequencies. Finally, adjustment for comfortable listening levels is
08 Noise squelch not open with signal accomplished with the VOL control. Each radio set interfaces with the ICS through the
ICS control panel. Each radio has a duty cycle of 1-minute transmit; 4-minute receive.
12 BCD frequency code invalid
13 2-out-of-5 frequency code invalid Operation
14 Serial message invalid Power Distribution
15 Frequency out of range The No. 2 VHF transceiver power supply receives 28 VDC from DC essential bus
16 Forward power below limit through NO2 VHF PWR circuit breaker. The No. 2 VHF COM control panel receives
28 VDC from DC essential bus through NO2 VHF CONT circuit breaker. The No. 1
17 Transmitter temperature excessive VHF transceiver power supply receives 28 VDC from primary No. 2 radio master bus
21 Tuning voltage out of limit at highest through NO1 VHF PWR circuit breaker. The No. 1 VHF COM control panel receives
receive frequency 28 VDC from primary No. 2 radio master bus through NO1 VHF CONT circuit breaker.
22 Tuning voltage out of limit at 118 MHz The power and mode switch on either COM control panel, when placed ON, routes 28
VDC to the power relay in the VHF transceiver, turning on the respective transceiver.
23 Local oscillator output below limit
24 No-signal AGC voltage too high
25 Inadequate AGC voltage increase
with RF signal
26 Reflected RF power above limit
27 Transmitter timed out

23-4
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

NO. 2 VHF PWR

10 RF
28 VDC AMP
ESS
BUS NO. 1 VHF PWR
3 SWITCHED 28 VDC PILOT COMM ANTENNA
AMP
SERIAL DATA

AUDIO

SIMULCOMM

KEY MIC KEY

+5 VDC PANEL LIGHTS
AUDIO
PILOT COMMUNICATIONS COPILOT COMMUNICATIONS
RECEIVER / TRANSMITTER RECEIVER / TRANSMITTER
CENTER CONSOLE DIMMER PILOT COMMUNICATION
CONTROLLER

COPILOT PILOT
AUDIO AUDIO
CONTROLLER CONTROLLER

REFER TO INTERCOMMUNICATION
SYSTEM (ICS), 23−51−00 S-76C+C++_AMM_23-12-00_CC3070_2

Figure 5
Dual VHF Communications System (Pilot)

R0
 DUAL VHF COMMUNICATION SYSTEM (23-12-00) (CONTINUED)
Operation (Continued)
Operation
The pilot or copilot may select VHF radio using the associated ICS control panel.
To select the VHF radio for communication, the ICS control panel transmitter select
switch must be in position 1. This allows operator audio from the headset microphone
to be routed through the ICS control panel to the transceiver modulator for processing
by the transmitter circuits. The return audio to the operator’s headset is also routed
through the ICS control panel but also passes through the COM control panel for
volume control. Placing the ICS control panel VHF receiver switch (position 1) to ON
allows for volume attenuation of VHF headset audio, using ICS volume control.
When VHF system is initially turned on, a brief tone sounds while a memory self-
test is run and will continue to sound if there is a memory defect, indicating that the
transceiver can neither receive nor transmit. After the memory check, the COM control
panel displays the same active and preset frequencies present when the system was
last turned off.
Active frequency refers to the frequency that the transceiver is actually tuned to and is
displayed in the upper window of the COM control panel. During operation, if the actual
transceiver frequency is not identical to the frequency shown in the upper window on
the control panel, the ACT annunciator will flash. The preset frequency is displayed
in the lower window and the MEM annunciator lights when a preset frequency is
displayed. A maximum of six frequencies may be preset into the nonvolatile memory
of the COM control panel.
When the cyclic stick ICS/RADIO switch is released, thereby removing the key signal
from the transceiver, the transmit/receive switch is returned to the receive function.
An RF signal from the antenna may now be applied via the transmit/receive switch to
receive circuits for processing. The output audio signal from these circuits is routed to
the pilot headset following the same path as described above for side tone.
The audio power amplifier of the receiver circuits is suppressed (squelched) when not
used for side tone during transmission. To disable the automatic squelch, the power
and mode switch is placed to SQ OFF; this feature is used when trying to receive a
weak signal or set headset volume control. If the transceiver transmitter circuits reach
a temperature of 320°F (160°C), transmission stops and side tone ceases. When the
cyclic stick ICS/RADIO switch is released, two beeps are heard in the headset. The
transceiver will not respond if the keying signal is repeated, but in an emergency, rapidly
keying the transceiver twice overrides this protection circuit. Stuck microphone protec-
tion is also provided by a 2-minute timer in the transceiver that turns off the transmitter
two minutes after a key signal is received, protecting the channel from long-term inter-
ference. The transceiver is then automatically switched to the receive mode and sounds
two beeps when the ICS/RADIO keying switch is opened (unstuck). The 2-minute tim-
er resets and starts a new count each time the radio is keyed. The transceiver is also
equipped with a self-test function which is initiated at the COM control panel by press-
ing TEST button. The display shows a diagnostic code to indicate any malfunctions.

All control signals and interfacing between the transceiver and COM control panel are
serially transmitted along the DATA IN and DATA OUT buses. This includes frequency
tuning, control signals, self-test initiation, annunciator indications, and diagnostic
results. For the pilot to transmit on VHF radio, the transceiver is keyed by pressing the
pilot cyclic stick ICS/RADIO switch to RADIO. The key signal is then routed through the
switch, through selected position 1 of pilot ICS control panel transmitter select switch
to enable transceiver transmit/receive switch and modulator. Once the transceiver is
keyed, pilot audio (MIC HI) is applied to the transceiver modulator via pilot ICS control
panel. The modulated audio signal is then amplified in the transmitter driver and power
amplifier and applied to the antenna through enabled transmit/receive switch. The
output of the side tone detector is applied to the audio power amplifier. This amplified
signal is then routed through volume controls of COM control panel and pilot ICS
control panel to the pilot headset as audio side tone.

23-5
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

NO. 1 VHF PWR

28 VDC 10 RF
AMP
PRI NO. 1
RADIO
MSTR BUS NO. 1 VHF CONT
3 SWITCHED 28 VDC COPILOT COMM ANTENNA
AMP
SERIAL DATA

AUDIO

SIMULCOMM

KEY MIC KEY

+5 VDC PANEL LIGHTS
AUDIO
COPILOT COMMUNICATIONS PILOT COMMUNICATIONS
RECEIVER / TRANSMITTER RECEIVER / TRANSMITTER
CENTER CONSOLE DIMMER COPILOT COMMUNICATION
CONTROLLER

COPILOT PILOT
AUDIO AUDIO
CONTROLLER CONTROLLER

REFER TO INTERCOMMUNICATION
SYSTEM (ICS), 23−51−00 S-76C+C++_AMM_23-12-00_CC3070_1

Figure 6
Dual VHF Communications System (Copilot)

R0
 DUAL VHF COMMUNICATIONS SYSTEM (CONTINUED) (23-12-00)
Operation (Continued) CONTROL/ FUNCTION
Control Panel INDICATOR
The CTL-22 VHF control panel provides digital display communications control. The STO After toggling MEM switch to desired preset channel
CTL-22 VHF control panel has the following contols and indicators: number, and entering preset frequency in lower window
with frequency select knobs, press STO button twice
CONTROL/ FUNCTION within 5 secs. Control returns to normal mode after 5 secs.
INDICATOR Up to 6 frequencies may be stored in nonvolatile memory
Upper Window Displays active frequency (to which radio is tuned) TEST Activates radio self-test and diagnostic routine
Displays ’ - - - - ’ or dIAG during self-test. When pressed, intensity of upper and lower windows
ACT Annunciator Momentarily lights when frequencies are being changed modulate to indicate self-test in progress
Flashes to indicate discrepancy between display and Dashes in upper window and 00 in lower window indicate
actual radio frequency. no trouble found
dIAG in upper window and 2 digit code in lower window
Lower Window Displays preset (inactive) frequency
indicate malfunction
Displays diagnostic codes during self-test
(00 indicates no malfunction)
MEM Annunciator Lights when preset frequency is displayed
TX Annunciator Lights when transceiver is transmitting
V (Volume) Rotate clockwise to increase audio output
Power and Mode ON/OFF controls system power
SQ OFF disables receiver squelch circuits (noise is heard
XFR/MEM XFR transfers the displayed preset frequency to the active
display and radio retunes. Previously active frequency
becomes the new preset.
MEM displays stored preset frequencies, upper window
shows channel number, lower window shows frequency
Frequency Select Larger knob changes first three digits of preset or active
frequency in 1-MHz steps
Smaller knob changes digits after decimal point in 50-kHz
steps (or in 25-kHz steps for the first two steps when knob
rotation is reversed)
ACT When pressed for 2 secs,, enables frequency select knobs
to directly retune the radio (lower window will display all
dashes)
Press again for 2 secs, to return to normal two-display,
tune-preset mode.

23-6
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

A R
IFIE
PL
AM
ER PT
XX
AK CE
2)
PE
AC
XC
RS Z (X
N GE AT
SE
ST
AA
Z)
TE
S
PA c Z (B
X) 50 XX
(XX −C XX WA
1− TE
ISO XX D,
25 DA
g) L) N
EL 90 (C MO
OD (10 F2)− ED
E RIM RIAL 0 lbs (A2C. R
S .4 T .:
: 2 A , IN
SE

B HT C C MS
IG 60 TE
WE O−1 SYS

D
O
D B

M
D

C CABIN SPEAKERS

PAGE/CHIME AMPLIFIER
DETAIL B

CENTER CONSOLE
DETAIL C

TAKE OFF BRIEFING

ON PLAY
SELECTION
BRIEFING

REMOTE COMPUTER CONTROL PANEL

DETAIL A DETAIL D S-76C+C++_AMM_23-31-00_CC3042

Figure 7
Passenger Audio Advisory System

R0
 DUAL VHF COMMUNICATIONS SYSTEM (CONTINUED) (23-12-00) PASSENGER ADDRESS (23-30-00)
Operation (Continued) Overview
Passenger address includes the passenger audio advisory system. The passenger
CODE DESCRIPTION
audio advisory system provides briefing and page/chime functions for passengers.
00 No fault found
01 5 VDC below limit
02 5 VDC above limit
PASSENGER AUDIO ADVISORY SYSTEM (23-31-00)
03 12 VDC below limit
Overview
04 12 VDC above limit
The passenger audio advisory system consists of two separate systems: a
05 Synthesizer not locked passenger briefing system and a page/chime system. The passenger briefing
07 Noise squelch open without signal system permits the pilots to devote full attention to operating the helicopter by
08 Noise squelch not open with signal providing required safety briefings to passengers using pre-recorded messages.
The briefing messages include such topics as operation of safety belts, location
12 BCD frequency code invalid
and operation of emergency exits, use of flotation devices, etc. The page/chime
13 2-out-of-5 frequency code invalid system provides musical chime tones to alert the passengers of a change in the
14 Serial message invalid fasten seat belt and no smoking sign status. A cabin call ringer tone is provided for a
15 Frequency out of range cockpit-to-cabin intercom system. The system also provides a cabin call ringer tone,
ADF, Pilot Select Communication (PCS), and cabin paging audio (all in mono) to
16 Forward power below limit
the cabin speakers. Additional outputs include audio from an external AM/FM stereo
17 Transmitter temperature excessive receiver/cassette tape or CD player (in stereo) to the cabin speakers and auxiliary
21 Tuning voltage out of limit at highest monitor outputs. Page/chime amplifier circuitry gives audio priority to paging, briefer,
receive frequency and chimes. The PA, MIC, BRIEF, and seat belt/no smoking chime switch signals mute
22 Tuning voltage out of limit at 118 MHz the stereo left and right, ADF 1 and 2, PCS, and TV audio inputs.
23 Local oscillator output below limit The passenger briefing system consists of a control panel located on the center
24 No-signal AGC voltage too high console, page/chime amplifier, remote computer, interconnecting ribbon cable, and six
25 Inadequate AGC voltage increase speakers located in the cabin overhead. The page/chime system includes the page/
with RF signal chime amplifier and six speakers located in the cabin overhead. The passenger audio
advisory system interfaces with the Intercommunication System (ICS) and passenger
26 Reflected RF power above limit
sign system.
27 Transmitter timed out

23-7
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

NON FLT 5 VDC, 28 VDC,

LIGHTING
DIMMER RECEIVE DATA
CONTROL
LIGHTING PANEL
REMOTE TRANSMIT DATA,
COMPUTER 28 VDC, KEYPRESS

BRIEF
2
AMP BRIEFER AUDIO, ENABLE
DC ESS
BUS PAGE
28 VDC 7.5
AMP

1 2 3 4 5

BRIEFING
ON TAKE OFF PLAY PASSENGER
FSB, NS CABIN
SELECTION SIGN
CABIN SPEAKERS AUDIO
SPEAKERS
BRIEFING
REFER TO
PASSENGER SIGN
SYSTEM, 33-20-02
S-76C+C++_AMM_23-31-00_CC3134
PAGE / CHIME
AMPLIFIER

PILOT AUDIO
MIC, KEY, SIDETONE
CONTROLLER

COPILOT AUDIO
MIC, KEY, SIDETONE
CONTROLLER

REFER TO
INTERCOMMUNICATION
SYSTEM (ICS), 23-51-00

OPTIONS RELAY
SPEAKER MUTING
PANEL S-76C+C++_AMM_23-31-00_CC3041

Figure 8 Figure 9
Passenger Briefer Control Panel Passenger Audio Advisory System

R0
 PASSENGER AUDIO ADVISORY SYSTEM (CONTINUED) (23-31-00)
Operation
Controls and Indicators
Passenger Briefer Control Panel
INDEX CONTROL/
DESCRIPTION
NO. INDICATOR
1 ON/OFF Button Two-position pushbutton switch controls power to
remote computer.
2 Ambient Light Senses ambient light for automatic adjustment of
Sensor control panel lighting.
3 LED Display Left side of the display indicates 5-character
abbreviation of the currently selected message.
Right side of the display indicates system status
information.
4 Up/Down Allow selection of messages. The active message is
Message displayed in the LED display field. A total of 12
Selection Arrows messages can be programmed
5 PLAY/PAUSE Plays active message displayed in LED display field.
Button If pressed while the message is playing the active
message pauses. If PLAY is pressed again, the
paused message will restart from the beginning of
the sentence that was interrupted.
The DC essential bus provides 28 VDC operating power to the page/chime amplifier
through the PAGE circuit breaker on the lower circuit breaker panel.
–– The page/chime amplifier outputs amplified audio signals to the six speakers
located in the cabin ceiling.
–– The options relay panel routes a weight-on-wheels ground signal from the landing
gear to the page chime amplifier. An airborne condition triggered from the weight-
on-wheels switch results in an increase in the audio volume level to the cabin
speakers.
–– The DC essential bus provides 28 VDC operating power to the remote computer
through the BRIEF circuit breaker on the lower circuit breaker panel.
–– The remote computer outputs the 28 VDC operating power and 5 VDC
microprocessor integrated circuitry power to the control unit along with faceplate
and LED lighting signals and data. The remote computer also outputs audio and
key signals to the page/chime amplifier.
–– The control unit outputs 28 and 5 VDC power as well as key press and data
signals to the remote computer.
–– The NON-FLIGHT dimmer on the center console dimming control panel provides
variable control of panel lighting through the remote computer to the control panel.
System Modes
1. The passenger briefing system can be operated in any one of four modes:
–– Self-test mode: Performs system self-test whenever the unit is powered-up
–– Play mode: Plays the currently selected message
–– Volume calibration mode: Permits volume adjustment of each message from
25 to 100% of maximum
–– Reprogram mode: Permits downloading of new messages to the system
2. To calibrate volume, the following steps must be performed:
–– Press the ON/OFF button to select OFF
–– Press and hold the up message selection arrow and simultaneously press the
ON/OFF button to select ON
–– When the LED displays RELEASE, release the up message selection arrow
–– Following the power-up self test, the control panel will momentarily display
CALIBRATE to indicate that the system is in calibration mode
–– Using the up and down message selection arrows, select the message for which
volume adjustment is desired
–– Press the PLAY button
–– While the message is playing, press the up or down message selection arrows
to increase or decrease message volume. As the volume increases, the test tone
becomes louder. As the volume decreases, the test tone becomes quieter. When
the tone changes pitch, the extreme volume setting has been reached
System Interfaces
The passenger audio advisory system includes the following system interfaces:
–– Intercommunication System (ICS): The pilot’s and copilot’s audio controllers
provide microphone, key, and side tone audio signals to the page/chime amplifier.
–– Passenger Sign System: The passenger sign system provides 28 VDC to the
page/chime amplifier to cue the passengers for the NO SMOKING and FASTEN
SEAT BELTS advisories.

23-8
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

D
D INSTRUMENT PANEL
B
DETAIL C
A
A

PILOT P124R RECEIVER SELECT

D COPILOT P123R SWITCHES
FW

ON ON
1 2 3 4 5 6 7 8 9 10
2 3 4
1 5
INT 6
ICS / RADIO
SWITCH VOL
SPK
TRASMITTER SELECT SWITCH
PILOT AND COPILOT
ICS CONTROL PANEL
DETAIL D

PILOT AND COPILOT CYCLIC STICK

PILOT AND COPILOT FOOT SWITCH DETAIL B
DETAIL A

S-76C+C++_AMM_23-51-00_CC3052

Figure 10
Intercommunication System (ICS)

R0
 AUDIO INTEGRATING (23-50-00)
Overview
Audio integrating systems includes the Intercommunications System (ICS). The ICS
provides communications capabilities to the cockpit crew and the maintenance crew.

INTERCOMMUNICATION SYSTEM (ICS) (23-51-00)

Overview
The ICS provides communications capabilities to the cockpit crew and the maintenance
crew. Two audio controllers control the system: one at each of the pilot stations. The
cockpit, cabin, and maintenance crew stations are all configured for high-impedance
headsets. The ICS system interfaces with the dual VHF communications system, dual Audio Station/Jack Communication Capabilities
navigation receiver system, DME system, ADF system, audio warning system, cockpit
voice recorder system, and passenger audio advisory system. Table 1 describes the AUDIO
CONTROL
ICS COM 1 COM 2 PAGE / CHIME NAV, MB WARNING
DME, ADF
audio communication capabilities at each audio station and maintenance jack. UNIT
TALK LISTEN TALK LISTEN TALK LISTEN TALK LISTEN
AUDIO TONES

CPLT
Components AUDIO
STATION
X X X X X X X X X X

The ICS system consists of the following components: PLT

AUDIO X X X X X X X X X X X
STATION
1. Pilot and copilot audio controllers located on each side of the instrument panel. CABIN
X X X X X
ICS JACK X X
2. Pilot and copilot ICS foot switches located on each side of the cockpit floor.
CABIN
3. Pilot and copilot ICS/RADIO switches located on the pilot and copilot cyclic stick. ICS MAINT
JACK
X X X X X X X

4. Pilot and copilot headset jacks located in the cockpit overhead. BAGGAGE
ICS MAINT X X X X X X X
JACKS (2)
5. Left and right baggage compartment maintenance headset jacks located on the
left and right side of the baggage compartment. S-76C+C++_AMM_23-51-00_CC3144

6. Cabin maintenance headset jack located in the cabin.

7. A coiled, 6-foot headset walk-around cord with a momentary/lock ICS push-to-talk button
will be available to interface a standard high-impedance headset to the jacks at the cabin
maintenance and baggage compartment stations.

23-9
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

28 VDC ICS PLT

NO. 2
DC PRI 3
BUS AMP
PANEL LTS LIGHTS BRT / DIM
28 VDC
28 VDC PLT ICS
DC ESS 3
BUS AMP
LEFT RELAY PILOT AUDIO PILOT DIMMER AVIONICS
PANEL CONTROLLER SWITCHING UNIT

28 VDC CPLT ICS

DC ESS 3 BRT / DIM
BUS AMP TRIGGER
MIC, KEY
LIGHTS BRT / DIM
AUX KEY
AUDIO
AVIONICS OPTIONS
SWITCHING UNIT RELAY UNIT

PILOT ICS RIGHT BAGGAGE

PANEL LTS FOOT SWITCH COMPARTMENT
MAINTENANCE
DIMMER / WALK−AROUND
LAMP TEST JACK
COPILOT FLIGHT
INSTRUMENT
LIGHTS DIMMER
RADIO KEY

ICS KEY
CABIN MAINTENANCE
HEADSET JACK

AUX KEY MIC, KEY PILOT CYCLIC STICK LEFT BAGGAGE

COMPARTMENT
AUDIO MAINTENANCE
WALK−AROUND
COPILOT JACK
FOOT SWITCH PILOT HEADSET
COPILOT HEADSET JACK ASSEMBLY
JACK ASSEMBLY
MIC
RADIO KEY MIC
AUDIO
ICS KEY AUDIO

PILOT AUDIO
COPILOT COPILOT AUDIO CONTROLLER
S-76C+C++_AMM_23-51-00_CC3053_2
CYCLIC STICK CONTROLLER S-76C+C++_AMM_23-51-00_CC3053_1

Figure 11
Intercommunication System (ICS)

R0
 INTERCOMMUNICATION SYSTEM (ICS) (CONTINUED) (23-51-00)
Components (Continued)
System Interfaces
The following is a description of the ICS system interfaces:
Dual VHF Communications System
The pilot communications controller applies VHF Comm 2 high and low audio to the
pilot and copilot audio controllers for distribution to the pilot and copilot headsets. The
copilot communications controller applies VHF Comm 1 high and low audio to the
copilot and pilot audio controllers for distribution to the pilot and copilot headsets. The
pilot and copilot audio controllers apply key and microphone outputs to the pilot and
copilot communications receiver/transmitters.
Dual Navigation Receiver System
The copilot navigation controller outputs VOR 1 and marker beacon 1 high and low
signals to the pilot and copilot audio controllers for distribution to the pilot and copilot
headsets. The pilot navigation controller outputs VOR 2 and marker beacon 2 high
and low signals to the pilot and copilot audio controllers for distribution to the pilot
and copilot headsets. The copilot navigation receiver outputs marker beacon 1 high
and low signals to the pilot and copilot audio controllers for distribution to the pilot and
copilot headsets. The pilot navigation controller outputs marker beacon 2 high and low
signals to the pilot and copilot audio controllers for distribution to the pilot and copilot
headsets.
DME System
The DME receiver/transmitter outputs DME 1 and 2 high and low signals to the pilot
and copilot audio controllers for distribution to the pilot and copilot headsets.
ADF System
The ADF controller outputs ADF high and low audio signals to the pilot and copilot
audio controllers for distribution to the pilot and copilot headsets.
Audio Warning System
The audio warning amplifier supplies various system warning tones to the pilot and
copilot audio controllers.
Cockpit Voice Recorder System
Cockpit audio is applied to the cockpit voice recorder for data recording purposes.
22 23 24 25 31 33 34 39 45
Passenger Audio Advisory System
The page/chime amplifier accepts key, microphone, and page audio outputs from the
pilot and copilot audio controllers. The audio is distributed to the cabin speakers.
Operation
The No. 2 DC primary bus provides primary 28 VDC operating power to the pilot audio
controller through the ICS PLT circuit breaker located on the upper circuit breaker
panel. The DC essential bus provides backup 28 VDC operating power to the pilot
audio controller through the PLT ICS circuit breaker located on the lower circuit breaker
panel. This same 28 VDC power signal is also routed to the avionics switching unit.
The DC essential bus provides 28 VDC operating power to the copilot audio controller
through the CPLT ICS circuit breaker located on the lower circuit breaker panel. This
same 28 VDC power signal is also routed to the avionics switching unit.
The pilot and copilot cyclic stick ICS/RADIO switches are identical rocker switches.
When pressed, the radio/ICS key signal is applied to the audio controller. An amplified
microphone input to the ICS is applied to the headset amplifier as a side tone and to
audio controller as an audio input.
The ICS foot switches apply an aux key input to their respective audio controller. An
amplified microphone input to the ICS is applied to the headset amplifier as a side tone
and to audio controller as an audio input.
Each of the headset jack assemblies and accompanying headsets receives audio
from the audio controllers as shown in Table. Microphone and key inputs are applied
from the headsets to the audio controllers.
The pilot flight instrument lights dimmer controls 5 VDC panel lighting at the pilot audio
controller. The copilot flight instrument lights dimmer controls 5 VDC panel lighting at
the copilot audio controller. The avionics switching unit routes a bright/dim lighting
signal to the switches and controls on the audio controllers. A ground signal routed
through the options relay panel enables the bright lighting mode; the absence of a
ground signal enables the dim mode.
23-10
R0
 For Training Purposes Only S-76C+/C++

AUDIO (WARN) AUDIO (WARN)

AUDIO WARN
AMPLIFIER

COM 1 AUDIO COM 1 AUDIO

COPILOT COMMUNICATIONS
CONTROLLER

AUDIO AUDIO
COM 2 AUDIO COM 2 AUDIO
REFER TO COCKPIT
VOICE RECORDER COCKPIT VOICE
PILOT COMMUNICATIONS (CVR) SYSTEM, RECORDER
REFER TO DUAL CONTROLLER
VHF COMMUNICATIONS 31−30−00
SYSTEM, 23-12-00

ADF AUDIO ADF AUDIO KEY, MIC KEY, MIC

REFER TO AUTOMATIC
DIRECTION FINDER
(ADF) SYSTEM,
34-53-00 ADF CONTROLLER COPILOT
COMMUNICATIONS
RECEIVER / TRANSMITTER

MB 1 MB 1

COPILOT NAVIGATION K E Y , M IC K E Y , M IC
RECEIVER

REFER TO DUAL VHF PILOT

COMMUNICATIONS COMMUNICATIONS
MB 2 MB 2 SYSTEM, RECEIVER / TRANSMITTER
REFER TO DUAL 23−12−00
NAVIGATION RECEIVER
SYSTEM, PILOT NAVIGATION
34-31-00 RECEIVER

KEY, MIC, PAGE AUDIO KEY, MIC, PAGE AUDIO

DME 1, DME 2 DME 1, DME 2

REFER TO DISTANCE COPILOT AUDIO PAGE/CHIME AMPLIFIER PILOT AUDIO

MEASURING EQUIPMENT CONTROLLER REFER TO PASSENGER CONTROLLER
(DME) SYSTEM, DME RECEIVER /
AUDIO ADVISORY SYSTEM,
34-52-00 TRANSMITTER
23−31−00
CKPT INTERPHONE
S-76C+C++_AMM_23-51-00_CC3053_4
VOR 1 VOR 1
MB 1 MB 1

COPILOT NAVIGATION
CONTROLLER

VOR 2 VOR 2
MB 2 MB 2
REFER TO DUAL
COPILOT AUDIO NAVIGATION RECEIVER PILOT AUDIO
CONTROLLER PILOT NAVIGATION CONTROLLER
SYSTEM,
34-31-00 CONTROLLER

S-76C+C++_AMM_23-51-00_CC3053_3

Figure 12
Intercommunication System (ICS)

R0
 INTERCOMMUNICATION SYSTEM (ICS) (CONTINUED) (23-51-00)
Operation (Continued)
Controls and Indicators
INDEX
CONTROL/INDICATOR DESCRIPTION
NO.
1 RADIO TRANSMIT Push COMM1: Enables VHF 1 Comm radio
button Switches transmit and receive audio.
COMM2: Enables VHF 2 Comm radio
transmit and receive audio.
COMM3: Enables VHF 3 Comm radio
transmit and receive audio.
PHONE: Enables XXX transmit and receive
audio.
PAGE: Enables XXXX transmit and receive
audio.
RAMP: Enables XXXX.
2 RADIO RECEIVE Push COMM1: Enables VHF 1 Comm radio
button Switches receive audio.
COMM2: Enables VHF 2 Comm radio
receive audio.
COMM3: Enables VHF 3 Comm radio
receive audio.
PHONE: Enables XXX receive audio.
PAGE: Enable XXXX receive audio.
3 VOL Switches ICS: Controls receive audio volume for the
ICS system.
RADIO: Controls receive audio volume for
any
source selected by the RADIO TRANSMIT,
RADIO
RECEIVE, and NAV RECEIVE push button
switches.
4 ICS VOX Switch Enables hands-free ICS communication and
adjusts sensitivity.
The ICS system interfaces with the Automatic Direction Finder (ADF) system, Marker
Beacon (MB) System, Distance Measuring Equipment (DME) System, Dual Navigation
Receiver System, Dual VHF Communications System, Cockpit Voice Recorder
System, Passenger Audio Advisory System, and Audio Warning System.
22 23 24 25 31 33 34 39 45
INDEX
CONTROL/INDICATOR
NO.
5 FOOT Switch
6 EMER Switch
7 MB SENS Switch
8 NAV RECEIVE
Pushbutton Switches
DESCRIPTION
In RADIO: Enables the respective cockpit
floor foot switch to key any source selected
by the RADIO
TRANSMIT pushbutton switches.
Out ICS: Enables the respective cockpit floor
foot
switch to key the ICS system.
Emergency switch connects the headset
corresponding to the audio controller to the
on-side Comm radio. (On-side Comm radio
is selected at the factory.)
In HI: Selects high marker beacon sensitivity.
Out LO: Selects low marker beacon
sensitivity.
VOR1: Enables VOR1 receive audio in
cockpit only.
VOR2: Enables VOR2 receive audio in
cockpit only.
MB1: Enables marker beacon system 1
receive audio in cockpit only.
MB2: Enables marker beacon system 2
receive audio in cockpit only.
DME1: Enables distance measuring
equipment system 1 receive audio in cockpit
only.
DME2: Enables distance measuring
equipment system 2 receive audio in cockpit
only.
ADF: Enables automatic direction finder
system
receive audio in cockpit only.
23-11
R0
 TABLE OF CONTENTS
Electrical Power (24-00-00).................................................................................... 24-1
AC Generation (24-20-00)...................................................................................... 24-1
AC Power System (24-22-00)................................................................................ 24-2

ATA 24 DC Generation (24-30-00).................................................................................... 24-18

DC Power System (24-31-00).............................................................................. 24-18

ELECTRICAL POWER DC External Power (24-40-00)............................................................................. 24-27

Wiring Diagram
AC Power System (Dual Inverter System)............................................................. 24-9
AC Power System ............................................................................................... 24-13
AC Power System - (Dual Inverter and IIDS/2S2 Engines and IIDS)................... 24-15

04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
For Training Purposes Only S-76C+/C++

Figure 1
Electrical Power
R0
 ELECTRICAL POWER (24-00-00)
Overview
On Helicopters with Dual Inverters and Integrated Instrument Display System
(IIDS)
Electrical power includes components that supply, regulate, and distribute the
helicopter’s electrical power.
Operation
On Helicopters with Dual Inverters and Integrated Instrument Display
System (IIDS)
DC power is supplied by two engine starter/generators, and a nickle-cadmium
battery. The DC buses are protected by individual circuit breakers on the circuit
breaker panels. AC power is supplied by a 10 KVA, 115/200 VAC, 3-Ø four-wire,
400 Hz, brushless generator driven from the transmission, and two 375 VA static
inverters. The dual inverter system is normally on line and takes priority over the AC
generator when both systems are on. When both inverters are switched on, each
inverter output supplies a separate AC load. If one inverter fails, the functioning
inverter automatically supplies both AC loads, which consists of the No.1 and
No. 2 AC primary and 26 VAC buses. If both inverters fail, the AC generator supplies
all AC circuits when switched on. In the event of a dual generator failure, the battery
supplies the DC essential bus Inverter No. 1, in turn, is supplied by the DC essential
bus to power instruments essential to flight during emergency conditions, engine
starting on the ground, or airborne engine restarting. A DC external power system
is installed, allowing all loads to be supplied by an external power source when the
helicopter is on the ground.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
AC GENERATION (24-20-00)
Overview
On Helicopters with Dual Inverters and IIDS
The AC power system is distributed from the dual inverters to AC bus system consisting
of the No. 1 and No. 2 AC primary buses and No. 1 and No. 2 26 VAC buses.
Operation
On Helicopters with Dual Inverters and IIDS
The INVERTERS No. 1 and No. 2 switches on the pilot upper overhead switch
panel provide control to turn on the inverters. When both inverters are on, the No. 1
inverter, powered by the DC essential bus, supplies the No. 1 AC primary and No. 1
26 VAC buses. The No. 2 inverter, powered by the No. 2 DC primary bus, supplies the
No. 2 AC primary and No. 2 26 VAC buses. If one of the two inverters is off or fails,
the functioning inverter powers both inverter AC loads. Should both inverters become
inoperative, the AC generator supplies power to all AC loads. The GENS - AC switch
on the pilot upper overhead switch panel provides control to connect the AC generator
to these loads. When the dual inverter system is off line, the AC generator loads
consist of the following: 115 VAC Ø-B power to the No. 1 and No. 2 AC primary and
26 VAC buses. The AC generator also supplies 115 VAC 3-Ø power to EAPS and
windshield heat system, if installed. IIDS display units provide cockpit indication of
inverter status including No. 1 and No. 2 inverter failure cautions and No. 1 and No. 2
inverter power monitor display and also AC generator status including AC generator
caution, AC generator bearing caution, and AC generator power monitor display.
24-1
R0
 For Training Purposes Only S-76C+/C++

P314 / J314
P259/J2
INVERTERS GENS
EXT MASTER
FLOATS NO. 1 NO. 2 AC DC 1 DC 2 PWR BATT START

P706 / J706 TEST RESET RESET TEST PANEL

C OFF OFF OFF OFF OFF OFF OFF OFF OFF AC GEN
UNDER
ARMED ON ON ON ON ON ON ON ON VOLT

D O
F
F
P116 / J116 E PILOT UPPER OVERHEAD SWITCH PANEL OVER
VOLT
NO. 2 RELAY (SEE NOTE 8)
P118 / J118 FEEDER
PANEL FAULT
P104 / J1 / 2R, DETAIL A O
F
P106 / J2 / 2R F
F

TEST PANEL
DETAIL B

RECORCER
A
NO. 2 STATIC NO. 1

P1 B
P304 INVERTER P305

VOICE
3
PALL ET
(SEE NOTE 2)

PWR
INV
35
PWR
INV
35
UPPER CIRCUIT
BREAKER PANEL

PWR
BLWR
35
PWR
BLWR
35
P214 / J214 LOWER CIRCUIT
P234 / J234 BREAKER PANEL
P216 / J216

NO. 1
GEN CONTR
10
NO. 1
GEN CONTR
10
P702 / J1

NO. 2
10
NO. 2
10
3−PHASE, 400 HZ, P700 / J2
AC GENERATOR
NOTES DETAIL C
DC JUNCTION BOX
DC JUNCTION BOX
1. ON HELICOPTERS WITH SINGLE
INVERTER. (SEE NOTE 8)
(SEE NOTE 7) DETAIL D
2. ON HELICOPTERS WITH DUAL
INVERTERS.
3. ON AIRCRAFT SERIAL NUMBERS
0422−0473.
4. ON AIRCRAFT SERIAL NUMBERS K1
K1 K1
K1

0511−0606.
5. ON AIRCRAFT SERIAL NUMBERS
0607−0639.
6. ON AIRCRAFT WERIAL NUMBERS
0640−SUBS. A1 B1 C1
A1 B1 C1 A1 B1 C1 A1 B1 C1

7. ON AIRCRAFT SERIAL NUMBERS CT1

K4 CT1
K4
CT1
K2
CT1

037−0378.
8. ON AIRCRAFT SERIAL NUMBERS
0375−0418. K2

9. ON AIRCRAFT SERIAL NUMBERS

K3
K5
XCL 1 / AC K2 K4 K2
K4 XCL 1 / AC
XCL 1 / AC XCL 1 / AC

0419−SUBS.
PALLET
(SEE NOTE 1) AC JUNCTION BOX
AC JUNCTION BOX AC JUNCTION BOX AC JUNCTION BOX
DETAIL F (SEE NOTE 3) (SEE NOTE 4) (SEE NOTE 5) (SEE NOTE 6)

DETAIL E

S-76C+C++_AMM_24-22-00_CC0095_1B_R

Figure 2
AC Power System
R0
 AC GENERATION (24-20-00) (CONTINUED)
Overview (Continued)
On Helicopters with 2S2 Engines and IIDS
The INVERTERS No. 1 and No. 2 switches on the pilot upper overhead switch
panel provide control to turn on the inverters. When both inverters are on, the
No. 1 inverter, powered by the DC essential bus, supplies the No. 1 AC primary and
No. 1 26 VAC buses. The No. 2 inverter, powered by the No. 2 DC primary bus,
supplies the No. 2 AC primary and No. 2 26 VAC buses. If one of the two inverters
is off or fails, the functioning inverter powers both inverter AC loads. Should
both inverters become inoperative, the AC generator supplies power to all AC
loads. The GENS - AC switch on the pilot upper overhead switch panel provides
control to connect the AC generator to these loads. When the dual inverter
system is off line, the AC generator loads consist of 115 VAC Ø-B power to the
No. 1 and No. 2 AC primary and 26 VAC buses. The AC generator also supplies
115 VAC 3-Ø power to the windshield heat system, if installed. IIDS display units provide
cockpit indication of inverter status including No. 1 and No. 2 inverter failure cautions and
No. 1 and No. 2 inverter power monitor display and also AC generator status including
AC generator caution, AC generator bearing caution, and AC generator power monitor
display.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
AC POWER SYSTEM (24-22-00)
Overview
On helicopters with dual inverters and IIDS, AC power is provided by either a
dual inverter system or a 3-Ø brushless generator. Interlock circuitry prevents
the simultaneous operation of both sources with priority given to the dual inverter
system. The dual inverter system consists of No. 1 and No. 2 single-Ø, 375 VA
static inverters, No. 1 and No. 2 AC primary bus contactors, 1 INV FAIL, 2 INV FAIL
cautions and AC Volts - INV 1, AC Volts - INV 2, FREQ - INV 1, and FREQ - INV
2 power monitor displays on the IIDS display units, and INVERTERS No. 1 and
No. 2 control switches. With power applied to the inverter from the appropriate DC
bus, and the INVERTERS No. 1 or No. 2 switch in the ON position, the inverter outputs
115 VAC single-Ø power at 400 Hz. The No. 1 static inverter operates on 28 VDC
power supplied by the (on helicopters prior to 0303) DC essential bus (on helicopters
0303 and subsequent) No. 2 DC primary bus. The No. 2 static inverter operates on
28 VDC power supplied by the (on helicopters prior to 0303) No. 2 DC primary bus (on
helicopters 0303 and subsequent) DC essential bus. When the battery is used for an
engine start, only the DC essential bus is supplied. Under these conditions, the No. 1
static inverter supplies power to both inverter AC loads and INV 2 FAIL caution display
comes on. Circuits within each inverter protects against an overload and short circuit
’being applied to the AC buses being supplied.
Interlock circuitry prevents the simultaneous operation of both sources with priority
given to the dual inverter system.
24-2
R0
 For Training Purposes Only S-76C+/C++

FLEXIBLE
DUCT

CLAMP

MAIN GEAR
BOX HOUSING AC
GENERATOR

ELECTRICAL
PACKING CONNECTORS

GCU

QAD BOLT (INITIALLY

TORQUE 40 IN. LBS.,
QUICK−ATTACH TAP COMPLETELY
DISCONNECT AROUND QAD, THEN
SELF−LOCKING (QAD) TORQUE 60 IN. LBS.)
NUT WITH
CAPTIVE WASHER
(TORQUE 320 IN. LBS.)

S-76C+C++_AMM_24-22-01_S76AA_154943 (R0C0)

S-76C+C++_AMM_24-22-02_S76AA_155365 (R0C0)

Figure 3 Figure 4
AC Generator AC Generator Control Unit
R0
 AC POWER SYSTEM (24-22-00) (CONTINUED)
Overview (Continued)
The dual inverter system consists of No. 1 and No. 2 single-Ø, 250 VA static inverters,
No. 1 and No. 2 AC primary bus contactors, 1 INV FAIL, 2 INV FAIL cautions and AC
Volts - INV 1, AC Volts - INV 2, FREQ - INV 1, and FREQ - INV 2 power monitor displays
on the IIDS display units, and INVERTERS No. 1 and No. 2 control switches. With
power applied to the inverter from the appropriate DC bus, and the INVERTERS No. 1
or No. 2 switch in the ON position, the inverter outputs 115 VAC and 26 VAC single-Ø
power at 400 Hz. The No. 1 static inverter operates on 28 VDC power supplied by the
(on helicopters prior to 0303) DC essential bus (on helicopters 0303 and subsequent)
No. 2 DC primary bus. The No. 2 static inverter operates on 28 VDC power supplied
by the (on helicopters prior to 0303) No. 2 DC primary bus (on helicopters 0303 and
subsequent) DC essential bus. When the battery is used for an engine start, only the
DC essential bus is supplied. Under these conditions, the No. 1 static inverter supplies
power to both inverter AC loads and INV 2 FAIL caution display comes on. Circuits
within each inverter protects against overload and short circuit ‘being supplied to’ the
AC buses.
The generator system consists of the brushless generator, Generator Control Unit
(GCU), generator contactor, differential current transformer unit, AC GEN and AC
GEN BRNG caution displays, AC Volts - AC GEN, and FREQ - AC GEN power monitor
displays on the IIDS display units, and GENS - AC switch. When the generator is
driven at the rated speed of 12,000 RPM and the GENS - AC switch is in the ON
position, the generator produces 10 KVA at output Voltages of 200/115 VAC 3-Ø at
400 Hz. The TEST PANEL-AC GEN switches allow over-voltage, under-voltage, and
feeder fault circuit testing.
Components
AC Generator
The 10 KVA AC generator is mounted vertically on the right drive pad of the main
transmission aft of the main rotor. The generator shaft is driven when the rotor turns.
Nominal generator shaft drive speed is 12,000 RPM, represented by 107% Nr (rotor
speed).
The generator consists of three separate inductively coupled generator stages,
providing self-excitation and brushless operation. The stages are permanent magnet
generator, main exciter field, and the main generator, all mounted in a single frame
and having a common rotor shaft. The permanent magnet generator has a rotating
permanent magnet, with a permanent magnet stator winding in the frame.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
This section provides power controlled by the GCU Voltage regulator to the stator
field of the main exciter. The output of the main exciter is inductively coupled to a
rotating rectifier section on the generator shaft. The output of the rotating rectifier is
connected to the salient pole, rotating field system of the main generator. The output
of the rotating field is inductively coupled to, and produces the output of the main
generator stator output windings. The generator is provided with three differential
protection current transformers which sense the current in the neutral connections of
the three main generator stator windings.
The generator is supported at the driven end and thrust end by two grease-lubricated,
double-shielded ball bearings. In addition to these main bearings two grease-lubricated,
doubled-shielded auxiliary ball bearings are provided for emergency condition, short-
rated operation. The auxiliary bearings are fitted to each of the main bearings and
are clear of the shaft under normal operation. In case of main bearing failure, the
associated auxiliary bearing provides support for the generator rotor for a period of
not over 5 hours. The auxiliary bearing assembly is fitted with bearing fail detector
switches that cause the AC GEN BEARING failure caution light on the IIDS panel
to come on. The permanent magnet generator stator output windings, main exciter
field windings, differential protection current transformer windings, and the wires of
auxiliary bearing switches are connected to a twelve-pin connector. The main output
3-Ø and neutral windings are connected to the terminals of a four-pin connector. The
generator has a drive shaft incorporating a shear neck (shears at 1,350-1,500 inch-
pounds of torque) and a key-hole type mounting flange for use with a Quick-Attach
Disconnect (QAD) plate for mounting the generator to the helicopter drive pad. The
generator is self-cooled by a fan mounted on the shaft, and is provided with an air inlet
at the non-driven end for helicopter ducting attachment.
AC Generator Control Unit
The helicopter configuration that uses a 10 KVA AC generator which 3-Ø four-wire
output provides 200/115 VAC at 400 Hz. The AC generator control unit provides
Voltage regulation, load protective circuits for over-voltage, under-voltage, and under-
frequency, and generator protective circuits for feeder fault and overcurrent. If the
GENERATORS AC switch is moved to ON before the engines are started and the rotor
is brought to rated speed, the under-voltage and under-frequency protective circuits
are automatically inhibited, since generator Voltage and frequency must start from a
zero value in each case. The AC GEN caution on IIDS display is ON for the condition
indicated. Circuitry within the AC generator control unit allows the generator to be
connected to its loads and the AC GEN caution capsule to go off, only when both
generator Voltage and frequency are acceptable.
24-3
R0
 For Training Purposes Only S-76C+/C++

No. 1 and No. 2 Primary 26V Transformers (C+)

AC Gen - 26 V Transformer (C++)

R0
 AC POWER SYSTEM (24-22-00) (CONTINUED)
Components (Continued)
No. 2 Relay Panel AC Generator Bearing Warning Relay K22/2R
The AC generator contains two bearings. The drive and thrust ends of the rotor are
supported by the bearings. The bearings are grease-lubricated, double-shielded ball
bearings. Additionally, two grease-lubricated doubleshielded auxiliary ball bearings
are provided for emergency, short-time rated operation. The auxiliary bearings, fitted
to each main bearing, are clear of the shaft under normal operation (no failed main
bearings). If either of the main bearings fail, the applicable auxiliary bearing provides
satisfactory support for the generator rotor shaft for a period of not over 5 hours. The
auxiliary bearing assembly is fitted with bearing failure detector switches, one for each
bearing. If either main bearing malfunctions the auxiliary bearing takes its load and the
respective bearing failure switch is actuated, causing relay K22/2R in No. 2 relay panel
AC Junction Box Differential Current Transformer Unit CT1/AC
The current transformer unit contains three current transformers, one for each
generator Ø output. Each transformer is part of a protective circuit for feeder fault.
The feeder fault protection uses each Ø output transformer in conjunction with the Ø
return current transformer inside the AC generator. If the transformers sense a primary
differential current flow of 4,868 milliAmperes, a signal is applied to the generator
control unit from the associated transformer pair, which de-excites the generator,
disconnecting the generator from its loads, and preventing burning of the generator
output windings. This protective circuit protects the generator up to its input to the
generator contactor.
FLAT
WASHER

to energize, supplying 28 VDC from the DC ESNTL bus to light the AC GEN BEARING
caution light on the IIDS.
T4
T1
T5
T2
T6
Static Inverter
T3
DIFFERENTIAL
CURRENT
On helicopters 760607 and subsequent, No. 1 static inverter is supplied 28 VDC TRANSFORMER
UNIT CT1 / AC
from No. 2 DC primary bus through No. 1 INV circuit breaker. No. 1 static inverter
supplies 115 VAC to terminal D1 of No. 1 AC primary relay K4/AC. No. 1 static
inverter also supplies 26 VAC to terminal C1 of No. 1 AC primary relay K4/AC.
With relay K4/AC energized 115 VAC is supplied through terminals D1 and D2 and
AFCS IND 1 circuit breaker to No. 1 AC primary bus. At the same time 26 VAC is
supplied through terminals C1 and C2 and PLT SG SEC circuit breaker to No. 1 26
VAC primary bus. No. 2 static inverter supplies 115 VAC to terminal D1 of No. 2 AC
primary relay K2/AC. No. 2 static inverter also supplies 26 VAC to terminal C1 of
No. 2 AC primary relay K2/AC. With relay K2/AC energized 115 VAC is supplied
through terminal D1 and D2 and AFCS IND 2 circuit breaker to No. 2 AC primary bus.
At the same time 26 VAC is supplied through terminal C1 and C2 and PLT SG PRI
circuit breaker to No. 2 26 VAC primary bus. If either static inverter fails, the operating
4
CB 3

static inverter will supply all loads.

CB 2
CB 1
CB

No. 1 and No. 2 Primary 26V Transformers, T1 and T2

LI
C
On helicopters prior to 760607 (C+), transformers T1 and T2 step down 115 VAC 3-Ø

K2
Voltage from the AC generator or static inverter, to 26 VAC. The output of T1 and T2

3
K
supply the No. 1 and No. 2 26 VAC buses, respectively.
S-76C+C++_AMM_24-22-06_CC0097

Figure 5
Differential Current Transformer Unit CT1/AC

24-4
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 For Training Purposes Only S-76C+/C++

AC GENERATOR
CONTACTOR
NO. 1 K1 / AC
NO. 1 PRI AC
XFMR CIRCUIT
CIRCUIT BREAKER
BREAKER FLATWASHER

NO. 2
XFMR
CIRCUIT
BREAKER

NO. 2
PRI AC
CIRCUIT BREAKER

R2
1C
CR

4
CB 3
CB 2
CB 1
CB
LI
C
K2
3
K

LOCKWASHERS

S-76C+C++_AMM_24-22-07_CC0098

S-76C+C++_AMM_24-22-08_CC0099

Figure 6 Figure 7
AC Junction Box Circuit Breakers AC Generator Contactor K1/AC
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 AC POWER SYSTEM (24-22-00) (CONTINUED)
Components (Continued)
AC Junction Box Circuit Breakers
The No. 1 and 2 AC PRI (115 VAC) and No. 1 and 2 XFMR (26 VAC) circuit breakers
protect their respective bus against malfunctions in the circuits supplied.

AC Junction Box AC Generator Contactor K1/AC

The AC generator contactor has a permanent magnet to maintain contacts A1 and
A2, B1 and B2, C1 and C2 in the open position, and auxiliary contacts 12 and 13 in
the closed position. The permanent magnet is used to prevent contact bounce when
the contactor is deenergizing. The AC generator contactor coil is energized from the
generator control unit when the generator output Voltage is at least 95 VAC on each
Ø, frequency is at least 370 Hz, no feeder fault exists, and both engines are running
above 66% N1. When energized, Ø B output of the generator is connected through
the closed main line contacts B1 and B2 to the AC primary bus contactor K2/AC.
Additionally, auxiliary contacts 12 and 13 are energized open, interrupting one path to
the AC GEN caution/advisory panel caution capsule.

AC Junction Box Inverter Warning Control Relay K3/AC

Dual Static Inverters
No. 1 AC PRI bus contactor K4 and No. 2 AC PRI bus contactor K2, when energized
removes 28 VDC from the Integrated Instrument Display System Remote Data FLATWASHER
Acquisition Unit (IIDS RDAU). When K2 and K4 are deenergized 28 VDC from No. 1
and No. 2 INV WARN circuit breakers are supplied through normally closed contacts FLATWASHER
C2 and C3 to the IIDS RDAU. 115 VAC through INV 1 PWR MON AC and No. 2 PWR
INVERTER WARNING
MON AC circuit breakers is supplied to the IIDS RDAU when No. 1 and No. 2 static CONTROL RELAY
inverters are energized. K3 / AC

S-76C+C++_AMM_24-22-09_CC0100

Figure 8
Inverter Warning Control Relay K3/AC

24-5
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

AC PRIMARY
BUS CONTACTOR
K2 / AC

4
CB 3
CB 2
CB 1
CB

LI
C
K2
3
K
S-76C+C++_AMM_24-22-10_CC0101

Figure 9
AC Primary Bus Contactor K2/AC
R0
 AC POWER SYSTEM (24-22-00) (CONTINUED)
Components (Continued) Operation
AC Junction Box AC Primary Bus Contactor K2/AC
10 KVA AC Generator
On helicopters with dual inverters, the AC primary bus contactors K2/AC and K4/AC
when energized, connects 115 VAC Ø-B to the No. 1 and No. 2 AC primary buses Type Brushless, dual bearing
and through the stepdown transformers (C+) to No. 1 and No. 2 26 VAC buses. If Wiring configuration 3-Ø 2, 4 wire wye
the AC generator is disabled and disconnected from its loads, both the AC generator Nominal Voltage 200/115 (115 VAC line to neutral)
K1/AC and the AC primary bus contactors K2/AC and K4/AC are deenergized. The
Nominal output 10 KVA at 0.95 power factor lagging
AC power system is distributed from the dual inverters to a 3-Ø AC bus system
consisting of the No. 1 and No. 2 AC primary buses, and the No. 1 and No. 2 26 Nominal drive speed 12,000 RPM
VAC buses. INVERTERS No.1 and No. 2 switches on the pilot upper overhead switch Speed range 11,100/12,900 RPM
panel, provide control to turn on the inverters. When both inverters are on, the No. Nominal frequency 400 Hz
1 inverter, powered by the DC essential bus, supplies the No. 1 AC primary and
No. 1 26 VAC buses. The No. 2 inverter, powered by the No. 2 DC primary bus, supplies the Frequency range 370/430 Hz
No. 2AC primary and No. 2 26 VAC buses. If one of the two inverters is off or fails, the functioning Direction of rotation Clockwise when viewing driven-end
inverter powers both inverters AC loads. Should both inverters become inoperative, the Rating Continuous
AC generator supplies power to all AC loads.
Cooling Self-cooled (air)
No. 1 and No. 2 Engine AC Generator Interlock Relays K43/2R AND K44/2R Current transformers Three. One for each Ø return wire T4, T5 and T6
Helicopters with dual inverters and IIDS Bearing failure switches Two. One for driven and one for thrust end bear-
The coil for AC generator contactor K1/AC is grounded through de-energized A3 and ings.
A2 contacts of No. 2 engine AC generator interlock relay K44/2R and then No. 1 engine AC Generator Contactor K1/AC
AC generator interlock relay K43/2R. When the engines are running, and Construction Hermetically-sealed. Permanent magnet (observe
either engine drops below 47% N1, or when both engines levers are in fly polarity)
gate and either engine N1 decreases to 5.5% less than the other engine, a
Voltage from the associated ENG N1 circuit breaker is applied through a switch Nominal Voltage 115/208 VAC, 400 Hz
in the gas generator tachometer indicator to energize the associated engine Coil data:
AC generator interlock relay. when the interlock relay energizes, contactor K12/AC Maximum VDC pull-in 30 VDC at 71°C
de-energizes, thereby disconnecting the AC generator from its loads and causing the Minimum VDC pull-in 18 VDC at 71°C
AC GEN caution display to illuminate.
Dropout 7-1.5 VDC
Rated duty Continuous
Auxiliary contact SPST NC
Auxiliary contact rating 5 A 28 VDC or 115 VAC 400 Hz
Maximum interrupting 405 A, 400 Hz
capacity

24-6
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 For Training Purposes Only S-76C+/C++

AC POWER SYSTEM (24-22-00) (CONTINUED)

Operation (Continued) Under-frequency disconnecting generator 305 ± 5 Hz, 0.1 second
from helicopter bus and disabling the
Differential Current Transformer Unit generator by opening the generator exciter-
Number Three per unit Voltage regulator circuit
Continuous primary current each transformer 29 A (RMS) No. 1 and No. 2 375 VA Static Inverters (Helicopters With Dual Inverters)
Transformer turns ratio 125:1 Rating 375 VA
Continuous secondary current rating each 0.232 A Input Voltage 28 VDC + 4 VDC/- 7 VDC
transformer Output Voltage 115 VAC + 5%/- 7%
DC resistance of secondary 2.4 Ω (about) Frequency 400 Hz ± 1%
AC Generator Control Unit Ø and Waveform 3-Ø, sine wave
Voltage regulator/generator output 115.0 ± 1.0 VAC Overload - 5 minutes 150%
Voltage at load, 0 Amperes Overload - 1 minute 200%
Voltage regulator/generator output Voltage at 115.0 ± 1.0 VAC Protective circuits (internal) Short circuit and overload
17.5 Amperes at 0.8 power factor (lagging),
average of all 3-Ø Voltages will be No. 1 and No. 2 250 VA Static Inverters (Helicopters With 2S2 Engines)
Over-voltage protection (inverse time) Transition from 115.0 VAC to Rating 250 VA
123 ± 1.5 VAC, trip time about Input Voltage 28 VDC + 4 VDC/- 7 VDC
2.0 seconds Output Voltage 115 VAC + 5%/- 7%
Transition from 115 VAC to 135
26 VAC + 5%/- 7%
± 0.1 VAC, trip time delay 140 -
230 milliseconds Frequency 400 Hz ± 1%
Transition from 115 VAC to 165 Ø and Waveform 3-Ø, sine wave
± 0.1 VAC, trip time 140 - 165 Overload - 5 minutes 150%
milliseconds Overload - 1 minute 200%
Under-voltage Trip at 103.0 ± 3.0 VAC in 6 ± Protective circuits (internal) Short circuit and overload
1.0 seconds
Pickup Voltage 108 ± 3 VAC
Feeder Fault 60 ± 8 Amperes, any Ø, no time
delay
Under-frequency, disconnecting generator 355 ± 10 Hz for 6 ± 1 seconds
from helicopter AC buses, but not disabling
generator
Frequency required to restore generator to 375 ± 5 Hz in 0.5 second
helicopter bus

R0
 No. 1 and No. 2 AC Primary Bus Contactors The conditions for the discussion are, unless otherwise specified, that all circuit
(Helicopters With Dual Inverters and Helicopters With 2S2 Engines) breakers are pushed in, the INVERTERS No. 1 (INVERTER on helicopters prior to
Construction Hermetically-sealed, permanent magnet 0419) switch is ON, the GENS - AC (GENERATORS AC on helicopters prior to 0419)
switch is OFF, engines running at 66% N1 or greater, and rotor turning at rated speed.
Normal Voltage 115 VAC
Frequency 400 Hz The static inverter supplies all AC instruments when the AC generator is not connected
Pick-up Voltage 95 VAC maximum hot to the buses. Power for the inverter operation is supplied at pin D of connector P322 and
originates at INV PWR circuit breaker from current limiter CL3/DC which supplies the
Dropout Voltage 25 ± 15 VAC hot
DC essential bus. Pin F of connector P322 is the power ground. Inverter operation
Contact rating Resistive 10 A, 28 VDC is controlled with the INVERTERS No. 1 switch on the pilot upper overhead
Resistive 25 A, 115 VAC, 400 Hz switch panel .The operation of the inverter with the switch ON originates at
Inductive 15 A, 115 VAC, 400 Hz pin E of connector P322 through the inverter switch pins K and J of connector
Normal Voltage 26.5 VAC P234 and terminates at pin H of connector P322. Inverter output is from pin B of
connector P322. Output power ground is provided at pin C of connector P322.
Pull-in Voltage 13 VAC
The 115 VAC output is supplied on the No. 1 AC PRI 115 VAC bus from pin B of
Duty Continuous connector P322, through jumpered contacts A3 and B3 of the deenergized
Coil resistance 700 ± 70 Ω at 25°C AC primary bus contactor K2/AC, through the contactor to B2, through No. 1 PRI
Temperature range −65°C to +125°C AC circuit breaker to the No. 1 AC PRI 115 VAC bus. Instrumentation requiring 26
VAC is supplied from the No. 1 AC 26VAC bus which is supplied through stepdown
transformer T1 (C+) and No. 1 XFMR circuit breaker.
Inverter Warning Control Relay K3/AC (Helicopters With Single Inverter)
Normal Voltage 115 VAC Inverter 115 VAC output is supplied to No. 2 AC PRI 115 VAC bus from pin B of
Frequency 400 Hz connector P322, normally closed contacts A3 and A2, of deenergized primary bus
contactor K2/AC, through No. 2 PRI AC circuit breaker to No. 2 AC PRI 115 VAC
Maximum Voltage 122 VAC bus. Instrumentation requiring 26 VAC is supplied through No. 2 XFMR circuit
Coil current at 115 VAC 0.04 Amps breaker and stepdown transformer T2. Inverter warning control relay K3/AC is
Pick-up Voltage 90 VAC energized, putting on INV ON caution/advisory panel capsule. The coil of K3/AC is
energized from the circuit originating at pin B of connector P322, through jumpered
Dropout 5 - 30 VAC
A3 and B3 of AC primary bus contactor K2/AC to the coil of K3/AC. The circuit to
Operate time 15 milliseconds the INV ON caution/advisory capsule originates at the INV WARN circuit breaker,
Release time 50 milliseconds DC ESNTL bus, through normally closed contacts C2 and C3 of deenergized K2/
Contact current test 103 Amps AC, through energized closed contacts A1 and A2 of inverter warning control relay
K3/AC.

24-7
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

GENERATOR CONTROL UNIT

POWER
PMG INPUT READY
VOLTAGE FEEDER FAULT / GENERATOR
REGULATOR OVERCURRENT VOLTAGE CONTROL
OUTPUT INPUTS SENSING SWITCH
TEST
TURNED ON
EXCITER
FIELD

XCL1/AC

CONNECTED IF 115 VAC C TO WINDSHIELD HEAT

GENERATOR IS 115 VAC B SYSTEM, EAPS SYSTEM,
GENERATOR TURNED ON AND AND ENGINE ANTI−ICING
200 / 115 VAC IS ACCEPTABLE 115 VAC A SYSTEM WITH SNOW
3 PHASE PROTECTION KIT
CURRENT TRANSFORMERS
AC GENERATOR
CONTACTOR K1/AC
CONNECTED IF AC
CONNECTED IF GENERATOR φ B
TRANSMISSION DRIVE NO. 1 STATIC INVERTER NO. 1
DC ESS INVERTER 115 VAC 115 VAC IS AVAILABLE
BUS SWITCH IS ON, AND NO. 1 AND
ON 375 VA AND INVERTER NO. 2 INVERTERS
(SEE NOTE 1) SINGLE PHASE FUNCTIONING HAVE NO OUTPUT
PROPERLY
OFF NO. 1 AND
NO. 1 AC PRIMARY
NO. 2 AC
INVERTER BUS CONTACTOR K4/AC
PRIMARY
NO. 1 SWITCH
INTEGRATED INSTRUMENT BUS
CONNECTED IF AC DISPLAY SYSTEM REMOTE CONTACTORS
GENERATOR IS TURNED DATE ACQUISITION UNIT K4/AC AND
DC ESS OFF OR SYSTEM IS
BUS OR (IIDS RDAU) K2/AC
NOT ACCEPTABLE OR IF
NO. 2 DC NO. 1
EITHER NO. 1 OR NO. 2
PRI BUS AC PRIMARY
ENGINE AC GENERATOR AC GEN−CAUTION BUS
INTERLOCK RELAY IS
ENERGIZED AND ENGINE
ANTI−ICING SYSTEM WITH
SNOW PROTECTION KIT
IS OFF
AC GENERATOR VOLTAGE NO. 1
STEPDOWN 26 VAC
CONTACTOR K1/AC BUS
DC ESS CONNECTED IF
CONNECTED IF NO. 2 INVERTER NO. 1 PRIMARY 26V
BUS OR AC GEN
EITHER GENERATOR HAS NO OUTPUT
NO. 2 DC BRNG−CAUTION TRANSFORMER T1
BEARING FAILS
PRI BUS
NO. 2 AC
AC GENERATOR PRIMARY CONNECTED IF
BEARING WARNING BUS NO. 1 INVERTER
RELAY K22/2R CONTACTOR HAS NO OUTPUT
K2/AC
CONNECTED IF NO. 1 AC
DC ESS 1 INV PRIMARY
BUS NO. 1 INVERTER
FAIL−CAUTION BUS
HAS NO OUTPUT
CONTACTOR
NO. 1 AC K4/AC NO. 2 PRIMARY 26V
PRIMARY BUS TRANSFORMER T2
DATA BUSES
CONTACTOR K4/AC
NO. 2
VOLTAGE 26 VAC
CONNECTED IF STEPDOWN
DC ESS 2 INV BUS
NO. 2 INVERTER
BUS FAIL−CAUTION IIDS DISPLAY
HAS NO OUTPUT GENERATOR
UNITS
115 VAC
NO. 2 AC PHASE B NOTES
PRIMARY BUS NO. 2
CONTACTOR K2/AC AC PRIMARY 1. NO. 2 DC PRIMARY BUS ON
CONNECTED IF BUS HELICOPTERS 0303 TO 0510 AND 0607
NO. 2 STATIC INVERTER NO. 2 AND SUBSEQUENT.
ON DC 115 VAC
NO. 2 PRI INVERTER SWITCH IS ON, 115 VAC 2. DC ESSENTIAL BUS ON
BUS 375 VA AND INVERTER HELICOPTERS 0303 TO 0510 AND 0607
SINGLE PHASE FUNCTIONING AND SUBSEQUENT.
OFF (SEE NOTE 2) PROPERLY

INVERTER NO. 2 AC PRIMARY

NO. 2 SWITCH BUS CONTACTOR K2/AC S-76C+C++_AMM_24-22-00_CC24003_CC24003

Figure 10
AC Power System
R0
 AC POWER SYSTEM (24-22-00) (CONTINUED)
Operation (Continued)
Helicopters With Dual Inverters and IIDS
AC Power System
The generator contains a permanent magnet section supplying a 3-Ø Voltage, which,
when rectified with the GCU, provides generator excitation current automatically
adjusted by a Voltage regulator within the GCU. Feeder fault input circuitry within the
GCU protects the three generator output windings from burnout due to a grounded
conductor, on any of three feeders, between generator output terminal and the
respective generator contactor terminal. For grounded buses, an overcurrent or fold
back circuit causes the GCU Voltage regulator to reduce generator output Voltage to
zero. Generator loads are protected against over and under-voltage. When the GENS
- AC switch on the pilot upper overhead switch panel is placed to ON, the generator
Voltage is automatically increased to its normal value, the generator is automatically
connected to its loads by the AC generator contactor K1/AC,which is energized when
power is ready, and the AC GEN caution display goes off. The TEST position of the
GENS - AC switch results in turning off the AC GEN caution display; however, the
generator does not supply its loads.
Placing the GENS - AC switch to ON, supplies a DC Voltage to the AC generator
contactor K1/AC, which energizes and opens the circuit to the AC GEN caution
causing it to go off. With K1/AC energized, 200/115 VAC 3-Ø power is supplied
through current limiter CL1/AC to the windshield heat system, EAPS system, and
engine anti-icing system and snow protection kit, if installed. The generator also
supplies the No. 1 and No. 2 AC primary buses through deenergized No. 1 and
No. 2 AC primary bus contactors K4/AC and K2/AC, respectively. In addition, this
115 VAC Ø-B supplies No. 1 and No. 2 26 VAC buses through stepdown transformers
T1 and T2, respectively. Contactors K4/AC and K2/AC are deenergized only when both
inverters are off or have no output. If either, or both, inverters are on, the generator 115
VAC Ø-B is removed from the circuit through open contacts in contactors K2/AC and
K4/AC. An engine failure/AC generator interlock circuit is provided as follows: when
the engines are running and an engine failure occurs (N1 drops below 47% or when
both engine levers are in fly gate and either engine N1 decreases 5.5% less than the
other engine) the AC generator interlock circuits deenergize K1/AC by removing the
ground from the coil. When K1/AC deenergizes, the AC GEN caution display comes
on and the generator is disconnected from its loads. This interlock circuitry conserves
engine power in the event of an engine failure. The AC generator interlock circuit is
bypassed when the engine anti-icing system and snow protection kit is turned on.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
With INVERTERS No. 1 and No. 2 switches placed to ON, the 115 VAC output from the
No. 1 and No. 2 static inverters energize contactors K4/AC and K2/AC, respectively.
Through energized contacts of K4/AC and K2/AC, the No. 1 static inverter supplies
No. 1 AC primary and No. 1 26 VAC buses; and the No. 2 static inverter supplies No.
2 AC primary and No. 2 26 VAC buses. The heated windshields, EAPS, and snow
protection kit are not supplied by the inverters. Should No. 1 or No. 2 static inverter fail,
loss of inverter 115 VAC output deenergizes corresponding contactor K4/AC or K2/AC.
Power of 28 VDC from DC essential bus is applied through normally closed contacts of
deenergized K4/AC or K2/AC to display the associated 1 INV FAIL or 2 INV FAIL caution.
If the No. 1 static inverter fails, contactor K4/AC deenergizes. The 115 VAC output from
the No. 2 static inverter additionally supplies the No. 1 AC primary and No. 1 26 VAC buses
through normally closed contacts of contactor K4/AC. When the No. 2 static inverter fails,
K2/AC deenergizes, and normally closed contacts of contactor K2/AC route the 115
VAC output from the No. 1 static inverter to the No. 2 AC primary and No. 2 26 VAC
buses. In general, all inverter AC loads are supplied automatically by the functioning
inverter, if one fails; if both inverters fail, the AC generator is capable of supplying all
inverter AC loads, in addition to its separate loads.
The AC power system analysis is described in a sequence of operation as performed
by a pilot, including all switch actions and resulting caution indications. The conditions
for the discussion are, unless otherwise specified, that all circuit breakers are pushed
in, the INVERTERS No. 1 and No. 2 switches are ON, the GENS - AC switch is OFF,
engines running at 50% N1 or greater, and rotor turning at rated speed.
On helicopters prior to 760607, the No. 1 and No. 2 static inverters supply all AC
loads except windshield heating, EAPS, and snow protection kit, if installed. Power
for the No. 1 static inverter is supplied at pin D of connector P322 and originates
at the DC essential bus (on helicopters prior to 0303) No. 2 DC primary bus (on
helicopters 0303 and subsequent) through remote circuit breaker RCB3 DC. Power
for the No. 2 static inverter is supplied at pin D of connector P407 and originates
at the No. 2 DC primary bus (on helicopters prior to 0303) DC essential bus (on
helicopters 0303 and subsequent) through remote circuit breaker RCB6 DC. The
inverters are identical and pin F on each connector is the power ground. Pin H on
the inverter connectors is the on/off control provided by INVERTERS No. 1 and No.
2 switches on the pilot upper overhead switch panel. Placing either switch to OFF,
provides a ground at pin H of the associated inverter connector. Inverter output of
115 VAC 3-Ø is provided at pin B on the inverter connectors, with pin C as the output
power ground.
24-8
R0
 For Training Purposes Only S-76C+/C++

NO. 1 INV DIFFERENTIAL P306 NO. 2 PRI AC

A3 A2 RCB4
WARN CURRENT TRANSFORMERS NO. 2 AC
A2 E (5A)
BUS TIE
28 VDC WHEN A3 A1 φA
2 A1 TO WINDSHIELD D
PILOT OR HEAT AND B2 CR601 0.5 3 NO. 2
DC AMP COPILOT #1 ENG L AC
EAPS SYSTEMS φC 5/4 AMP
ESS OUT PRESS−TONE B3 B1 φB T4 A2 BUS
BUS AC GEN X1 X2 WHEN INSTALLED M
OFFCAPSULE C2 φB VOLTAGE 5/2 5A
WARN 4 A1
IS PRESSED N REGULATOR 1
CR2 / AC 28 VDC WHEN C3 C1 φC φA 5/1
2 NO. 1 ENGINE OUT WARNING NO. 2 ENGINE NO. 2 ENGINE XCL1 / AC 2
T5 T1 1 3 NO. 2
AMP CONTROL RELAY K11 / 2R N1 DROPS AC GENERATOR 28 VDC WHEN 13 20−60 MS CR116 T2
φA 5 26 VAC
BELOW 66% INTERLOCK NO. 1 ENGINE N 1 ECR EXCITER BUS
NO. 2 INV 12 P
RELAY K44 / 2R DROPS BELOW 66% φB FEEDER INVERSE 3 "OR" CONTROL
WARN FAULT NO. 1 PRI AC 2 4
R 6 1 SEC RELAY
GROUND WHEN ENGINE 11 T6 T2 φC SENSING NO. 1 AC RCB5
X1 X2 (ECR)
TO EAPS ANTI−ICING SYSTEM S 4 BUS TIE (5A)
2 FEEDER FAULT
AMP C2 SYSTEM WITH SNOW PROTECTION T
1 g
KIT IS TURNED ON R 0.5 3 NO. 1
C3 C3 C1 A1 X2 2 φA AMP
A2 T3 CR217 I A2 AC
C2 B2 X1 3 φB UP TO 2 P BUS
A3 OFF VOLTAGE 5A
C1 B1 ANTI− 4 A1
B3 φC SENSING VOLTAGE 3
AC GENERATOR OVER VOLT CYCLE
B3 A2 1 1 "OR"
CONTACTOR K1 / AC h S
A1 NO. 1 ENGINE AC GENERATOR 2 E 1 3 NO. 1
B2 A3 INTERLOCK RELAY K43 / 2R A3 CR328 T1
φA 26 VAC
TO T BUS
B1 X2 X1 A2 GEN BEARING OFF 3
EAPS φB OVER−
WARN K22 / 2R VOLTAGE GENERATOR 2 4
A3 X2 X1 SYS− A1 UNDER VOLT 1
φC UP TO
TEM SENSING READY
A2 FREQUENCY
A1 AC GEN "NOR"
A2 X2 SENSING GEN PWR
A1 BLOCKING X1 j 2 MON AC
NO. 1 AC PRIMARY A3 DIODE TEST PANEL FREQUENCY
X1 BUS CONTACTOR 1 5
CR15 / 2R "OR" 1
X2 C1 / AC K4 / AC φA 1 POWER 3 3 AMP
H UNDER− READY
B3 REFER TO AUDIBLE− R5 φB 3 2 "NAND"
J VOLTAGE NO. 1 UNDER− 4 INV 1 PWR
VISUAL WARNING 680Ω φC SENSING 2
NO. 1 NO. 2 FREQUENCY MON AC
NO. 2 AC PRIMARY SYSTEM, 31−52−00. K
INV INV B1 ON LINE 375 5 Hz
BUS CONTACTOR BLOCKING B2 OFF LINE 355 10 Hz 1
K2 / AC 0.5 0.5 DIODE 6 1 SEC AMP
AMP AMP CR16 / 2R
X2 X1
X
INV 2 PWR
CR327 1 MON AC
1
REFER NO. 2 UNDER− CR105
XCL2 / DC 28 VDC WHEN PILOT OR FREQUENCY 3 INHIBIT 3 1
TO DC NO. 2 ENGINE OUT WARNING U
COPILOT #2 ENG OUT RUNDOWN OFF "NAND" AMP
POWER RCB3 DC RCB6 DC CONTROL RELAY K13 / 2R 2 2
PRESS−TONE OFF V LINE 305 5 Hz
SYSTEM, (35A) (35A) IIDS DISPLAY
5A 3 5A 3 CAPSULE IS PRESSED
24−31−00 UNITS
15 VDC GENERATOR
4 4 A INDICATOR
PMG 15 VDC /
PMG "AND"
B RECTIFIER 26 VDC
T601 REGULATOR 26 VDC
A1 A1 30 VDC
NO. 2 AC GEN C
DC PRI WARN A2 A2
G
BUS CR1 / AC
P700 3 2 1 6 D C B A P702 P700 5 8 7 9 11 10 4 PMG
2 RECTIFIER
AMP POWER
DRIVEN EXCITER
φB φA THRUST POWER TO OPERATE
DC END SENSING CIRCUITS
END BEARING
ESS P606 16 55 6 P604 16 P601 11 13 21 P609 21 13
BEARING FAILURE e
BUS
FAILURE SWITCH J6 J4 J1 J9
SWITCH f

BEARING−CAUTION

NO. 2 INVERTER−

NO. 1 INVERTER−

CHASSIS GROUND

CHASSIS GROUND
NO. 2 INVERTER

NO. 1 INVERTER
AC GENERATOR−

AC GENERATOR
Y

FAIL−CAUTION

FAIL−CAUTION
REFER P322 C F D H B P407 C F D H B I J234 J232

AC GENERATOR
TO DC EXCITER PMG STATOR c
P234 J K V U T S R P232 J K
POWER
DC RTN

DC RTN
ON / OFF (GND=OFF)

ON / OFF (GND=OFF)
28 VDC IN

28 VDC IN

SYNC
115 VAC OUT

115 VAC OUT

AC RTN

AC RTN

VOLTAGE
FIELD
SYSTEM, CL3 / DC a DATA BUSES

CAUTION

115 VAC

115 VAC
φC
24−31−00
Z
2 5 5 2 1
FEEDER FAULT TEST 3
CURRENT "NAND"
1 3 4 6 4 61 3 TRANSFORMERS ROTATING PERMANENT d 2
TEST ON DC FIELD RECTIFIER MAGNET INTEGRATED INSTRUMENT DISPLAY SYSTEM
OFF
EFFECTIVITY T REMOTE DATA ACQUISITION UNIT (IIDS RDAU)

OFF

OFF
ON

ON
INVERTER GENERATORS INVERTER
NO. 2 S−34 AC SWITCH S−6 NO. 1 S−34A ROTOR ROTOR
ON HELICOPTERS PRIOR TO 0303
AND 0511 TO 0606. AC GENERATOR AC GENERATOR GENERATOR CONTROL UNIT
NO. 1 INVERTER NO. 2 INVERTER PILOT UPPER OVERHEAD SWITCH PANEL

S-76C+C++_AMM_24-22-00_CC24004_1_CC24004_2_CC24004_3_R

Figure 11
AC Power System (Dual Inverter System)

R0
 AC POWER SYSTEM (24-22-00) (CONTINUED)
Operation (Continued)
When both inverters are operating, the 115 VAC output of the No. 1 static inverter
energizes No. 1 AC primary bus contactor K4/AC. This output Voltage supplies No. 1
AC primary bus through K4/AC contacts Al and A2, and through remote circuit breaker
RCB5. The 115 VAC output from the No. 1 static inverter also supplies power to the
No. 1 26 VAC bus through remote circuit breaker RCB5 and stepdown transformer T1.
In a similar process, the 115 VAC output from the No. 2 static inverter supplies power
to No. 2 AC primary bus and No. 2 26 VAC bus. The output at pin B of connector P407
energizes No. 2 AC primary bus contactor K2/AC and supplies the No. 2 AC primary
bus through K2/AC contacts A1 and A2, and through remote circuit breaker RCB4.
The 115 VAC output, routed through RCB4 is applied to transformer T2, which steps
down the Voltage to provide power to No. 2 26 VAC bus.
On helicopters 760607 and subsequent, the No. 1 and No. 2 static inverters supply
all AC loads except windshield heating, EAPS, and snow protection kit, if installed.
Power for the No. 1 static inverter is supplied from the output of connector P3322
and originates at the No. 2 DC primary bus through circuit breakers CB4/DC and
CB83A. Power for the No. 2 static inverter is supplied from the output of connector
P3407 and originates at the DC essential bus through circuit breaker CB84A. The
static inverters are identical and pin D of each connector is the power ground. Pin
F on the static inverter connectors is the on/off control provided by INVERTERS
No. 1 and No. 2 switches on the pilot upper overhead switch panel. When either
INVERTERS No. 1 or No. 2 switch is placed to OFF, they provide a ground at pin
F of the associated static inverter connector. Inverter output of 115 VAC 3-Ø is
provided at pin B on the static inverter connectors, with pin C as the output power
ground. When both static inverters are operating, the 115 VAC output of the No. 1
static inverter energizes No. 1 AC primary bus contactor K4/AC. This output Voltage
supplies No. 1 AC primary bus through K4/AC contacts D1 and D2, and through
circuit breaker CB67A. The No. 1 static inverter also supplies 26 VAC power to the
No. 1 26 VAC bus through terminals C1 and C2 of contactor K4/AC and circuit breaker
CB87A. In a similar process, the 115 VAC output from the No. 2 static inverter supplies
power to No. 2 AC primary bus. The No. 2 static inverter also supplies 26 VAC to No.
2 26 VAC bus. The output connector P3407 energizes No.2 AC primary bus connector
K2/AC and supplies the No.2 AC primary bus through K2/AC contacts K1 and D2 and
circuit breaker CB88A. The No. 2 static inverter also supplies26 VAC power to the No.
2 26 VAC bus through terminals C1 and C2 of contactor K2/AC and circuit breaker
CB82A.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
On helicopters prior to 760607, if No. 1 static inverter fails, contactor K4/AC denergizes.
The 115 VAC output from No. 2 static inverter is then supplied through jumpered contacts
A2 of K2/AC and A3 of K4/AC, through normally closed K4/AC contacts A3 and A2, to
remote circuit breaker RCB5. From RCB5, the 115 VAC output of No. 2 static inverter
supplies power to No. 1 AC primary bus and, through T1, to No. 1 26 VAC bus. The
1 INV FAIL caution display comes on from 28 VDC power, supplied by the DC essential bus,
through the No. 1 INV WARN circuit breaker, and normally closed contacts C3 and C2 of
deenergized contactor K4/AC. If No. 2 static inverter fails, contactor K2/AC deenergizes
and the 115 VAC output from No. 1 static inverter supplies power to No. 2 AC primary bus
and, through T2, to No. 2 26 VAC bus. This is accomplished through jumpered contacts
A2 of K4/AC and A3 of K2/AC, and normally closed K2/AC contacts A3 and A2. The
No. 2 INV FAIL caution display goes on from 28 VDC power, supplied by the DC
essential bus, through the No. 2 INV WARN circuit breaker and normally closed
contacts C3 and C2 of deenergized contactor K2/AC.
On helicopters 760607 and subsequent, if the No. 1 static inverter fails, contactor
K4/AC will deenergize. The 115 VAC output from No. 2 static inverter is supplied
through contacts D2 of K2/AC, circuit breaker CB511 and D3 of K4/AC. The 115 VAC
is then routed through normally closed contacts D2 and D3 of K4/AC and CB87A
to No.1 AC primary bus. The No. 2 static inverter also supplies 26 VAC thorugh
contact C2 K2/AC, circuit breaker CB512, and contact C3 K4/AC. The 26 VAC is
routed through contacts C3 and C2 K4/AC and circuit breaker CB81A to No. 1 26
VAC bus. If the No. 2 static inverter fails, contactor K2/AC will deenergize. The
115 VAC output from No. 1 static inverter is supplied through contacts D2 of K4/AC,
circuit breaker CB509 and D3 of K2/AC. The 115 VAC is then routed through normally
closed contacts D2 and D3 of K2/AC and CB88A to No. 2 AC primary bus. The No. 1
static inverter also supplies 26 VAC through contact C2 K4/AC, circuit breaker CB510,
and contact C3 K2/AC. The 26 VAC is routed through contacts C3 and C2 K2/AC and
circuit breaker CB82A to No. 2 26 VAC bus.
With the GENS - AC switch OFF, the AC GEN caution display is ON. DC power to
light the display is supplied from the generator control unit (GCU) generator indicator
“AND” gate and the test “NAND” gate. The generator indicator “AND” gate receives
inputs from the 15 VDC/26 VDC regulator and the generator ready “NOR” gate. 26
VDC is supplied from the 15 VDC/26 VDC regulator to pin 2 of the generator indicator
“AND” gate. This 26 VDC is represented by a logic “1”. At this time, the output of the
generator ready “NOR” gate is a logic “0”. The logic “0” is supplied to pin 1 of the
generator indicator “AND” gate.
24-9
R0
 For Training Purposes Only
AC POWER SYSTEM (24-22-00) (CONTINUED)
Operation (Continued)
The resulting logic “1” output of the generator indicator “AND” gate is supplied through
pin F of connector P306 to pin 55 of connector J6 on the IIDS Remote Display
Acquisition Unit (RDAU). The test “NAND” gate receives inputs from the GENS - AC
switch and the AC GEN WARN circuit breaker. With the GENS - AC switch OFF, a
logic “0” is supplied from pin T of connector P234 through pin d of connector P306 to
pin 2 of the test “NAND” gate. 28 VDC from the AC GEN WARN circuit breakers is
supplied through blocking diodes CR1 and CR2 and through pin Y of connector P306
to pin 1 of the test “NAND” gate. The resulting logic “1” output of the test “NAND” gate
is supplied through pin Z of connector P306 and through normally closed contacts 13
and 12 of AC generator contactor K1/AC to pin 55 of connector J6 on the IIDS Remote
Display Acquisition Unit (RDAU).
When the GENS - AC switch is placed ON, the generator’s exciter field is connected
to the Voltage regulator stage of the GCU. The under-voltage and under-frequency
sensing circuits are inhibited until the generator output Voltage and generator frequency
are acceptable. When the generator output Voltage and frequency are acceptable, the
AC generator contactor K1/AC is energized, connecting the generator to its loads;
and the AC GEN caution display goes off. With the rotor turning at rated speed, the
AC generator is driven at l2,000 RPM by the transmission section. The 3-Ø output of
the Permanent Magnet Generator (PMG), at pins 9, 10, and 11 of connector P700 is
applied to pins A, B, and C, respectively, of connector P306 of the GCU. The output of
the PMG stator measured between pins A and B, B and C, and C and A is nominally
57.761 VAC line-to-line. The PMG stator output is applied to a 3-Ø full wave rectifier
power exciter, whose unregulated output is used for generator exciter field excitation
when the generator exciter field is connected to the GCU generator Voltage regulator
stage by exciter control relay (ECR). The PMG stator output is also applied to the
primary of stepdown transformer T601. One output of the secondary of T601 supplies
a 3-Ø full wave rectifier whose output is 30 VDC unregulated, and is used to produce
a regulated 26 VDC and 15 VDC output. One winding of T601 secondary is used to
provide PMG frequency to the frequency and under-frequency sensing circuits.
Voltage sensing inputs to GCU pins H, J, and K of connector P306 are taken at the
taps between AC generator contactor K1/AC and the feeder fault transformers and are
routed to the GCU through their respective current transformers. Ø A sensing input
is through current transformer terminal T4 and T1, to pin H of connector P306. Ø B
sensing input is through current transformer terminals T5 and T2, to pin J of connector
P306.
S-76C+/C++
Ø C sensing input is through current transformer terminals T6 and T3 to pin K of
connector P306. The Voltage sensing inputs are used by the generator Voltage
regulator,n over-voltage and under-voltage sensing, and up to Voltage sensing circuits
of the GCU.
Feeder fault current transformers in the generator are used for each Ø and are
routed from pins 1, 2, and 3, of connector P700 to pins P, R, and S (Øs A, B, and C
respectively) of connector P306 on the GCU. Ground for these transformers is through
pin 6 of connector P700 to pin X of connector P306. These current transformers are
necessary to complete the feeder fault sensing circuit that is part of the differential
current transformer unit preceding AC generator contactor K1/AC . Ground for these
differential current transformers is in the GCU through pins L, M, and N of connector
P306. With the generator driven at rated speed and the GENS - AC switch OFF, 26
VDC is present at pin U of connector P234 taken from the 15 VDC/26 VDC regulator
in the GCU. The generator output at this time is essentially 0 VAC. Connection of the
generator exciter field to the generator Voltage regulator is the first step of the turn-on
logic. The exciter field of the generator at this time is not supplied with current from the
GCU Voltage regulator. Pins 7 and 8 of connector P700 of the generator exciter field
are shorted by ECR relay contacts 5/2 and 5/4. The short circuit is present whenever
the generator does not supply its loads. The action of the inductive spike suppressor,
diode CR601, protects the Voltage regulator output stage. Without the shorted ECR
relay contacts, a residual magnetism regenerative effect could produce about 40 VAC
output after the generator is disabled and disconnected from its loads. Therefore, the
short is applied by contacts 5/2 and 5/4, which prevents any such regenerative action.
Placing the GENS - AC switch to ON will result in connecting the generator’s exciter
field to the Voltage regulator.
This will cause regulator controlled exciter field current to flow, increasing the generator
output from essentially 0 VAC to a regulated 3-Ø 200/115 VAC output. If the generator
output is considered to be 0 VAC at the instant the GENS - AC switch contacts
close, 0 VAC would be a frequency of 0 Hz. Since 0 VAC, and 0 Hz are respectively
under-voltage and under-frequency, it is necessary to inhibit both the under-voltage
and under-frequency protective circuits while the GCU Voltage regulator increases
generator output to an acceptable value. Since the generator output will start from 0
VAC the over-voltage circuit does not require any inhibiting action. The feeder fault
circuit must be operational from the time the GENS - AC switch is placed to ON,
because a grounded feeder can cause burnout of the generator output windings at
low Voltage values.
R0
A regulated 26 VDC is present at pin U of connector P234, and goes to the center
contact of the GENS - AC switch. The circuit originates at the 15 VDC/26 VDC
regulator in the GCU, through pin c of connector P306, to pin U of connector P234 of
the GENS - AC switch. The AC GEN caution display is on, through the operation of the
generator indicator “AND” gate and the test “NAND” gate as described in paragraph
(7). Placing the GENS - AC switch ON supplies regulated 26 VDC to the GCU at pin
a of connector P306, supplying power through the set input of the anti-cycle circuit to
the coil of ECR relay. The under-voltage and under-frequency circuits are inhibited
by the inhibit “NAND” gate. The 15 VDC/26 VDC regulator supplies 26 VDC, which
represents a logic “1”, to pin 2 of the inhibit “NAND” gate. The input to pin 1 of the
inhibit ”NAND” gate is supplied from the output of the generator ready “NOR” gate,
which at this time is a logic “0”. The resulting logic “1” output from the inhibit “NAND”
is supplied through CR327 to the under-voltage sensing circuit, and through CRI05 to
the No. 2 under-frequency sensing circuit. The inhibit circuits prevent under-voltage
and No. 2 under-frequency trips which would occur before generator buildup. With a
regulated 26 VDC applied to the coil of the ECR and GCR relay, a logic “0” is needed
from the output of the ECR “OR” gate to energize the relay.
This logic “0” for the ECR “OR” gate is present because of a logic “0” from these sensing
circuits:over-voltage, under-voltage, feeder fault, and No. 2 under-frequency. With a
logic “0” at pins 1, 2, 3, and 4 at the input to the ECR “OR” gate, a logic “0” is present
at pin and 5, and the ECR relay energizes. Contacts 5/2 and 5/4 of the ECR relay
open, removing the short from the exciter field. Contacts 5/1 and 5/2 close, connecting
the output of the PMG rectifier power exciter to the exciter field and to the Voltage
regulator. This circuit is from the PMG rectifier power exciter section, through contacts
5/1 and 5/2 of the energized ECR relay, through pin D of connector P306, through
pin 7 of connector P700, through the exciter field winding, out pin 8 of connector P700
to pin E of connector P306 to the Voltage regulator.
The next step of turn-on logic is generator output buildup and connection to the
helicopter bus system. Generator 3-Ø output Voltage is applied to the Voltage regulator,
under and over-voltage sensing, and up to Voltage sensing circuits of the GCU from
A1, B1, and C1 leads of K1/AC contacts and applied to the GCU at pins H, J, and K
of connector P306.
The Voltage regulator establishes and maintains the exciter field current required to
produce a generator output of 3-Ø 200/115 VAC. A logic “1” is also needed at the out-
put of the generator ready “NOR” gate, pin 5. Pin 1 has a logic “1” applied from the
output of the anti-cycle circuit.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
The anti-cycle trip/set has been “set” by the regulated 26 VDC, through pin c of
connector P306 through pin U of connector P234, through closed contacts of the
GENS - AC switch, through pin V of connector P234, and through pin a of connector
P306 to the “set” side of anti-cycle. Since pin 1 has an inverted input, the generator
ready “NOR” gate sees this logic “1” as a logic “0”. Pin 2 has a logic “0” if no faults
are present at the ECR “OR” gate. Pin 3 has a logic “0” when the generator is up to
Voltage and up to frequency. These circuits operate as follows: up to Voltage is sensed
from the same input to the GCU pins H, J, and K. A logic “0” is present at pin 2 of the
Voltage “OR” gate until the generator output Voltage is 103 ± 3 VAC. Since the inhibit
“NAND” gate is supplying a logic “1” to the inhibit circuit of the under-voltage sensing
circuit, a logic “0” is present at pin 1 of the Voltage “OR” gate. The resulting output of
the Voltage “OR” gate circuit is a logic “0” and is supplied to pin 1 of the power ready
“NAND” gate. Up to frequency is sensed from the output of the PMG T601 section.
Since the generator is coming up to frequency, the output from the up to frequency
sensing circuit is a logic “0” which is applied to pin 1 of the frequency “OR” gate. The
No. 1 under-frequency circuit is not inhibited and is producing a logic “1” at the output.
However, the output of the time delay circuit remains a logic “0”, preventing the logic
“1” from reaching pin 4 of the generator ready “NOR” gate for 6 ± 1 seconds. So a
logic “1” is present at pin 2 of the frequency “OR” gate and a logic “1” is present at
the input to the 6 ± 1 second time delay. The output of the frequency “OR” gate pin 3
is a logic “1”. This is applied to pin 2 of the power ready “NAND” gate, giving a logic
“1” at the output of pin 3. This output is applied to pin 3 of the generator ready “NOR”
gate. Pin 4 of the generator ready “NOR” gate has a logic”0” during initial generator
frequency buildup.
If the frequency does not reach 375 ± 5 Hz within 6 ± 1 seconds, the output of the
time delay circuit becomes a logic “1” and the generator ready. “NOR” gate will not
produce a logic “1” output at pin 5. All of the generator ready “NOR” gate inputs are a
logic “0” except pin 3, which has a logic “1” until the generator reaches 103 ± 3 VAC
and 375 ± 5 Hz. Once these levels are reached, the output from the Voltage “OR”
and frequency “OR” gates is a logic “1” applied to pins 1 and 2 of the power ready
“NAND” gate. This causes pin 3 of the power ready “NAND” to be a logic “0” and
be applied to pin 3 of the generator ready “NOR” gate. This logic “0”, along with the
logic “0” on the other pins of the generator ready “NOR” gate causes the output at
pin 5 to be a logic “1”. This logic “1” is supplied to pin 1 of the inhibit “NAND” gate, to
pin 1 of the generator indicator “AND” gate, and to the coil of AC generator contactor
K1/AC. The output at pin 3 of the inhibit “NAND” gate becomes a logic “0” which
enables the under-voltage and under-frequency sensing circuits. The output at pin 3
of the generator indicator “AND” gate becomes a logic “0” which causes the AC GEN
24-10
R0
 For Training Purposes Only
AC POWER SYSTEM (24-22-00) (CONTINUED)
Operation (Continued)
caution display to go off. The logic “1” for the coil of K1/AC is supplied from pin 5 of
the generator ready “NOR” gate, through pin e of connector P306, through pin S of
connector P234, through the ON position of the GENS - AC switch, and through pin R
of connector P234 to the coil of K1/AC. The AC generator contactor K1/AC is energized
connecting the generator to its loads, and causes the AC GEN caution display to go off.
The ground for the coil of K1/AC is provided through deenergized contacts A2 and A3 of
No. 1 and No. 2 engine AC generator interlock relays K43/2R and K44/2R.
Should either engine fall below 48% N1, the associated interlock relay energizes
and removes the ground from K1/AC, thereby disconnecting the AC generator. On
helicopters with engine anti-icing system and snow protection kit, interlock relays
K43/2R and K44/2R can be bypassed. When the ENG ANTI-ICE No. 1 or No. 2
switch is placed to ON, a ground is supplied to the coil of K1/AC causing it to remain
energized. When the AC generator contactor K1/AC is energized, the generator is
connected to its loads, and the AC GEN caution display goes off.
When both inverters are off, 115 VAC Ø-B from the AC generator supplies No. 1 and
No. 2 AC primary buses. This Voltage is also supplied to stepdown transformers T1
and T2, to power the No. 1 and No. 2 26 VAC buses. The circuit to power No. 1 AC
primary and No. 1 26 VAC buses originates at contact B1 of AC generator contactor
K1/AC, through to contact B2, then routed to contact B2 of deenergized No. 1 AC
primary bus contactor K4/AC. The circuit continues through K4/AC normally closed
contacts B2 and B3, through normally closed contacts B2 and B3 of deenergized
K2/AC, and then jumpered to contact A3. From this point, the 115 VAC is applied to
remote circuit breaker RCB5 and is distributed to No. 1 AC primary bus and to terminal
1 of stepdown transformer T1. Electrical power of 26 VAC is output at terminal 3 of T1
to supply No. 1 26 VAC bus. The circuit to power No. 2 AC primary and No. 2 26 VAC
buses taps the AC generator 115 VAC Ø-B at contact A3 of deenergized K4/AC.
The circuit continues through K4/AC normally closed contacts A3 and A2 through
remote circuit breaker RCB4, to No. 2 AC primary bus and to terminal 1 of stepdown
transformer T2. Electrical power of 26 VAC is output at terminal 3 of T2 to supply No.
2 26 VAC bus. A ground connection is provided at pin 3 on remote circuit breakers
RCB5 and RCB4, through 0.5 Amp circuit breakers, No. 1 and No. 2 AC BUS TIE,
respectively. In the event of an overload condition, the remote circuit breaker opens
and causes a current surge to ground from terminal 3 which pops open the associated
0.5 Amp circuit breaker. To reset the remote circuit breaker, push in the appropriate
0.5 Amp circuit breaker.
S-76C+/C++
When the generator is on, and either static inverter is on, open contacts B2 and B3
on either energized AC primary bus contactor K4/AC or K2/AC remove the generator
115 VAC Ø-B from the circuit. Electrical power of 115 VAC 3-Ø is connected through
energized AC generator contactor K1/AC, through current limiter CL1/AC to the
windshield heat system. When the windshield heat system is activated, 115 VAC 3-Ø
power is routed to the windshield heat system. The windshield heater and EAPS, if
installed, are only supplied when the AC generator is turned on, and are not supplied
by Voltage from the inverters.
When the generator supplies its loads and the Voltage on any or all Øs decreases to
10,3 ± 3 VAC and remains at that value for 6 ± 1 seconds, the ECR relay is
automatically deenergized, disconnecting the GCU Voltage regulator from the
generator exciter field, effectively reducing generator output to 0 VAC. Also, the
output at pin 5 of the generator ready “NOR” gate becomes a logic “0” causing
the AC generator contactor K1/AC to deenergize, disconnecting the generator
from its loads. When the generator is not supplying its loads, the AC GEN
caution display comes on. If either or both of the inverter switches were on when
K1/AC was deenergized, 115 VAC from the inverters would provide Voltage for the AC
loads, except for the windshield heater and EAPS, if installed.
These faults cause the ECR relay to deenergize and/or the output at pin 5 of the gen-
erator ready “NOR” gate to become a logic “0”:
–– If a feeder fault develops in any of the generator feed lines, the ECR relay
deenergizes immediately and the output at pin 5 of the generator ready “NOR” gate
immediately becomes a logic “0”, thereby disabling and removing the generator
from its loads.
–– If an over-voltage occurs at a value of 123.5 ± 1.5 VAC and remains for at least
20-60 milliseconds, the ECR relay deenergizes and the output at pin 5 of the
generator ready “NOR” gate becomes a logic “0”, disabling and removing the
generator from its loads. The over-voltage time delay is inverse in action in that
the higher the over-voltage the less the time delay.
–– If an under-voltage occurs at 103 ± 3 VAC and remains for 6 ± 1 seconds, the
ECR relay deenergizes and the output at pin 5 of the generator ready “NOR” gate
becomes a logic “0”, disabling and removing the generator from its loads.
R0
–– Two under-frequency sensing circuits are used in the system: The No. 1
under-frequency and the No. 2 under-frequency rundown circuits. In the
No. 1 under-frequency, circuit, if an under-frequency of 355 ± 10 Hz occurs
and is present for 6 ± 1 seconds, only the output at pin 5 of the generator
ready “NOR” gate becomes a logic “0”, removing the generator from its
loads. When the frequency is again up to 375 ± 5 Hz, the output at pin 5 of
the generator ready “NOR” gate automatically becomes a logic “1” within
0.5 seconds. The No. 2 under-frequency circuit operates at 305 ± 5 Hz with a 0.1
second time delay. This disables and removes the generator from its loads. In all
cases, except No. 1 under-frequency fault, the GENS - AC switch must be turned
to OFF then back to ON before the ECR relay energizes and the output at pin 5
of the generator ready “NOR” gate becomes a logic “1” after a fault has occurred.
–– The anti-cycle circuit prevents the ECR relay from energizing and the output at
pin 5 of the generator ready “NOR”gate from becoming a logic “1” until the GENS -
AC switch is cycled from ON to OFF and back to ON. If the fault has cleared, then
the generator will be reapplied to the loads.
Overvoltage Transition from 115 to 123 +/- .1 VAC = trip time about 2 seconds.
Protection Transition from 115 to 135 +/- .1 VAC = trip time delay 140-230
milliseconds.
Transition from 115 to 165 +/- .1 VAC = trip time delay 140-165
milliseconds.
Undervoltage Trip at 103 +/- 3 VAC in 6 +/- 1 second.
Pickup 108 +/- 3 VAC.
Voltage
Feeder Fault 60 Amps +/- 8 Amps on any phase.
Under 355 +/- 10 Hz for 6 +/- 1 second. Disconnects the generator from
Frequency 1 the busses, does not disable the generator.
Under 305 +/- 5 Hz, 0.1 Second Disconnects the generator from the
Frequency 2 busses and opens the generator exciter voltage circuit.
Frequency 375 +/- 5 Hz in 0.5 Seconds.
Required to
Reconnect the
Generator to
the Busses:
The following logic circuitry deenergizes the AC generator contactor K1/AC, discon-
necting the disabled generator from its loads, and causing the AC GEN caution display
to go on:
–– If the output of any Ø of the generator drops to 103 ± 3 VAC, the under-voltage
sensing circuit output is a logic “1” and is applied to the 6 ± 1 second time delay.
After 6 ± 1 seconds delay, this logic “1” is applied to pin 3 of the ECR “OR” gate
causing pin 5, to go to a logic “1”. This causes the ECR relay to deenergize,
removing the exciter field from the Voltage regulator. The generator output then
drops to 0 VAC. Pin 5 of the ECR “OR” gate is also connected to pin 2 of the
generator ready “NOR” gate. With a logic “1” on pin 2 of the generator ready
“NOR” gate, the output at pin 5 is a logic “0”, causing K1/AC relay to deenergize,
removing the generator from its loads. The logic “0” from pin 5 of the generator
ready “NOR” gate is also supplied to pin 1 of the generator indicator “AND” gate.
The resulting output at pin 3 is a logic “1” which causes the AC GEN caution
display to come on. From pin 5 of the ECR “OR” gate a logic “1” is present at the
trip side of the anti-cycle circuit .This anti-cycle circuit prevents the ECR relay and
generator ready “NOR” gate from placing the generator on the line until the GENS
- AC switch is cycled OFF/ON, after a fault other than a No. 1 under-frequency.
When the GENS - AC switch is turned OFF, power is removed from the set side,
allowing the trip side to reset. With a logic “1” input to the trip side, the output
from the anti-cycle circuit is a logic “0”. This is applied to the ECR relay, keeping
it deenergized, and to pin 1 of the generator ready “NOR” gate. The output of the
generator ready “NOR” gate at pin 5 is a logic “0” making sure the generator is not
connected to its loads.
–– Should an over-voltage fault occur, the output of the over-voltage sensing circuit
becomes a logic “1” which is applied to the 20-60 millisecond, inverse, time delay.
After the time delay, logic “1” is applied to pin 2 of the ECR “OR” gate, causing the
same sequence of events as in the under-voltage fault condition.
–– Should a feeder fault occur, the output of the feeder fault sensing circuit becomes
a logic “1” and is applied directly to pin 1 of the ECR “OR” gate. There is no time
delay in the feeder fault sensing circuit. The logic “1” at pin 1 of the ECR “OR” gate
causes the same sequence of events as in the under-voltage fault condition.

24-11
00 04 24 06 06
07 08
07090810 09
11 12
10 20
112112
25 20
26 27 282529 26
30 32
27 35
283629
38 30
49 51
32523553 36
54 55
38 56
495751
60 52
61 62
53 635464 55
65 66
56 67
57 R0
 For Training Purposes Only
AC POWER SYSTEM (24-22-00) (CONTINUED)
Operation (Continued)
–– Both No. 1 under-frequency and No. 2 under-frequency rundown sensing circuits
use the output frequency of a secondary of T601 permanent magnet generator
(PMG) power transformer. Two under-frequency protective circuits are used. The
first under-frequency circuit disconnects the generator from its loads and causes
AC GEN caution display to come on; it does not disable the generator and it
reconnects the generator to its loads and causes the AC GEN caution display to
go off, should the frequency return to its normal range. Normal frequency from the
PMG is an output frequency of 400 Hz. Generator disconnect frequency is 3,55 ± 10
Hz from the PMG. The second under-frequency circuit automatically disconnects
the generator from its load and disables the generator, resulting in no AC output.
The second circuit is provided in case the GENS - AC switch is left ON when the
rotor head is rundown to stop, and operates when the PMG frequency decreases to
3,05 ± 5 Hz. The frequency of the PMG stator output pins 9, 10, and 11 of connector
P700 is 400 Hz when the generator is driven at 12,000 RPM. The secondary of
PMG T601 is used for frequency sensing and is supplied to the No. 1 and No. 2
under-frequency sensing circuits and to the up to frequency sensing circuit.
–– Should the generator frequency drop to 305 ± 5 Hz, the output of the No. 2 under-
frequency sensing circuit is a logic “1” and is applied directly to pin 4 of the ECR
“OR” gate. There is a 0.1 second time delay in the No. 2 under-frequency sensing.
The logic “1” at pin 4 causes the same sequence of events as in the under-voltage
fault condition.
–– If the generator frequency drops to 355 ± 10 Hz, the output of the No. 1 under-
frequency sensing circuit is a logic “1” and is applied to the 6 ± 1 second time delay.After
6 ± 1 second delay, a logic “1” is applied to pin 4 of the generator ready “NOR” gate,
causing pin 5 to become a logic “0” removing the generator from its loads and causing
the AC GEN caution display to come on. The logic “0” remains at pin 5 of the generator
ready “NOR” gate until the frequency returns to 375 ± 5 Hz, at which time the output
of the No. 1 under-frequency sensing becomes a logic “0” automatically within
0.5 seconds without having to cycle the GENS - AC switch ON/OFF/ON.
–– If either engine falls below 47% N1, the associated engine AC generator interlock
relay K43/2R or K44/2R becomes energized. Opens the contacts A2 and A3
which interrupts the ground path for K1/AC coil. On helicopters with engine anti-
icing system and snow protection kit, interlock relays K43/2R and K44/2R can
be bypassed. When the ENG ANTI-ICE No. 1 or No. 2 switch is placed to ON, a
ground is supplied to the coil of K1/AC causing it to remain energized.
S-76C+/C++
When the GENS - AC switch is held at TEST, circuit operation is identical to that
described for the ON position of the generator switch except contactor K1/AC is
not energized and the generator is not connected to its loads. A logic “1” at pin S of
connector P306 is available when generator Voltage and frequency are correct and no
faults exist. This logic “1” is supplied to the test “NAND” in the GCU panel in the circuit
originating at pin e of connector P306, through pins S and R of connector P234 (GENS
- AC switch at TEST) and through pin d of connector P306 to pin 2 of the test “NAND”
gate. The resulting logic “0” at pin 3 of the test “NAND” gate is supplied through pin
Z of connector P306, through normally closed contacts 13 and 12 of K1/AC to the
AC GEN caution display. This logic “0” causes the AC GEN caution display to go off,
providing acceptable generator output without connecting the generator to its loads.
The following fault circuits can be tested by the use of the AC GEN switches mounted
on the TEST PANEL on the instrument panel:
–– Under-voltage
–– Over-voltage
–– Feeder fault
With the generator operating properly and connected to the loads, placing the AC
GEN switch to UNDER Volt connects the logic “1” from pin e of P306, through the test
switch to pin j of P306, directly to the under-voltage sensing circuit, causing the under-
voltage sensing circuit to react as if an actual under-voltage fault has occurred. The
circuit action is identical to the under-voltage fault described previously. Placing the
AC GEN switch to OVER Volt connects the logic “1” from pin e of P306, through the
test switch to pin h of P306, through diode CR328 to the over-voltage sensing circuit,
causing the over-voltage sensing circuit to react as if an actual over-voltage fault has
occurred. The circuit action is identical to the over-voltage fault described previously.
Placing the AC GEN switch to FEEDER FAULT connects the logic “1” from pin e of
P306, through the test switch to pin g of P306, through diode CR217, to the feeder
fault sensing circuit, causing the feeder fault sensing circuit to react as if a feeder fault
had occurred. The circuit action is identical to the feeder fault described previously.
Auxiliary bearings are fitted to the main bearings on the driven end and thrust end of the
generator. Failure of a main bearing places an auxiliary bearing into position to support
the generator rotor shaft. A bearing failure detector switch is fitted on each auxiliary
bearing. Main bearing failure will actuate the respective failure switch. Closing of either
or both switches applies a ground, energizing the AC generator bearing warning relay
K22, bringing on the AC GEN BRNG caution display. The resistor R5/2R is across X1
and X2 of relay K22/2R is to eliminate false AC generator bearing warning.
R0


NOTES:

NOTES:

24-12
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

INTEGRATED INSTRUMENT DISPLAY SYSTEM P700 J2 J2 P700 P706 J706 P314 J314 P306
REMOTE DATA ACQUISITION UNIT (IIDS RDAU) SGP700-1
5 6 LL h X
P P P p P P
4 HH W

NO. 2 INVERTER FAIL-CAUTION

NO. 1 INVERTER FAIL-CAUTION

7 JJ (BLUE) (BLUE) i (BLUE) D

AC GENERATOR BEARING-
AC GENERATOR VOLTAGE

AC GENERATOR-CAUTION
8 KK (WHITE) (WHITE) j (WHITE) E

NO. 1 INVERTER-115 VAC

NO. 2 INVERTER-115 VAC

T T T T T

CHASSIS GROUND

CHASSIS GROUND
AC GEN WARN 9 DD (BLUE) (BLUE) k (BLUE) A P306
P116 J116 P314 J314
2 Y 38
NO. 2 K q 1 TO PART 7 10 EE (WHITE) (WHITE) m (WHITE) B
AMP

CAUTION
DC PRI
BB4-1
BUS 2 TO PART 8 11 FF (ORANGE) (ORANGE) n (ORANGE) C TO PART 1 16
1 MM g
SG160-5
UPPER CIRCUIT BREAKER PANEL 2 NN f
GND306-2 T f 39
J9 J1 J6 J4
3 PP e
P609 21 13 P601 13 21 11 P606 6 55 16 P604 16 P706 GG
NO. 1 INV WARN GND306-1 G Z
P118 J118 P314 J314 J706
J1 P702
2 F r 3 TO PART 5 J313
AMP A 30 35 TO PART 7 U
P313 I TO
AC GEN WARN B 31 36 V L
PART SG160-1
14 32 37

GG2255R-5
C

GG2255L-5
TO 5 P
2 K s 4 TO PART 7 P314 J314
DC PART

GD500
AMP D GND702-1 e H
ESS TO
BUS NO. 2 INV WARN
AA 15 5
PART d
BB 16 TO PART 4 7
M
2 n 5 SG160-2
AMP 17 TO AC GENERATOR, c R
PART 10 KVA P316 J316 a J
LOWER CIRCUIT BREAKER PANEL 18 5
L 33
P3302R J3302R 19 TO PART 7
j N
AFCS IND 2 28 VDC WHEN NO. 2 SG160-3
29 h S TO
NO. 2 ENGINE N 1 DECREASES PART
115 VAC 1 25 6 BELOW 66%. REFER TO 28 VDC WHEN PILOT OR g K
COPILOT MASTER WARNING 7
PRI AMP 28 VDC WHEN NO. 1 AUDIBLE VISUAL WARNING
TO SYSTEM, 31-52-00. 28 VDC WHEN PILOT PANEL #1 ENG OUT
AFCS IND 1 ENGINE N 1 DECREASES
20 PRESS-TONE OFF

DATA BUSES
PART TO PART 7 BELOW 66%. REFER TO OR COPILOT MASTER
NO. 1 CAPSULE IS PRESSED J314
5 AUDIBLE VISUAL WARNING WARNING PANEL GENERATOR CONTROL UNIT
115 VAC 1 28 7 SYSTEM, 31-52-00. #2 ENG OUT
PRI AMP P314 z w t v u y x
PRESS-TONE OFF
J212 P212 CAPSULE IS PRESSED
PLT SG PRI GG120A-3 40
NO. 2 Y
26 VAC 1 J 8 h g f c g a d b b P214 J214

SGJ234-2
P104 P104 P106 P104
PRI AMP 41
J1 / 2R J1 / 2R J2 / 2R J1 / 2R D
PLT SG SEC 42
NO. 1 CR15 / 2R GG120A-2 GG120A-1
SGXK10-4 AC GEN 43
26 VAC 1 L 9 GROUNDED J314 P314 P216 J216 P259 J2
PRI AMP SGXK32-1 AT P104-W TEST SWITCHES
GND / 2R-1 SGXK17-1 E35 E36 1
NO. 1 INV TO K14 / 2R-X1. HH m N FEEDER FAULT 44
TO K12 / 2R-X1. J234 J232 2
SGXK27-1
REFER TO AUDIBLE E39 P OFF S15 45
15 10 TO PART 8 R5 / 2R VISUAL WARNING REFER TO AUDIBLE SGXK10-5 P234 R S T U V K J P232 K J
AMP 680 SYSTEM, CR16 / 2R VISUAL WARNING 46
SYSTEM, 31-52-00. 3
11 TO PART 5 SGXK13-3 SGXK43-1 31-52-00. JJ n R OVER VOLT
E34 E33 2
NO. 2 INV SGXK13-4 E40 OFF S16
SGXK22-6 3 2 1 6 5 4 5 2 5 2 1
GROUNDED KK s S UNDER VOLT 47
15 12 TO PART 8 AT P104-W
AMP 48
XK22 / 2R A3 A2 A1 X1 X2 XK43 / 2R A3 A2 A1 X1 X2 XK44 / 2R A3 A2 A1 X1 X2 XK13 / 2R B3 B2 B1 X1 X2 XK11 / 2R A3 A2 A1 X1 X2 4 6 1 3 4 6 1 3 P109 P258 J1
13 TO PART 5 49
0-5 VDC c X DS1
OUTPUT GG5-2
CENTER COCKPIT CIRCUIT PANEL

ON

ON

ON
k

OFF

OFF

OFF
TEST
BREAKER PANEL LIGHTING

NON-FLIGHT
NOTE AC GENERATOR BEARING NO. 1 ENGINE AC GENERATOR NO. 2 ENGINE AC GENERATOR NO. 2 ENGINE OUT WARNING NO. 1 ENGINE OUT WARNING GENS-AC INVERTER NO. 2 INVERTER NO. 1 INSTRUMENT TEST PANEL
S-6 S-34 S-34A
WARNING RELAY K22 / 2R INTERLOCK RELAY K43 / 2R INTERLOCK RELAY K44 / 2R CONTROL RELAY K13 / 2R CONTROL RELAY K11 / 2R DIMMER
FOR WIRE NUMBERS REFER TO WIRING
MANUAL. IIDS DISPLAY NO. 2 RELAY PANEL NO. 2 RELAY PANEL PILOT UPPER OVERHEAD SWITCH PANEL
UNITS INSTRUMENT PANEL
S76C+C++_AMM_CC2773_1D_2C

Figure 12
AC Power System (Sheet 1 of 2)

R0
 AC POWER SYSTEM (24-22-00) (CONTINUED)
Operation (Continued)
Helicopters With 2S2 Engines and IIDS
AC Power System
The generator contains a permanent magnet section supplying a 3-Ø Voltage, which,
when rectified with the generator control unit (GCU), provides generator excitation
current automatically adjusted by a Voltage regulator within the GCU. Feeder fault input
circuitry within the GCU protects the three generator output windings from burnout due
to a grounded conductor, on any of three feeders, between generator output terminal
and the respective generator contactor terminal. For grounded buses, an overcurrent
or fold back circuit causes the GCU Voltage regulator to reduce generator output
Voltage to zero. Generator loads are protected against over and under-voltage. When
the GENS - AC switch on the pilot upper overhead switch panel is placed to ON,
the generator Voltage is automatically increased to its normal value, the generator is
automatically connected to its loads by the AC generator contactor K1/AC, energized
when power is ready, and the AC GEN caution display goes off. The TEST position of
the GENS - AC switch results in turning off the AC GEN caution display; however, the
generator does not supply its loads.
Placing the GENS - AC switch to ON, supplies a DC Voltage to the AC generator
contactor K1/AC, which energizes and opens the circuit to the AC GEN caution causing
it to go off. With K1/AC energized, 200/115 VAC 3-Ø power is supplied through current
limiter CL1/AC to the windshield heat system. The generator also supplies the No. 1
and No. 2 AC primary buses through deenergized No. 1 and No. 2 AC primary bus
contactors K4/AC and K2/AC, respectively. In addition, this 115 VAC Ø-B supplies No.
1 and No. 2 26 VAC buses through stepdown transformer T1 and T2. Contactors K4/
AC and K2/AC are deenergized only when both inverters are off or have no output.
If either, or both, inverters are on, the generator 115 VAC Ø-B is removed from the
circuit through open contacts in contactors K2/AC and K4/AC. An engine failure/ac
generator interlock circuit is provided as follows: when the engines are running and
an engine failure occurs (N1 drops below 47% or when both engine levers are in
fly gate and either engine N1 decreases 5.5% less than the other engine) the AC
generator interlock circuits deenergize K1/AC by removing the ground from the coil.
When K1/AC deenergizes, the AC GEN caution display comes on and the generator
is disconnected from its loads. This interlock circuitry conserves engine power in the
event of an engine failure.
With INVERTERS No. 1 and No. 2 switches placed to ON, the 115 VAC output from the
No. 1 and No. 2 static inverters energize contactors K4/AC and K2/AC, respectively.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
Through energized contacts of K4/AC and K2/AC, the No. 1 static inverter supplies
No. 1 AC primary and No. 1 26 VAC buses; and the No. 2 static inverter supplies No. 2
AC primary and No. 2 26 VAC buses. The heated windshields are not supplied by the
inverters. Should No. 1 or No. 2 static inverter fail, loss of inverter 28 VDC output (fault
monitor) deenergizes corresponding contactor K4/AC or K2/AC. Power of 28 VDC
from DC essential bus is applied through normally closed contacts of deenergized K4/
AC or K2/AC to display the associated 1 INV FAIL or 2 INV FAIL caution. If the No. 1
static inverter fails, contactor K4/AC deenergizes.
The 115 VAC output from the No. 2 static inverter additionally supplies the No. 1 AC primary
and No. 1 26 VAC buses through normally closed contacts of contactor K4/AC. When
the No. 2 static inverter fails, K2/AC deenergizes, and normally closed contacts route the
115 VAC output from the No. 1 static inverter to the No. 2 AC primary and No. 2 26 VAC
buses. In general, all inverter AC loads are supplied automatically by the functioning
inverter, if one fails; if both inverters fail, theAC generator is capable of supplying all inverter
AC loads, in addition to its separate loads. The AC power system analysis is
described in a sequence of operation as performed by a pilot, including all switch
actions and resulting caution indications. The conditions for the discussion are,
unless otherwise specified, that all circuit breakers are pushed in, the INVERTERS
No. 1 and No. 2 switches are ON, the GENS - AC switch is OFF, engines running
at 50% N1 or greater, and rotor turning at rated speed.The No. 1 and No. 2 static
inverters supply all AC loads except windshield heating. Power for the No.
1 static inverter is supplied at pin A of connector P322 and originates at the
No. 2 DC primary bus through XCL7/DC current limiter. Power for the No. 2 static
inverter is supplied at pin A of connector P407 and originates at the No. 2 DC essential
bus through current limiter XCL8/DC.
The inverters are identical and pin D on each connector is the power ground. Pin F
on the inverter connectors is the on/off control provided by INVERTERS No. 1 and
No. 2 switches on the pilot upper overhead switch panel. Placing either switch to ON
provides a ground at pin H of the associated inverter connector. The No. 1 and No.
2 inverters are in Ø with each other. Pin E of the inverters is the sync line. Inverter
output of 115 VAC 1-Ø is provided at pin B on the inverter connectors, with pin C as the
output power ground. When both inverters are operating, the 28 VDC output of the No.
1 static inverter energizes No. 1 AC primary bus contactor K4/AC. This output Voltage
supplies No. 1 AC primary bus through K4/AC contacts Al and A2, and through remote
circuit breaker RCB5. The 115 VAC output from the No. 1 static inverter also supplies
power to the No. 1 26 VAC bus through remote circuit breaker RCB5 and stepdown
transformer T1. In a similar process, the 115 VAC output from the No. 2 static inverter
24-13
R0
 For Training Purposes Only S-76C+/C++

TO NO. 2 PRI AC
37 RCB3
PART NO. 2 AC
3 36 2FTB3L BUS TIE P370 J370 P330 J330
(5A)
18
M 0.5 2 L 3
17 AMP
A2
11 5A
13 A1 4
GNDCB3-1
P316 J316

7 E
9 F 10
TO
8 U PART 2
TO 6 A 1 12
PART
1
19
5 h TO
PART
1 F3 / AC-1
4 c
CR2 / AC
3 SG160-6 F2 / AC-1
TO PART 4 38 T
W/S
P314 J314
HEATER
P314 J314 CR1 / AC
14 M
F REMOTE ON / OFF TO 20 CC
15 PART
A 28 VDC IN 1 1 b
B 115 VAC OUT F1 / AC-1
G 28 VAC 400 HZ OUT
P302 J302
C AC RETURN
P302 K f J g A L F h P302 B p C t r H D G E s
D DC RETURN TO PART 4 39 M
J1 / AC J1 / AC
E PHASE LOCK TO PART 2 33 j
T2 INV #2 PWR TO PART 3 35 a
1 3 MON AC A1 A2
40 S
1 PWR FAULT MON (250 MA) 2 2
AMP CL1 / AC
2 4 NO. 2 26 VAC 41 Z
B3 B3 XFD B1 B2 NO. 2 DC
1 42 W A XCL8 / DC DC ESS XCL7 / DC
AMP T1 T4 BUS CURRENT PRIMARY BUS
B2 B2 1 NO. 1 INV CL2 / AC
43 R LIMITER CL8 / DC 1 CURRENT
B1 B1 AMP 1 LIMITER CL7 / DC
C3 INV #1 PWR C1 C2 80 AMP
NO. 1 26 VAC XFD 100 AMP
A3 A3 MON AC
C3 C2 TO 44 X
A2 A2 1 PART CL3 / AC
C2 AMP C1 E PHASE LOCK 4 45 Y B 1 2
A1 A1 T2 T5 10
C1 NO. 1 115 VAC XFD B3 D DC RETURN 46 P CURRENT AMP
X1 X1 LIMITER
B3 1 B2 C AC RETURN
X2 X2 XCL 1 / AC
B2 AMP B1 F REMOTE ON / OFF
K3 K5 NO. 2 115 VAC XFD
B1 A3 A 28 VDC IN 47 U
1 2 2
A3
AMP
A2 G 26 VAC 400 HZ OUT 48 V C
GEN PWR MON AC
T3 T6
A2 A1 B 115 VAC OUT 49 N 1 XCL3 / DC DC ESS XCL2 / DC NO. 2 DC
A1 X1 AMP BUS CURRENT PRIMARY BUS
LIMITER CL3 / DC 1 CURRENT
X1 X2 1 LIMITER CL2 / DC

A3
A2
A1
C3
C2
C1

X1
X2
B3
B2

B1
80 AMP
100 AMP
X2 K4 PWR FAULT MON (250 MA)
TO
30 DIFFERANTIAL
CURRENT

12
K2 PART 31 TRANSMITTER
2 32 UNIT CT1 / AC
NO. 2 INV
REFER TO DC
POWER SYSTEM,
K1 / AC

13
24-31-00
AC GENERATOR
CONNECTOR
DC JUNCTION BOX
AC JUNCTION BOX AC JUNCTION BOX (SEE DETAIL)
S76C+C++_AMM_CC2773_3C_4C

Figure 13
AC Power System (Sheet 2 of 2)

R0
 AC POWER SYSTEM (24-22-00) (CONTINUED)
Operation (Continued) With the GENS - AC switch OFF, the AC GEN caution display is ON. DC power to
supplies power to No. 2 AC primary bus and No. 2 26 VAC bus. The output at pin B light the display is supplied from the generator control unit (GCU) generator indicator
of connector P407 energizes No. 2 AC primary bus contactor K2/AC and supplies the “AND” gate and the test “NAND” gate. The generator indicator “AND” gate receives
No. 2 AC primary bus through K2/AC contacts A1 and A2, and through remote circuit inputs from the 15 VDC/26 VDC regulator and the generator ready “NOR” gate. 26
breaker RCB4. The 115 VAC output, routed through RCB4 is applied to transformer T2, VDC is supplied from the 15 VDC/26 VDC regulator to pin 2 of the generator indicator
“AND” gate. This 26 VDC is represented by a logic “1”. At this time, the output of
which steps down the Voltage to provide power to No. 2 26 VAC bus. On helicopters
the generator ready “NOR” gate is a logic “0”. The logic “0” is supplied to pin 1 of the
prior to 760607, if No. 1 static inverter fails, contactor K4/AC denergizes. The 115
generator indicator “AND” gate. The resulting logic “1” output of the generator indicator
VAC output from No. 2 static inverter is then supplied through jumpered contacts A2
“AND” gate is supplied through pin f of connector P306 to pin 55 of connector J6 on
of K2/AC and A3 of K4/AC, through normally closed K4/AC contacts A3 and A2, to
the IIDS RDAU. The test “NAND” gate receives inputs from the GENS - AC switch and
remote circuit breaker RCB5. From RCB5, the 115 VAC output of No. 2 static inverter
supplies power to No. 1 AC primary bus and, through T1, to No. 1 26 VAC bus. The the AC GEN WARN circuit breaker.
1 INV FAIL caution display comes on from 28 VDC power, supplied by the DC essential
 ith the GENS - AC switch OFF, a logic “0” is supplied from pin T of connector P234
W
bus, through the No. 1 INV WARN circuit breaker, and normally closed contacts C3
through pin d of connector P306 to pin 2 of the test “NAND” gate. 28 VDC from the
and C2 of deenergized contactor K4/AC. If No. 2 static inverter fails, contactor K2/
AC GEN WARN circuit breakers is supplied through blocking diodes CR1 and CR2
AC deenergizes and the 115 VAC output from No. 1 static inverter supplies power to
and through pin Y of connector P306 to pin 1 the test “NAND” gate. The resulting logic
No. 2 AC primary bus and, through T2, to No. 2 26 VAC bus. This is accomplished
“1” output of the test “NAND” gate is supplied through pin Z of connector P306 and
through jumpered contacts A2 of K4/AC and A3 of K2/AC, and normally closed K2/
through normally closed contacts 13 and 12 of AC generator contactor K1/AC to pin
AC contacts A3 and A2. The No. 2 INV FAIL caution display comes on from 28 VDC
55 of connector J6 on the IIDS Remote Display Acquisition Unit (RDAU). When the
power, supplied by the DC essential bus, through the No. 2 INV WARN circuit breaker
GENS - AC switch is placed to ON, the generator’s exciter field is connected to the
and normally closed contacts C3 and C2 of deenergized contactor K2/AC.
Voltage regulator stage of the GCU. The under-voltage and under-frequency sensing
On helicopters 760607 and subsequent, if the No. 1 static inverter fails, contactor K4/AC circuits are inhibited until the generator output Voltage and generator frequency are
will deenergized. The 115 VAC output from No. 2 static inverter is supplied through contacts acceptable. When the generator output Voltage and frequency are acceptable, the AC
D2 of K2/AC, circuit breaker CB511 and D3 of K4/AC. The 115 VAC is then routed through generator contactor K1/AC is energized, connecting the generator to its loads; and the
normally closed contacts D2 and D3 of K4/AC and CB87A to No.1 AC primary bus. The AC GEN caution display goes off.
No. 2 static inverter also supplies 26 VAC through contact C2 K2/AC, circuit
With the rotor turning at rated speed, the AC generator is driven at l2,000 RPM by the
breaker CB512, and contact C3 K4/AC. The 26 VAC is routed through contacts
transmission section. The 3-Ø output of the permanent magnet generator (PMG), at
C3 and C2 K4/AC and circuit breaker CB81A to No. 1 26 VAC bus. The No. 2 INV
pins 9, 10, and 11 of connector P700 is applied to pins A, B, and C, respectively, of
FAIL caution display comes on from 28 VDC power, supplied by the DC essential
connector P306 of the GCU. The output of the PMG stator measured between pins A
bus, through the No. 2 INV WARN circuit breaker and normally closed contacts B3
and B, B and C, and C and A is nominally 57.7 ± 1 VAC line-to-line. The PMG stator
and B2 of deenergized contactor K2/AC. If the No. 2 static inverter fails, contactor
output is applied to a 3-Ø full wave rectifier power exciter, whose unregulated output is
K2/AC will deenergize. The 115 VAC output from No.1 static inverter is supplied
used for generator exciter field excitation when the generator exciter field is connected
through contacts D2 of K4/AC, circuit breaker CB509 and D3 of K2/AC. The
to the GCU generator Voltage regulator stage by exciter control relay (ECR). The PMG
115 VAC is then routed through normally closed contacts D2 and D3 of K2/AC and CB88A
stator output is also applied to the primary of stepdown transformer T601. One output
to No. 2 AC primary bus. The No. 1 static inverter also supplies 26 VAC through contact
of the secondary of T601 supplies a 3-Ø full wave rectifier whose output is 30 VDC
C2 K4/AC, circuit breaker CB510, and contact C3 K2/AC. The 26 VAC is routed
unregulated, and is used to produce a regulated 26 VDC and 15 VDC output. One
through contacts C3 and C2 K2/AC and circuit breaker CB82A to No. 2 26 VAC bus.
winding of T601 secondary is used to provide PMG frequency to the frequency and
under-frequency sensing circuits.

24-14
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

NO. 1 INV DIFFERENTIAL P306 NO. 2 PRI AC

A3 A2 NO. 2 AC RCB4
WARN
A2 CURRENT TRANSFORMERS E (5A)
BUS TIE
28 VDC WHEN TO WINDSHIELD
A3 A1 φA D
2 PILOT OR A1 B2 0.5 3 NO. 2
DC AMP HEAT AND CR601
COPILOT #1 ENG L AMP AC
ESS OUT PRESS−TONE
EAPS SYSTEMS
B3 B1 φB T4 φC 5/4 A2
BUS AC GEN X1 X2 WHEN INSTALLED 12 12 M BUS
WARN
OFF CAPSULE C2 φB VOLTAGE 5/2 5A
IS PRESSED N REGULATOR 1 4 A1
CR2 / AC 28 VDC WHEN C3 C1 φC φA 5/1
2 XCL1 / AC 13 13
NO. 1 ENGINE OUT WARNING NO. 2 ENGINE NO. 2 ENGINE T5 T1 2
AMP CONTROL RELAY K11 / 2R N1 DROPS AC GENERATOR 28 VDC WHEN 13 14 14 20−60 MS CR116 1 T2 3 NO. 2
BELOW 66% INTERLOCK NO. 1 ENGINE N 1 φA ECR 5 26 VAC
NO. 2 INV 12 P EXCITER TO PART 1 5
RELAY K44 / 2R DROPS BELOW 66% φB FEEDER INVERSE "OR" CONTROL BUS
WARN 3
1 TO 15 15 R FAULT 6 1 SEC RELAY NO. 1 PRI AC 2 4
PART X1 X2 GROUND WHEN ENGINE 11 T6 T2 φC SENSING RCB5
2 2 TO EAPS ANTI−ICING SYSTEM 16 16 S 4 (ECR) NO. 1 AC
(5A)
5 FEEDER FAULT BUS TIE
AMP C2 SYSTEM WITH SNOW PROTECTION T
KIT IS TURNED ON TO 1 g
C1 φA R
C3 C3 A1 X2 T3 17 PART 17 2
CR217
0.5 3 NO. 1
A2 I AMP
B2 3 AC
C2
A3
X1 OFF 3 φB UP TO 2 P A2
BUS
B1 VOLTAGE ANTI−
C1 B3 φC 3 5A
SENSING VOLTAGE CYCLE 4 A1
A2 AC GENERATOR OVER VOLT "OR"
B3 CONTACTOR K1 / AC 1 1 S
NO. 1 ENGINE AC GENERATOR h
B2 A3 A1 2 E
INTERLOCK RELAY K43 / 2R A3 CR328
TO
11 φA T 1 T1 3 NO. 1
B1 X2 X1 A2 GEN BEARING OFF 3 4 26 VAC
3 EAPS WARN K22 / 2R φB OVER−
BUS
A3 TO X2 X1 SYS− A1 TO VOLTAGE 1 GENERATOR
4 TEM PART
UNDER VOLT φC SENSING
UP TO READY 2 4
A2 PART A1 FREQUENCY TO
5 2 AC GEN "NOR"
5 A2 X2 SENSING PART
A1 BLOCKING X1 2
6 NO. 1 AC PRIMARY A3 DIODE 18 18 TEST PANEL
j
FREQUENCY 1 GEN PWR
X1 BUS CONTACTOR 1 5
CR15 / 2R 19 TO PART 5 "OR" MON AC
X2 C1 / AC K4 / AC φA 1 POWER 3 3
20 20 H READY 3 1
B3 REFER TO AUDIBLE− R5 φB UNDER− 3 2 "NAND" AMP
21 21 J VOLTAGE NO. 1 UNDER− 4
VISUAL WARNING 680Ω TO φC SENSING FREQUENCY 2
NO. 2 AC PRIMARY SYSTEM, 31−52−00. 22 PART 22 K ON LINE 375 5 Hz INV 1 PWR
B1 3
BUS CONTACTOR BLOCKING B2 23 23 OFF LINE 355 10 Hz MON AC
NO. 2 K2 / AC DIODE 6 1 SEC
DC PRI CR16 / 2R 24 24 TO PART 2 7 1
NO. 1 INV X2 X1
BUS 25 TO PART 5 X AMP
2 1 2 15 CR327 1 1
AMP AMP NO. 2 UNDER− CR105 INV 2 PWR
28 VDC WHEN PILOT OR FREQUENCY 3 INHIBIT 3
AC GEN XCL7DC CB83A NO. 2 ENGINE OUT WARNING U MON AC
COPILOT #2 ENG OUT
WARN CONTROL RELAY K13 / 2R
PRESS−TONE OFF 26 26 RUNDOWN OFF "NAND" 2 2
CR1 / AC TO V LINE 305 5 Hz 6 1
CAPSULE IS PRESSED TO
2 PART PART AMP
15 VDC GENERATOR
AMP 3
A INDICATOR 1 IIDS DISPLAY
27 27 PMG 15 VDC /
"AND"
2 UNITS
7 PMG

GND407−1
DC TO PART 5 B RECTIFIER 26 VDC
T601 REGULATOR 26 VDC
ESS 8 30 VDC
NO. 2 INV TO C
BUS

GND407−2
9 PART G
15 3
AMP 10 P700 3 2 1 6 D C B A P702 P700 5 8 7 9 11 10 4 PMG TO 25
XCLADC CB84A RECTIFIER PART

GND322−1
POWER
DRIVEN EXCITER
2 19
GND322−2 φB φA THRUST END
POWER TO OPERATE
11 TO PART 3 END BEARING
SENSING CIRCUITS
BEARING e
TO PART 1 1
FAILURE
FAILURE SWITCH
SWITCH f
Y P606 16 55 6 P604 16 P601 11 13 21 P609 21 13
P322 A C D B G F E PWR P3322 P407 E A C D B G F PWR P3407 J234 J232
K J EXCITER PMG STATOR TO 9 c J6 J4 J1 J9
P234 J K V U T S R P232
28 VDC IN

DC RTN

28 VDC IN

DC RTN
REMOTE ON / OFF

REMOTE ON / OFF
AC RTN

AC RTN
(250 MA)

(250 MA)
FAULT MON
26VAC 400HZ OIT

FAULT MON
115 VAC OUT

115 VAC OUT

26VAC 400HZ OUT
PHASE LOCK

PHASE LOCK
FIELD PART
8 a

NO. 2 INVERTER−

NO. 1 INVERTER−
NO. 2 INVERTER

NO. 1 INVERTER
BEARING−CAUTION

CHASSIS GROUND

CHASSIS GROUND

AC GENERATOR
AC GENERATOR−
φC 2

FAIL−CAUTION

FAIL−CAUTION
AC GENERATOR
Z
2 5 5 2 1

VOLTAGE
FEEDER FAULT TEST 3 DATA BUSES

CAUTION

115 VAC

115 VAC
CURRENT "NAND"
1 3 4 6 4 3 61 TRANSFORMERS ROTATING PERMANENT d 2
TEST ON DC FIELD
RECTIFIER MAGNET
TO PART 2 10
EFFECTIVITY OFF
T

OFF

OFF
ON

ON
INVERTER GENERATORS INVERTER
ON HELICOPTERS 0303 TO NO. 2 S−34 AC SWITCH S−6 NO. 1 S−34A ROTOR ROTOR
0510 AND 0607 AND
AC GENERATOR AC GENERATOR GENERATOR CONTROL UNIT INTEGRATED INSTRUMENT DISPLAY SYSTEM
SUBSEQUENT. NO. 1 INVERTER NO. 2 INVERTER PILOT UPPER OVERHEAD SWITCH PANEL
REMOTE DATA ACQUISITION UNIT (IIDS RDAU)

Figure 5 (Part 1 of 5) Figure 5 (Part 2) Figure 5 (Part 3) Figure 5 (Part 4)

Figure 5 (Part 5)

Figure 14
AC Power System - (Helicopter with Dual Inverter and IIDS/2S2 Engines and IIDS)

R0
 AC POWER SYSTEM (24-22-00) (CONTINUED)
Operation (Continued) Since the generator output will start from 0 VAC the over-voltage circuit does not
Voltage sensing inputs to GCU pins h, j, and k of connector P306 are taken at the taps require any inhibiting action. The feeder fault circuit must be operational from the time
between AC generator contactor K1/AC and the feeder fault transformers and are the GENS - AC switch is placed to ON, because a grounded feeder can cause burnout
routed to the GCU through their respective current transformers. Ø A sensing input of the generator output windings at low Voltage values.
is through current transformer terminal T4 and T1, to pin h of connector P306. Ø B
A regulated 26 VDC is present at pin U of connector P234, and goes to the center
sensing input is through current transformer terminals T5 and T2, to pin j of connector
contact of the GENS - AC switch. The circuit originates at the 15 VDC/26 VDC regulator
P306. Ø C sensing input is through current transformer terminals T6 and T3 to pin
in the GCU, through pin c of connector P306, to pin U of connector P234 of the GENS
k of connector P306. The Voltage sensing inputs are used by the generator Voltage
- AC switch. The AC GEN caution display is on, through the operation of the generator
regulator, over-voltage and under-voltage sensing, and up to Voltage sensing circuits
indicator “AND” gate and the test “NAND” gate. Placing the GENS - AC switch to ON
of the GCU. Feeder fault current transformers in the generator are used for each Ø and
supplies regulated 26 VDC to the GCU at pin a of connector P306, supplying power
are routed from pins 1, 2, and 3, of connector P700 to pins P, R, and S (Øs A, B, and C
through the set input of the anti-cycle circuit to the coil of ECR relay. The under-voltage
respectively) of connector P306 on the GCU. Ground for these transformers is through
and under-frequency circuits are inhibited by the inhibit “NAND” gate. The 15 VDC/26
pin 6 of connector P700 to pin X of connector P306. These current transformers are
VDC regulator supplies 26 VDC, which represents a logic “1”, to pin 2 of the inhibit
necessary to complete the feeder fault sensing circuit that is part of the differential
“NAND” gate. The input to pin 1 of the inhibit “NAND” gate is supplied from the output
current transformer unit preceding AC generator contactor K1/AC. Ground for these
of the generator ready “NOR” gate, which at this time is a logic “0”. sensing circuit. The
differential current transformers is in the GCU through pins L, M, and N of connector
inhibit circuits prevent under-voltage and No. 2 under-frequency trips.
P306.
The resulting logic “1” output from the inhibit “NAND” is supplied through CR327 to the
With the generator driven at rated speed and the GENS - AC switch OFF, 26 VDC
under-voltage sensing circuit, and through CRI05 to the No. 2 under-frequency which
is present at pin U of connector P234 taken from the 15 VDC/26 VDC regulator in
would occur before generator buildup. With a regulated 26 VDC applied to the coil of
the GCU. The generator output at this time is essentially 0 VAC. Connection of the
the ECR and GCR relay, a logic “0” is needed from the output of the ECR “OR” gate to
generator exciter field to the generator Voltage regulator is the first step of the turn-
energize the relay. This logic “0” for the ECR “OR” gate is present because of a logic
on logic. The exciter field of the generator at this time is not supplied with current
“0” from these sensing circuits: over-voltage, under-voltage, feeder fault, and No. 2
from the GCU Voltage regulator. Pins 7 and 8 of connector P700 of the generator
under-frequency. With a logic “0” at pins 1, 2, 3, and 4 at the input to the ECR “OR”
exciter field are shorted by ECR relay contacts 5/2 and 5/4. The short circuit is present
gate, a logic “0” is present at pin 5, and the ECR relay energizes. Contacts 5/2 and 5/4
whenever the generator does not supply its loads. The action of the inductive spike
of the ECR relay open, removing the short from the exciter field. Contacts 5/1 and 5/2
suppressor, diode CR601, protects the Voltage regulator output stage. Without the
close, connecting the output of the PMG rectifier power exciter to the exciter field and
shorted ECR relay contacts, a residual magnetism regenerative effect could produce
to the Voltage regulator. This circuit is from the PMG rectifier power exciter section,
about 40 VAC output after the generator is disabled and disconnected from its loads.
through contacts 5/1 and 5/2 of the energized ECR relay, through pin D of connector
Therefore, the short is applied by contacts 5/2 and 5/4, which prevents any such
P306, through pin 7 of connector P700, through the exciter field winding, out pin 8 of
regenerative action. Placing the GENS - AC switch to ON will result in connecting the
connector P700 to pin E of connector P306 to the Voltage regulator.
generator’s exciter field to the Voltage regulator. This will cause regulator controlled
exciter field current to flow, increasing the generator output from essentially 0 VAC
to a regulated 3-Ø 200/115 VAC output. If the generator output is considered to be
0 VAC at the instant the GENS - AC switch contacts close, 0 VAC would be a frequency
of 0 Hz. Since 0 VAC, and 0 Hz are respectively under-voltage and under-frequency, it
is necessary to inhibit both the under-voltage and under-frequency protective circuits
while the GCU Voltage regulator increases generator output to an acceptable value.

24-15
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only
AC POWER SYSTEM (24-22-00) (CONTINUED)
Operation (Continued)
The next step of turn-on logic is generator output buildup and connection to the
helicopter bus system. Generator 3-Ø output Voltage is applied to the Voltage regulator,
under and over-voltage sensing, and up to Voltage sensing circuits of the GCU from
A1, B1, and C1 leads of K1/AC contacts and applied to the GCU at pins H, J, and K
of connector P306. The Voltage regulator establishes and maintains the exciter field
current required to produce a generator output of 3-Ø 200/115 VAC. A logic “1” is
also needed at the output of the generator ready “NOR” gate, pin 5. Pin 1 has a logic
“1” applied from the output of the anti-cycle circuit. The anti-cycle trip/set has been
“set” by the regulated 26 VDC, through pin c of connector P306 through pin U of
connector P234, through closed contacts of the GENS - AC switch, through pin V of
connector P234, and through pin a of connector P306 to the “set” side of anti-cycle.
Since pin 1 has an inverted input, the generator ready “NOR” gate sees this logic “1”
as a logic “0”. Pin 2 has a logic “0” if no faults are present at the ECR “OR” gate. Pin 3
has a logic “0” when the generator is up to Voltage and up to frequency. These circuits
operate as follows: up to Voltage is sensed from the same input to the GCU pins H,
J, and K. A logic “0” is present at pin 2 of the Voltage “OR” gate until the generator
output Voltage is 103±3 VAC. Since the inhibit “NAND” gate is supplying a logic “1”
to the inhibit circuit of the under-voltage sensing circuit, a logic “0” is present at pin
1 of the Voltage “OR” gate. The resulting output of the Voltage “OR” gate circuit is a
logic “0” and is supplied to pin 1 of the power ready “NAND” gate. Up to frequency is
sensed from the output of the PMG T601 section. Since the generator is coming up
to frequency, the output from the up to frequency sensing circuit is a logic “0” which
is applied to pin 1 of the frequency “OR” gate. The No. 1 under-frequency circuit is
not inhibited and is producing a logic “1” at the output .However, the output of the
time delay circuit remains a logic “0”, preventing the logic “1” from reaching pin 4 of
the generator ready “NOR” gate for 6 ±1 seconds. So a logic “1” is present at pin 2
of the frequency “OR” gate and a logic “1” is present at the input to the 6 ± 1 second
time delay.
 he output of the frequency “OR” gate pin 3 is a logic “1”. This is applied to pin 2 of the
T the 115 VAC is applied to remote circuit breaker RCB5 and is distributed to No. 1
power ready “NAND” gate, giving a logic “1” at the output of pin 3. This output is applied
to pin 3 of the generator ready “NOR” gate. Pin 4 of the generator ready “NOR” gate has
a logic “0” during initial generator frequency buildup. If the frequency does not reach
375 ± 5 Hz within 6 ± 1 seconds, the output of the time delay circuit becomes a logic
“1” and the generator ready. “NOR” gate will not produce a logic “1” output at pin 5.
All of the generator ready “NOR” gate inputs are a logic “0” except pin 3, which has a
logic “1” until the generator reaches 103 ± 3 VAC and 375 ± 5 Hz. Once these levels
are reached, the output from the Voltage “OR’ and frequency “OR” gates is a logic “1”
S-76C+/C++
applied to pins 1 and 2 of the power ready “NAND” gate. This causes pin 3 of the power
ready “NAND” to be a logic “0” and be applied to pin 3 of the generator ready “NOR” gate.
This logic “0”, along with the logic “0” on the other pins of the generator ready “NOR”
gate causes the output at pin 5 to be a logic “1”. This logic “1” is supplied to pin 1 of the
inhibit “NAND” gate, to pin 1 of the generator indicator “AND” gate, and to the coil of AC
generator contactor K1/AC. The output at pin 3 of the inhibit “NAND” gate becomes a logic
“0” which enables the under-voltage and under-frequency sensing circuits. The output at
pin 3 of the generator indicator “AND” gate becomes a logic “0” which causes the
AC GEN caution display to go off. The logic “1” for the coil of K1/AC is supplied
from pin 5 of the generator ready “NOR” gate, through pin e of connector
P306, through pin S of connector P234, through the ON position of the GENS
- AC switch, and through pin R of connector P234 to the coil of K1/AC. The
AC generator contactor K1/AC is energized connecting the generator to its loads,
and causes the AC GEN caution display to go off. The ground for the coil of K1/AC
is provided through deenergized contacts A2 and A3 of No. 1 and No. 2 engine AC
generator interlock relays K43/2R and K44/2R. Should either engine fall below 48%
N1, the associated interlock relay energizes and removes the ground from K1/AC,
thereby disconnecting the AC generator. On helicopters with engine anti-icing system
andx snow protection kit, interlock relays K43/2R and K44/2R can be bypassed. When
the ENG ANTI-ICE No. 1 or No. 2 switch is placed ON, a ground is supplied to the
coil of K1/AC causing it to remain energized. When the AC generator contactor K1/
AC is energized, the generator is connected to its loads, and the AC GEN caution
display goes off When both inverters are off, 115 VAC Ø-B from the AC generator
supplies No. 1 and No. 2 AC primary buses. This Voltage is also supplied to stepdown
transformers T1 and T2, to power the No. 1 and No. 2 26 VAC buses. The circuit
to power No. 1 AC primary and No. 1 26 VAC buses originates at contact B1 of
AC generator contactor K1/AC, through to contact B2, then routed to contact B2 of
deenergized No. 1 AC primary bus contactor K4/AC. The circuit continues through
K4/AC normally closed contacts B2 and B3, through normally closed contacts B2
and B3 of deenergized K2/AC, and then jumpered to contact A3. From this point,
AC primary bus and to terminal 1 of stepdown transformer Tl. Electrical power of
26 VAC is output at terminal 3 of T1 to supply No. 1 26 VAC bus.
The circuit to power No. 2 AC primary and No. 2 26 VAC buses taps the AC generator
115 VAC Ø-B at contact A3 of deenergized K4/AC. The circuit continues through
K4/AC normally closed contacts A3 and A2 through remote circuit breaker RCB4, to
No. 2 AC primary bus and to terminal 1 of stepdown transformer T2. Electrical power
of 26 VAC is output at terminal 3 of T2 to supply No. 2 26 VAC bus.
R0
A ground connection is provided at pin 3 on remote circuit breakers RCB5 and RCB4,
through 0.5 Amp circuit breakers, No. 1 and No. 2 AC BUS TIE, respectively. In the
event of an overload condition, the remote circuit breaker opens and causes a current
surge to ground from terminal 3 which pops open the associated 0.5 Amp circuit
breaker. To reset the remote circuit breaker, push in the appropriate 0.5 Amp circuit
breaker.
When the generator is on, and either static inverter is on, open contacts B2 and B3
on either energized AC primary bus contactor K4/AC or K2/AC remove the generator
115 VAC Ø-B from the circuit. Electrical power at 115 VAC 3-Ø is connected through
energized AC generator contactor K1/AC , through current limiter CL1/AC to the
windshield heat system. When the windshield heat system is activated, 115 VAC 3-Ø
power is routed to the windshield heat system. The windshield heater and EAPS, if
installed, are only supplied when the AC generator is turned on, and are not supplied
by Voltage from the inverters.
When the generator supplies its loads and the Voltage on any or all Øs decreases to
103 ± 3 VAC and remains at that value for 6 ± 1 seconds, the ECR relay is
automatically deenergized, disconnecting the GCU Voltage regulator from the
generator exciter field, effectively reducing generator output to 0 VAC. Also, the
output at pin 5 of the generator ready “NOR” gate becomes a logic “0” causing the
AC generator contactor K1/AC to deenergize, disconnecting the generator from its
loads. When the generator is not supplying its loads, the AC GEN caution display
comes on. If either or both of the inverter switches were on when K1/AC was
deenergized, 115 VAC from the inverters would provide Voltage for the AC loads,
except for the windshield heater and EAPS, if installed.
These faults cause the ECR relay to deenergize and/or the output at pin 5 of the gen-
erator ready “NOR” gate to become a logic “0”:
–– If a feeder fault develops in any of the generator feed lines, the ECR relay
deenergizes immediately and the output at pin 5 of the generator ready “NOR” gate
immediately becomes a logic “0”, thereby disabling and removing the generator
from its loads.
–– If an over-voltage occurs at a value of 123.5 ± 1.5 VAC and remains for at least
20-60 milliseconds, the ECR relay deenergizes and the output at pin 5 of the
generator ready “NOR” gate becomes a logic “0”, disabling and removing the
generator from its loads. The over-voltage time delay is inverse in action in that
the higher the over-voltage the less time delay.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
–– If an under-voltage occurs at 103 ± 3 VAC and remains for 6 ± 1 seconds, the
ECR relay deenergizes and the output at pin 5 of the generator ready “NOR” gate
becomes a logic “0”, disabling and removing the generator from its loads.
–– Two under-frequency sensing circuits are used in the system: the No. 1
under-frequency and the No. 2 under-frequency rundown circuits. In the
No. 1 under-frequency, circuit, if an under-frequency of 355 ± 10 Hz occurs
and is present for 6 ± 1 seconds, only the output at pin 5 of the generator
ready “NOR” gate becomes a logic “0”, removing the generator from its
loads. When the frequency is again up to 375 ± 5 Hz, the output at pin 5 of
the generator ready “NOR” gate automatically becomes a logic “1” within
0.5 seconds. The No. 2 under-frequency circuit operates at 305 ± 5 Hz with a 0.1
second time delay. This disables and removes the generator from its loads. In all
cases, except No. 1 under-frequency fault, the GENS - AC switch must be turned
to OFF then back to ON before the ECR relay energizes and the output at pin 5
of the generator ready “NOR” gate becomes a logic “1” after a fault has occurred.
The anti-cycle circuit prevents the ECR relay from energizing and the output at pin
5 of the generator ready “NOR” gate from becoming a logic “1” until the GENS -
AC switch is cycled from ON to OFF and back to ON. If the fault has cleared, then
the generator will be reapplied to the loads.
The following logic circuitry deenergizesAC generator contactor K1/AC , disconnecting the
disabled generator from its loads, and causing the AC GEN caution display to come
on:
–– If the output of any Ø or all three Øs of the generator drops to 103 ± 3 VAC, the
under-voltage sensing circuit output is a logic “1” and is applied to the 6 ± 1
second time delay. After 6 ± 1 seconds delay, this logic “1” is applied to pin 3 of
the ECR “OR” gate causing pin 5, to go to a logic “1”. This causes the ECR relay
to deenergize, removing the exciter field from the Voltage regulator. The generator
output then drops to 0 VAC. Pin 5 of the ECR “OR” gate is also connected to pin 2
of the generator ready “NOR” gate. With a logic “1” on pin 2 of the generator ready
“NOR” gate, the output at pin 5 is a logic “0”, causing K1/AC relay to deenergize,
removing the generator from its loads. The logic “0” from pin 5 of the generator
ready “NOR” gate is also supplied to pin 1 of the generator indicator “AND” gate.
The resulting output at pin 3 is a logic “1” which causes the AC GEN caution
display to go on. From pin 5 of the ECR “OR” gate a logic “1” is present at the
trip side of the anti-cycle circuit This anti-cycle circuit prevents the ECR relay and
generator ready “NOR” gate from placing the generator on the line until the GENS
- AC switch is cycled from ON to OFF and back to ON, after a fault other than a
No. 1 under-frequency fault has occurred.
24-16
R0
 For Training Purposes Only
AC POWER SYSTEM (24-22-00) (CONTINUED)
Operation (Continued)
–– When the GENS - AC switch is turned OFF power is removed from the set side,
allowing the trip side to reset. With a logic “1” input to the trip side, the output
from the anti-cycle circuit is a logic “0”. This is applied to the ECR relay, keeping
it deenergized, and to pin 1 of the generator ready “NOR” gate. The output of the
generator ready “NOR” gate at pin 5 is a logic “0” making sure the generator is not
connected to its loads.
–– Should an over-voltage fault occur, the output of the over-voltage sensing circuit
becomes a logic “1” which is applied to the 20-60 millisecond, inverse, time delay.
After the time delay logic “1” is applied to pin 2 of the ECR “OR” gate and causes
the same sequence of events as in the under-voltage fault condition.
–– Should a feeder fault occur, the output of the feeder fault sensing circuit becomes
a logic “1” and is applied directly to pin 1 of the ECR “OR” gate. There is no time
delay in the feeder fault sensing circuit. The logic “1” at pin 1 of the ECR “OR” gate
causes the same sequence of events as in the under-voltage fault condition.
–– Both No. 1 under-frequency and No. 2 under-frequency rundown sensing circuits
use the output frequency of a secondary of T601 PMG power transformer. Two
under-frequency protective circuits are used. The first under-frequency circuit
disconnects the generator from its loads and causes AC GEN caution display
to come on; it does not disable the generator and it reconnects the generator to
its loads and causes the AC GEN caution display to go off, should the frequency
return to its normal range. Normal frequency from the PMG is an output frequency
of 400 Hz. Generator disconnect frequency is 355 ± 10 Hz from the PMG. The
second under-frequency circuit automatically disconnects the generator from its
load and disables the generator, resulting in no AC output. The second circuit is
provided in case the GENS - AC switch is left ON when the rotor head is rundown
to stop, and operates when the PMG frequency decreases to 305 ± 5 Hz. The
frequency of the PMG stator output pins 9, 10, and 11 of connector P700 is 400
Hz when the generator is driven at 12,000 RPM. The secondary of PMG T601 is
used for frequency sensing and is supplied to the No. 1 and No. 2 under-frequency
sensing circuits and to the up to frequency sensing circuit.
–– Should the generator frequency drop to 305 ± 5 Hz, the output of the No. 2 under-
frequency sensing circuit is a logic “1” and is applied directly to pin 4 of the ECR
“OR” gate. There is a 0.1 second time delay in the No. 2 under-frequency sensing.
The logic “1” at pin 4 causes the same sequence of events as in the under-voltage
fault condition.
S-76C+/C++
–– If the generator frequency drops to 355 ± 10 Hz, the output of the No. 1 under-
frequency sensing circuit is a logic “1” and is applied to the 6 ± 1 second time
delay. After 6 ± 1 second delay, a logic “1” is applied to pin 4 of the generator
ready “NOR” gate, causing pin 5 to become a logic “0” removing the generator
from its loads and causing the AC GEN caution display to go on. The logic “0”
remains at pin 5 of the generator ready “NOR” gate until the frequency returns
to 375 ± 5 Hz, at which time the output of the No. 1 under-frequency sensing
becomes a logic “0” automatically within 0.5 seconds without having to cycle the
GENS - AC switch OFF and then back to ON.
–– If either engine falls below 47% N1, the associated engine AC generator interlock
relay K43/2R or K44/2R becomes energized. That will open contacts A2 and
A3 and interrupt the ground path for K1/AC coil. On helicopters with engine
anti-icing system and snow protection kit, interlock relays K43/2R and K44/2R
can be bypassed. When the ENG ANTI-ICE No. 1 or No. 2 switch is placed to
ON, a ground is supplied to the coil of K1/AC causing it to remain energized.
When the GENS - AC switch is held at TEST, circuit operation is identical
to that described for the ON position of the generator switch except contactor
K1/AC is not energized and the generator is not connected to its loads. A logic “1”
at pin S of connector P306 is available when generator Voltage and frequency are
correct and no faults exist. This logic “1” is supplied to the test “NAND” in the GCU
panel in the circuit originating at pin e of connector P306, through pins S and R
of connector P234 (GENS - AC switch at TEST) and through pin d of connector
P306 to pin 2 of the test “NAND” gate. The resulting logic “0” at pin 3 of the
test “NAND” gate is supplied through pin Z of connector P306, through normally
closed contacts 13 and 12 of K1/AC to the AC GEN caution display. This logic
“0” causes the AC GEN caution display to go off, providing acceptable generator
output without connecting the generator to its loads.
The following fault circuits can be tested by the use of the AC GEN switches mounted
on the Test Panel on the instrument panel:
–– Under-voltage
–– Over-voltage
–– Feeder fault
With the generator operating properly and connected to the loads, placing the AC GEN
switch to UNDER Volt connects the logic “1” from pin e of P306, through the test switch
to pin j of P306, directly to the under-voltage sensing circuit, causing the under-voltage
sensing circuit to react as if an actual under-voltage fault has occurred. The circuit
action is identical to the under-voltage fault described previously.
R0


NOTES:
Placing the AC GEN switch to OVER Volt connects the logic “1” from pin e of P306,
through the test switch to pin h of P306, through diode CR328 to the over-voltage
sensing circuit, causing the over-voltage sensing circuit to react as if an actual over-
voltage fault has occurred. The circuit action is identical to the over-voltage fault.

Placing the AC GEN switch to FEEDER FAULT connects the logic “1” from pin e of
P306, through the test switch to pin g of P306, through diode CR217, to the feeder
fault sensing circuit, causing the feeder fault sensing circuit to react as if a feeder fault
had occurred. The circuit action is identical to the feeder fault .

Auxiliary bearings are fitted to the main bearings on the driven end and thrust end of the
generator. Failure of a main bearing places an auxiliary bearing into position to support
the generator rotor shaft. A bearing failure detector switch is fitted on each auxiliary
bearing. Main bearing failure will actuate the respective failure switch. Closing of either
or both switches applies a ground, energizing the AC generator bearing warning relay
K22, bringing on’ the AC GEN BRNG caution display. The resistor R5/2R is across X1
and X2 of relay K22/2R to eliminate false AC generator bearing warning.

24-17
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 For Training Purposes Only S-76C+/C++

P113
P112
P709 / J709
P316 / J316
P314 / J314

EXTERNAL
DC POWER
RECEPTACLE

P117 J324
C P115
NO. 2 RELAY P116
P118 P315 / J315
PANEL
P104, P106, P16F

A
P708 / J708

P1

P210
P216 / J216 (REAR VIEW)
VOLTAGE NO. 1
P215 / J215 SENSOR NO. 2 QUADRANT T-HANDLE
RELAY K85 P317 / J317 T-HANDLE
P313 / J313 DETAIL C
NO. 1 RELAY
PANEL TEST PANEL
P103, P105 GEN 1 GEN 2
UPPER CIRCUIT GND GND
P232 BREAKER PANEL FAULT FAULT
P209 P233
P234 GENS
P235 LOWER CIRCUIT
BREAKER PANEL
EXT MASTER OFF
AC DC 1 DC 2 PWR BATT START
OVER OVER
TEST RESET RESET VOLT VOLT

OFF OFF OFF OFF OFF OFF

ON ON ON ON ON ON

MASTER SWITCH PANEL

DETAIL A

TEST PANEL
DETAIL B
S-76C+C++_AMM_24-31-00_CC0103_1A_R

Figure 15
DC Power System
R0
 DC GENERATION (24-30-00) DC POWER SYSTEM (24-31-00)
Overview Overview
DC power is distributed by an isolated bus system consisting of a primary DC bus DC power is provided by two 200 Amp, 28 VDC air-cooled starter/generators. Each
connected to each generator. A DC essential bus is normally powered by the No. 1 DC starter/generator is independently driven by an engine at speeds between 7,050 and
generator. Should either generator become inoperative, the remaining generator will 12,000 RPM and is controlled by a generator switch and a DC generator control panel.
provide power for both primary DC buses and the DC essential bus. Each bus feeder The DC generator control panel provides Voltage regulation, under-voltage, over-
is protected by a properly rated current limiter. When both DC generators are not voltage, reverse current, and ground fault protection. The applicable DC GEN caution
operating, the DC essential bus can be powered from the helicopter battery. During will come on if the generator is not connected to the helicopter bus system or was
this mode of operation, the essential bus is automatically disconnected from the rest automatically disconnected by the DC generator control panel because of a generator
of the DC electrical power system by the bus contactor, to conserve battery power. On or bus malfunction. The DC system is described in its modes of operation as they
helicopters with a forward battery, fault protection circuits disconnect the helicopter would occur during normal helicopter operation.
battery from the bus system should a fault occur on the battery feed line. If low Voltage
is sensed on the DC essential bus, the essential bus and the No. 1 primary bus are Starter/Generator
manually switched so that the No. 2 DC starter/generator supplies all DC buses. Output 30 Volts, 200 Amps
Type Air-cooled series starter, compound generator
Speed range 7,050 to 12,000 RPM. Full-rated 200-Amp capacity
available at 50% N1
Maximum speed for 13,000 RPM
regulation
Overspeed 14,000 RPM for 5 seconds
Rating Self-cooled rating
Mounting Mounting flange
Shear section A shear section is provided in the generator drive
shaft.
The shear section action occurs between 690 and
800 inch-pounds.
Brush life Refer to 300-Hour Inspection
Interpole winding Voltage 1.64 ± 0.1 Volts, full load, 12,000 RPM

DC power is distributed by an isolated bus system consisting of a primary DC bus

connected to each generator. A DC essential bus is normally powered by the No. 1
DC generator. Should either generator become inoperative, the remaining generator
will provide power for both primary DC buses and the DC essential bus using the
crossfeeds. Each bus feeder is protected by a properly rated current limiter.

24-18
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 For Training Purposes Only S-76C+/C++

NO. 2
STARTER
GEN

NO. 2 GEN
CONTACTOR NO. 2 DC PRI BUS

BATT BUS
BATTERY BATTERY
CONTACTOR

EXTERNAL PWR DC ESS BUS

CONTACTOR
DC EXT PWR
CONNECTOR
BUS TIE
CONTACTOR

NO. 1 GEN
CONTACTOR NO. 1 DC PRI BUS

NO. 1 #1 INVERTER
STARTER #1 AC PRIMARY FAULT MONITOR
K4/AC
GEN 115 BUS
#1
INVERTER
RELAY 115 Vac OUTPUT
#1 AC 26 VOLT BUS 26 Vac OUTPUT

BATTERY POWER
AC GEN
NO. 1 GENERATOR
NO. 2 GENERATOR
K1/AC RELAY
EXTERNAL POWER
AC MONITOR BUS
AC GENERATOR #2 AC PRIMARY
K2/AC 115 Vac OUTPUT
NO. 1 INV 115 BUS
#2 26 Vac OUTPUT
NO. 2 INV INVERTER
RELAY
#2 AC 26 VOLT BUS
FAULT MONITOR
#2 INVERTER
S76C+C++_SDD_24 38

Figure 16
DC Power System
R0
 IIDS OR
CAUTION/ADVISORY
NO. 2 PANEL
STARTER/GENERATOR
#2 DC GEN

NO. 2 NO. 1 DC
GENERATOR PRIMARY BUS
CONTACTOR CL2
K2 BATTERY
BATTERY BUS

CAUTION/ADVISORY
PANEL
BATT OFF OR IIDS
BATTERIES
MAIN

BATT DC ESSENTIAL
OFF CONTACTOR
DC 1 DC 2 CL3
RESET RESET ON
K7
BATT NO.1 OR IIDS
OFF OFF
CAUTION/ADVISORY
ON ON PANEL

EXTERNAL
POWER
CONTACTOR
DC EXTERNAL K6
POWER
EXT
PWR

K3 CAUTION/ADVISORY
NO. 1 OFF PANEL
STARTER/GENERATOR BUS TIE BUS TIE
ON CONTACTOR OR IIDS
OPEN

NO. 1
GENERATOR NO. 1 DC
CONTACTOR PRIMARY BUS
CAUTION/ADVISORY CL1
PANEL OR IIDS
K1
#1 DC GEN

Figure 17
DC Power System

24-19
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For Training Purposes Only S-76C+/C++

Figure 18
Control and Indications
R0
 DC POWER SYSTEM (24-31-00) (CONTINUED)
Overview (Continued)
The BATT HOT indication is used for NI-CAD batteries only. A LEAD ACID battery
is standard equipment for the CHC S76 fleet. The NI-CAD temperature system is a
standard feature from Sikorsky. The system can be reactivated by simply connecting
the temperature lead to a NI-CAD battery.

DC power is supplied by two engine starter/generators, and a lead acid battery. The
DC components are protected by individual circuit breakers on the circuit breaker
panels.

Components
No. 1 and No. 2 DC Starter / Generators
The DC starter/generators provide rated output of 28 VDC at 200 Amp when above
50% N1 speed. In normal operation, each starter/generator supplies its respective DC
PRI buses, DC ESNTL bus, and charges the battery when the BATT switch is ON.

The 200 Amp 28 VDC starter/generator is driven by the engine N1 gearing through
the accessory section and will provide full output power at 50% N1. When operated
as an engine starter, the motor is series-connected and supplied by either the
helicopter battery, the second generator, or external DC power. The master start
contactor is energized when the MASTER START switch is closed and the engine
speed control handle is at SHUT-OFF, with the START pushbutton pressed.
The engine speed control lever is advanced to the ground idle detent at about
40% N1. At this time the START pushbutton is released. When the START button is
released, the motor automatically becomes a compound generator by completing the
shunt field circuit. The generator is capable of delivering rated output when driven at
4,480 RPM (shaft speed at ground idle). Provision is made in the No. 1 and No. 2 DC
generator control panels for adjusting the No. 1 and No. 2 starter/generators 28 VDC
output.

NOTE: Starter use limits vary depending on whether or not fuel ignition (light-off)
occurs in the engine. With fuel ignition the starter limits are: a 60-second
start attempt, a 60-second interval, and then a 60-second start attempt
followed by a 15-minute interval. Repeat cycle. Without fuel ignition the
limits are a 30-second engagement, a 30-second interval, a 30-second
engagement, followed by a 15-minute interval. Repeat cycle.

Figure 19
DC Protection - GCU

24-20
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 For Training Purposes Only S-76C+/C++

STARTER-GENERATOR DC JUNCTION BOX

VENT BATT
BLWR CONTR

30 5

PALLET
DC EXTERNAL
POWER

NO. 2 DC NO. 1 DC
GENRATOR GENRATOR
CONTROL UNIT CONTROL UNIT

ESSENTIAL BUS
RECOVERY LIGHT

ESS BUS
RCVRU
ON
O
BATTERY
F ESSENTIAL BUS
F RECOVERY SWITCH
TEST
NOTE: THE BATTERY CAN BE INSTALLED IN EITHER
THE FORWARD ON AFT POSITION AS SHOWN

Figure 20
DC Power System
R0
 DC POWER SYSTEM (24-31-00) (CONTINUED)

NOTES:
Components (Continued)
No. 1 and No. 2 DC Generator Control Panels
The output of the starter/generator is supplied to the generator line contactor and
the DC generator control panel. The Voltage regulator section maintains a controlled
generator output Voltage with changing loads. This is done by increasing the shunt
field current when the output Voltage decreases (more load) and decreasing the
shunt field current when output Voltage increases (less load). The DC generator
control panels contain ground fault, over-voltage, under-voltage, and reverse current
protective circuits. When the starter/generator is used in starting an engine, operating
Voltage for the DC generator control panels is automatically removed. When engine
start is completed and the engine is in ground idle, the starter/generator is transferred
to generator operation when the engine start pushbutton on the engine speed control
lever is released. If the associated GENERATORS switch is OFF, the corresponding
DC GEN caution/advisory panel caution capsules come on.

When the applicable GENERATORS switch is placed to ON, the DC generator control
panels will connect the generator to the helicopter bus system if no ground fault,
reverse current, under-voltage, or over-voltage condition exists. Then the applicable
DC GEN caution capsule will go off. If either an over-voltage, ground fault, or under-
voltage malfunction occurs after the generator has been connected to the helicopter
bus system, the generator will be disconnected from its loads and de-excited by the
DC generator control panel, and the associated DC GEN capsule will come on. If the
malfunction was transient, the generator can be energized and reconnected to the
helicopter bus system by cycling the associated generator control switch from ON to
RESET and back to ON. If the fault is over-voltage, or an under-voltage caused by
a low resistance path from either primary bus to ground and is insufficient to cause
ground fault circuit operation, the associated DC GEN caution capsule will come on. If
the fault continues, the DC GEN capsule will go off and again come on. This action is
fast but can be seen. If the malfunction is a ground fault or an under-voltage condition
caused by a generator or either DC generator control panel, cycling the GENERATORS
switch from ON to RESET and back to ON causes the applicable DC GEN caution
capsule to go off, and then come back on. Under these conditions, the DC GEN caution
capsule remains on while cycling the associated GENERATORS switch. When a
starter/generator is used as a generator to start the opposite engine, the ground fault
protective circuit is automatically disabled in the DC generator control panel of the
unit used as a generator. The high starting current of the unit used as a starter would
appear to the generator unit as the high current associated with a ground fault. The
No. 1 and No. 2 DC generator control panels provide for adjustment of the No. 1 and
No. 2 starter/generators 28 VDC output.

24-21
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For Training Purposes Only S-76C+/C++

Figure 21
DC Junction Box
R0
 DC POWER SYSTEM (24-31-00) (CONTINUED)
Components (Continued)
DC Junction Box Circuit Breakers
The No. 1 and No. 2 GEN CONTR circuit breakers protect their respective generators
from malfunctions within the No. 1 and No. 2 DC generator control panels. The BLWR
PWR circuit breaker protects the No. 1 DC PRI bus from malfunctions in the vent
blower circuit of the heating and ventilation system.
DC Junction Box No. 1 Engine Start Contactor K5/DC
The No. 1 engine start contactor, when energized, supplies helicopter battery Voltage
or external DC power to the No. 1 starter/generator. When the START pushbutton on
the No. 1 engine speed control handle is pressed and held, the No. 1 engine start
contactor K5/DC is energized. The main line contacts of K5/DC close, applying 28
VDC to the No. 1 starter/generator, which is automatically connected as a series motor
by the auxiliary contacts of K5/DC. One set of auxiliary contacts close, shorting out
the starter/generator shunt field. A second set of auxiliary contacts open, removing
Voltage from the No. 1 DC generator control panel which is used only for generator
operation.
DC Junction Box No. 2 Engine Start Contactor K6/DC
The No. 2 engine start contactor, when energized, supplies helicopter battery Voltage
or DC external power to the No. 2 starter/generator. When the START pushbutton
on the No. 2 engine speed control lever is pressed and held, the No. 2 engine start
contactor K6/DC is energized. The main line contacts of K6/DC close, applying 28
VDC to the No. 2 starter/generator, which is automatically connected as a series motor
by the auxiliary contacts of K6/DC. One set of auxiliary contacts close, shorting out the
shunt field. A second set of auxiliary contacts open, removing Voltage from the No. 2
DC generator control panel which is used only for generator operation.
DC Junction Box No. 1 Generator Contactor K1/DC
The No. 1 generator contactor is energized to connect generator output to No. 1 DC
PRI bus, when the generator output Voltage is over that of the bus by 0.5 VDC. The
energizing Voltage is supplied from No. 1 DC generator control panel to the coil of No.
1 generator contactor K1/DC.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
Junction Box No. 2 Generator Contactor K2/DC
The No. 2 generator contactor is energized to connect generator output to No. 2 DC
PRI bus, when the generator output Voltage is over that of the bus by 0.5 VDC. The
energizing Voltage is supplied from No. 2 DC generator control panel to the coil of No.
2 generator contactor K2/DC.
DC Junction Box Current Limiter CL1/DC
Current limiter CL1/DC is rated at 100 Amp and protects the power source supplying the
No. 1 DC primary bus, should the bus malfunction to ground. The power sources used
to supply the No. 1 DC primary bus are the No. 1 and/or No. 2 DC generators or an
external DC power source.
DC Junction Box Current Limiter CL2/DC
Current limiter CL2/DC is rated at 100 Amp and protects the power source supplying the
No. 2 DC primary bus should the bus malfunction to ground. The power sources used
to supply the No. 2 DC primary bus are the No. 1 and/or No. 2 DC generators or an
external DC power source.
DC Junction Box Current Limiter CL3/DC
Current limiter CL3/DC is rated at 80 Amp and protects the power source supplying
the DC ESNTL bus should the DC ESNTL bus become grounded. The power sources
which can supply the DC ESNTL bus are external power, the battery, and/or the No. 1
and No. 2 generators.
DC Junction Box Bus Tie Contactor K3/DC
The bus tie contactor assures that the DC ESNTL bus is supplied from either No. 1
and/or No. 2 generators or the battery. The DC ESNTL bus provides electrical power
to the flight instruments.
DC Junction Box Master Start Contactor K4/DC
The master start control contactor is a single-pole single-throw contactor rated at
200 Amp. The master start contactor K4/DC is energized when the MASTER START
switch, supplied from the DC ESNTL bus, is ON. The contactor completes the circuit
from the helicopter battery or the external DC power source to the input contacts of
both engine start contactors.
24-22
R0
 For Training Purposes Only S-76C+/C++

LEAD ACID BATTERY NI-CAD BATTERY

Figure 22
Batteries
R0
 DC POWER SYSTEM (24-31-00) (CONTINUED)
Components (Continued) Should either generator’s output Voltage decrease to the fault level, the current limiter
40 Ampere Hour Battery of the grounded bus will be supplied from the battery through the energized bus tie and
battery contactors. The battery control unit provides the energizing Voltage for the bus
The nickel-cadmium 40 Amp hour (at the 1-hour rate) battery is located in the aft
tie and battery contactors. The battery also powers the emergency lighting system.
electrical compartment on helicopters with aft battery, or in the forward left electrical
compartment in the helicopter nose section on helicopters with forward battery. The
battery is hard-mounted, using two holddown rods conforming to a holding strap which

NOTES:
is part of the battery cover. The battery cabling terminates in a quick-attach battery
connector. The battery consists of 20 individually replaceable cells. Each cell contains
a filler and vent plug for the addition of distilled or demineralized water. The plug
mechanism also allows for the venting to the atmosphere of hydrogen and oxygen
gasses, which will be produced if the battery is overcharged. The plugs also prevent
spewing of electrolyte which may occur when under heavy battery load conditions
or overcharging. Outside air is ducted through the battery case by tubing to remove
gasses that may occur if the battery is charged beyond its full capacity. The helicopter
electrical system is used to provide for constant potential charging of the battery. A
temperature sensor is provided for use in the battery overtemperature warning system.

Helicopters With an Aft Battery

On helicopters with aft battery, the battery supplies the DC ESNTL bus when the
BATT switch is placed to ON, external power is not supplied, and battery temperature
is normal. When the No. 1 DC PRI bus is supplied by either generator and the BATT
switch is placed to ON ,if the battery temperature sensed in one of the battery intercell
connections is over 145° ± 5°F (293° ± 41°F), the BATT HOT warning (BATT HOT
caution/advisory panel caution capsule on helicopters without IIDS) and BATT OFF
caution comes on and the battery contactor is automatically deenergized, removing
the battery from its charging source. If the battery is the only source supplying the DC
ESNTL bus, and an overtemperature condition occurs, the BATT HOT warning (BATT
HOT caution/advisory panel caution capsule on helicopters without IIDS) comes on,
but the battery remains connected. The BATT OFF caution will come on when the
BATT switch is placed OFF, or with the BATT switch ON and application of external
power. The use of a battery-external power interlock protects the battery against
gassing (loss of water) and thermal run away by removing the external power charging
source. The battery also supplies the battery control unit when the BATT switch is ON,
and external power is not supplied. Should a ground fault exist on either DC primary
bus, the associated DC control unit will sense ground fault and remove the associated
generator off line by action of the ground fault circuit, before the generator’s associated
current limiter can heat enough to melt its thermal link. Each generator’s output is
supplied to the battery control unit.

24-23
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 For Training Purposes Only S-76C+/C++

NO.2 DC PRI BUS

ESS BUS
WARN
#2
GEN
ESS BUS LOW
#2 DC GEN
ESS BUS
BATT BUS RECOVERY
GCU SW
K85
2 DC GEN
SWITCH K2/DC

THERMAL BATT SW
SWITCH DC ESS BUS
BATT HOT
BATTERY
K9/2R K7/DC
BATT OFF

BCU
K8/DC
#1
GEN
NO.1 DC PRI BUS
#1 DC GEN

K1/DC
BUS TIE OPEN
GCU
1 DC
GEN
SWITCH
K3/DC

EXT PWR EXT PWR MON

SWITCH

K10/DC

K12/DC

Figure 23
DC Power System
R0
 DC POWER SYSTEM (24-31-00) (CONTINUED)
Components (Continued) Should either the No. 1 or No. 2 DC PRI bus experience a low resistance ground, the
Helicopters With Forward Battery load shifting between generators causes the loss of power on both primary buses,
resulting in bus tie contactor K3/DC being deenergized. With the BATT switch ON,
On helicopters with forward battery, the battery supplies the DC ESNTL bus when
battery power is applied to the DC ESNTL bus, but this bus is disconnected from
the BATT switch is placed to ON, external power is not supplied, battery temperature
the primary buses by deenergized bus tie contactor K3/DC. The battery control unit
is normal, and no fault exists on the battery feed line. When the No. 1 DC PRI bus
monitors both generator loads and automatically produces outputs during an overload
is supplied by either generator and the BATT switch is placed to ON, if the battery
condition to energize bus tie contactor K3/DC. Battery current is now available to
temperature sensed in one of the battery intercell connections is over 145° ± 5°F
cause the current limiter of the grounded bus to open.
(293° ± 41°F), the BATT HOT warning (BATT HOT caution/advisory panel caution
capsule on helicopters without IIDS) and BATT OFF caution comes on and the battery
contactor and battery control contactor are automatically deenergized, removing the
battery from its charging source by isolating the battery feed line. If the battery is
the only source supplying the DC ESNTL bus, and an overtemperature condition BATT
occurs, the BATT HOT warning (BATT HOT caution/advisory panel caution capsule
on helicopters without IIDS) comes on, but the battery remains connected. The BATT
DC
OFF caution will come on when the BATT switch is placed to OFF, or with the BATT 3 POWER
switch ON and application of external power. If a fault is detected on the battery feed BATTERY SUPPLY
line (from the battery to the DC junction box) by the current sensitive battery control SWITCH
circuitry, the battery is disconnected from the DC ESNTL bus, and BATT OFF caution D 2
comes on. The use of a battery-external power interlock protects the battery against
gassing (loss of water) and thermal run away by removing the external power charging
NO. 1 GENERATOR 1
source. The battery also supplies the battery control unit when the BATT switch is
ON, and external power is not supplied. Should a ground fault exist on either DC
TRIP
primary bus, the associated DC control unit will sense ground fault and remove the 4 GATE
D
associated generator off line by action of the ground fault circuit, before the generator’s
associated current limiter can heat enough to melt its thermal link. Each generator’s
TIMER
output is supplied to the battery control unit. Should either generator’s output Voltage NO. 2 GENERATOR
BATTERY 5
decrease to the fault level, the current limiter of the grounded bus will be supplied from CONTROL
the battery through the energized bus tie and battery contactors. The battery control UNIT A1/DC
6
unit provides the energizing Voltage for the bus tie and battery contactors. The battery BATT
CONTACTOR
also powers the emergency lighting system.
BATTERY CONTROL UNIT
BUS TIE
DC Junction Box Battery Control Unit CONTACTOR
The battery control unit is used to cause either the No. 1 or No. 2 DC primary bus
current limiter to open in case a short to ground exists on the respective bus. This
short circuit protection will occur if the BATT switch is ON and whether or not a battery
overtemperature condition exists.

Figure 24
Battery Control Unit

24-24
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 For Training Purposes Only
DC POWER SYSTEM (24-31-00) (CONTINUED)
Components (Continued)
DC Junction Box Battery Contactor K7/DC
The battery contactor is used in conjunction with battery control contactor K87 to
connect the battery to the DC ESNTL bus via the battery feed line. When external DC
power is on the helicopter, and the BATT switch is ON, the battery is automatically
disconnected from the helicopter bus system. If the battery is on and either starter/
generator operates as a generator, the battery receives a constant Voltage charge.
The ground for contactor K7/DC and K87 is supplied by the battery feed fault circuitry.
If a fault is detected on the battery feed line, the ground is removed from contactor
K7/DC and K87 that deenergize and open the path from the battery to the DC ESNTL
bus. Contacts of K7/DC and K87 also provide a path to bring on BATT OFF caution/
advisory panel caution capsule.


NOTE: K87 is K1/B on helicopters prior to 0383.
No. 2 Relay Panel Battery Overtemperature Relay K9/2R
Helicopters 0383 and Subsequent
The battery overtemperature relay K9/2R when energized, interrupts the charge path to
the helicopter battery from either or both DC primary buses by deenergizing the battery
contactor K7/DC and battery control contactor K87. The battery overtemperature relay
is energized from the battery through the BATT CONT circuit breaker, through normally
closed contacts of external power contactor K8/DC, through the BATT switch when
ON, and through the battery thermal switch when closed at 145° ± 5°F or greater. The
caution/advisory panel BATT HOT capsule comes on at the same time that K9/2R is
energized, and the caution/advisory panel BATT OFF capsule comes on when K7/DC
and K87 are deenergized by contacts the of K9/2R.
Overhead Quadrant No. 1 and No. 2 DC Generator Disable Switches S10/
QD and S11/QD
The generator disable switch is operated to the closed position when the engine
emergency off lever is moved from its normal position toward the off position. Closing
the disable switch contacts applies a ground to the corresponding DC generator
control panel, which causes the generator output to decrease to zero, and disconnects
the generator from the helicopter bus system.
S-76C+/C++
DC Junction Box No. 2 Generator Bus Sense Relay K70/DC
The DC generator control panels contain bus sensing circuits which require that the
oncoming generator Voltage is greater than the existing bus Voltage by 0.5 VDC,
before the oncoming generator will be automatically connected to the bus when its
generator control switch is placed to ON.
–– In dual generator operation, the No. 1 generator supplies the No. 1 DC primary bus
and the DC essential bus, while the No. 2 generator supplies the No. 2 DC primary
bus. When both generator switches are off, the battery supplies the DC essential
bus. The bus Voltage is supplied to pin A of connector P309 of the No. 1 DC
generator control panel. The same bus Voltage is supplied to pin A of connector
P308 of the No. 2 DC generator control panel through the normally closed contacts
A2 and A3 of relay K70/DC. The generators can be connected to their respective
primary buses in any sequence leading to dual generator operation.
–– After connection to their respective buses (dual generator operation), the
bus sensing circuits of the DC generator control panels must compare
the respective generator output Voltage with that of the bus supplied. The
generator outputs are present at pins B of connectors P309 (No. 1) and
P308 (No. 2). The bus supplied Voltage inputs are present at pins A of
P309 (No. 1 DC primary bus) and P308 (No. 2 DC primary bus). Relay
K70/DC, energized when the No. 2 generator is connected to the No. 2 DC
primary bus, now supplies the No. 2 DC generator control panel with the bus
Voltage through the energized closed contacts A2 and A1. The No. 2 generator
output Voltage is supplied to pin B of P308. The No. 1 generator wiring supplies
No. 1 generator output Voltage and No. 1 DC primary bus Voltage to the No. 1
DC generator control panel without the necessity of a relay. Since each generator
control panel compares its output and bus Voltage, the No. 2 generator will not be
disconnected from its loads when power availability checks are conducted in flight.
Power availability checks require reduction in the respective engine control lever
from maximum governed setting to that of ground idle. Generator shaft speed
and generated Voltage are consequently reduced; however, not to the under-
voltage fail value. Since each generator control panel in dual generator operation
compares generator output and bus Voltages, which are about the same value,
the DC generator control panel bus sensing circuits will not remove generators
from their loads during power availability checks.
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DC Junction Box Limiting Resistors R1/DC AND R2/DC
The DC generator control panels contain Voltage regulator circuits to maintain a
constant DC generator output between no load and full load parameters. The generator
Voltage regulator circuitry is readied for operation during starting mode of the starter/
generator.


NOTE: Operation of the No. 1 and No. 2 starter/generator Voltage regulator
circuits is identical.
–– The No.1 starter/generator energizes its generator field control relay in the
No. 1 generator control panel during the starter mode of operation. To reduce
the possibility of excessive current flow to the Voltage regulator circuitry in the
generator control panel in the starter mode, resistor R1/DC (100 Ω) is connected
in series with the generator control panel circuitry. Resistor R1/DC is connected
in series with the regulator through contacts 11 and 12 of No. 1 engine start
contactor K5/DC during the starting sequence. Both engine start contactors and
their associated limiting resistors are in the DC junction box.
DC Utility Receptacle
The DC utility receptacle, J134, is located on the pilot’s side of the overhead control panel.
It is used to provide 28 VDC power for accessories such as test equipment. 28 VDC power
is supplied to the DC utility receptacle from the No. 2 DC PRI bus, through current limiter
CL2/DC and through the UTIL RECP circuit breaker located in the DC junction box. A
chained cap is used to protect the receptacle when not in use.
DC Junction Box Essential Bus Recovery Contactor K12/DC
The essential bus recovery contactor K12/DC is a metal base, non-hermetically
sealed, 200 Amp DC contactor that has one set of main contacts and two sets of
auxiliary contacts. K12/DC is energized when the ESS BUS RCVRY switch is placed
to ON while No. 2 starter/generator is running with a 28 VDC output. Power is
supplied from the DC ESNTL bus No. 2 DC GEN RESET circuit breaker or the No.
1 DC PRI bus DC GEN WARN circuit breaker, through energized contacts of No. 2
generator contactor K2/DC, and the closed contacts of the ESS BUS RCVRY switch
to the solenoid of K12/DC. When K12/DC is energized, power is supplied from the
No. 2 generator output through No. 2 generator contactor K2/DC, and the bus tie
contactor K3/DC to the DC ESNTL bus. When deenergized, K12/DC completes the
28 VDC path from the No. 1 DC generator control panel to energize No. 1 generator
contactor K1/DC, and also completes the ground path to the solenoid of K3/DC.
When K12/DC energizes, 28 VDC to contactor K1/DC is interrupted, causing K1/DC
to deenergize. The ground path for contactor K3/DC is also interrupted, causing K3/
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
DC to deenergize.
DC Voltage Sensor Relay K85
The DC Voltage sensor relay K85, located in the aft electrical compartment,
is a metal base, hermetically sealed, 10 Amp DC relay that has two sets of
contacts; however, only one set of contacts is used. K85 is energized when the
ESS BUS RCVRY switch is OFF, 28 VDC is supplied to the DC ESNTL bus, and
the ESS BUS SENSE circuit breaker is pushed in. The relay deenergized when
the ESS BUS RCVRY switch is placed to TEST or when DC ESNTL bus Voltage
drops below 23.5 to 24.5 VDC. When energized, K85 interrupts 28 VDC to the
ESS BUS Volts LOW caution capsule on the caution/advisory panel and the ESS BUS
RCVRY light. When deenergized, K85 completes the 28 VDC path from the No. 2 DC
PRI bus ESS BUS WARN circuit breaker to the ESS BUS Volts LOW caution capsule
and the ESS BUS RCVRY light.
Essential Bus Recovery Switch
The ESS BUS RCVRY switch is used to transfer DC ESNTL and No. 1 DC PRI bus
loads to the No. 2 DC starter/generator if the DC ESNTL bus Voltage drops below 23.5
to 24.5 VDC. The switch also has a TEST position that permits testing of the ESS BUS
Volts LOW caution capsule on the caution/advisory panel, the ESS BUS RCVRY light,
and the Voltage-sensing function of K85. When the ESS BUS RCVRY switch is in the
OFF position, the essential bus recovery contactor K12/DC is deenergized, which
allows No. 1 DC starter/generator to supply the No. 1 DC PRI bus and the DC ESNTL
bus. The OFF position also allows DC Voltage sensor relay K85 to energize, which
causes the ESS BUS Volts LOW caution capsule and the ESS BUS RCVRY light to
go off. Placing the ESS BUS RCVRY switch ON, supplies 28 VDC from the DC ESNTL
bus No. 2 DC GEN RESET circuit breaker or the No. 1 DC PRI bus DC GEN WARN
circuit breaker, through energized contacts of No. 2 generator contactor K2/DC, and
through closed contacts of the ESS BUS RCVRY switch to the solenoid of the essential
bus recovery contactor K12/DC. K12/DC interrupts the ground path for the solenoid of
the bus tie contactor K3/DC and the 28 VDC path to the No. 1 generator contactor K1/
DC. This isolates the No. 1 DC starter/generator output from all loads. The DC ESNTL
bus is now supplied by the No. 2 DC starter/generator through energized contactor
K12/DC and deenergized K3/DC. The No. 1 DC PRI bus is now supplied through
energized No. 2 generator contactor K2/DC. When the ESS BUS RCVRY switch is
placed to TEST, resistor R36 reduces the Voltage to terminal Y1 of the DC Voltage
sensor relay K85 from 28 VDC to 22 VDC. Relay K85 deenergizes, completing the 28
VDC path from the No. 2 DC PRI bus and causes the ESS BUS Volts LOW caution
capsule and the ESS BUS RCVRY light to go on.
24-25
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 For Training Purposes Only S-76C+/C++

DC POWER SYSTEM (24-31-00) (CONTINUED)

Components (Continued) Placing BUS FAULT TEST switch to FWD, puts a short circuit across the forward
Essential Bus Recovery Light current transformer CT1; placing the switch to AFT short circuits aft current transformer
CT2. In either case, a differential in current flow is sensed by the ground fault panel
The essential bus recovery light is a single filament light bulb with an amber lens. The light
which then brings on BATT FEED FAULT caution capsule.
is mounted on the right side of the center console above the ESS BUS RCVRY switch. The
essential bus recovery light goes on when the DC ESNTL bus Voltage drops to less than
Current Transformer CT2
23.5 to 24.5 VDC. The light also goes on when the ESS BUS RCVRY switch is placed
Current transformer CT2 senses current flow through the battery feed line connected
to TEST. 28 VDC is supplied to the essential bus recovery light by the No. 2 DC
between battery control contactor K87 (K1/B on helicopters prior to 0383) and DC
PRI bus through the ESS BUS WARN circuit breaker and through the deenergized
junction box battery contactor K7/DC. Current transformer CT2 acts in conjunction
contacts of DC Voltage sensor relay K85. When the DC ESNTL bus Voltage is greater
with current transformer CT1 and the ground fault panel to provide a fault detection
than 23.5 to 24.5 VDC, DC Voltage sensor relay K85 is energized, which interrupts 28
circuit for the battery feed line. If a differential in current flow exists between the two
VDC to the ESS BUS RCVRY light and the ESS BUS Volts LOW caution capsule on
current transformers, the ground fault panel brings on BATT FEED FAULT caution/
the caution/advisory panel. When DC ESNTL bus Voltage drops to less than 23.5 to
advisory panel caution capsule and deenergizes K87 (K1/B on helicopters prior to
24.5 VDC, DC Voltage sensor relay K85 deenergizes and completes the 28 VDC path
0383) and K7/DC. Operation of CT2 is tested by placing BUS FAULT TEST switch,
to cause the ESS BUS RCVRY light and the ESS BUS Volts LOW caution capsule to
on center console, to AFT which short circuits CT2 and causes BATT FEED FAULT
come on.
capsule to come on.
Ground Fault Panel
Battery Circuit Breakers (Helicopters 0383 and Subsequent)
The ground fault panel acts in conjunction with current transformers CT1 and CT2
The battery circuit breakers are mounted on a cover assembly near the battery in the
to provide a fault detection circuit for the battery feed line. When a differential
forward electrical compartment. The BATT CONT circuit breaker is rated at 2 Amp and
current is sensed, the ground fault panel provides a Voltage to bring on BATT FEED
protects the battery from a malfunction occurring in the battery control circuitry. The
FAULT caution/advisory panel caution capsule, and also deenergizes battery control
EMERG LTG circuit breaker is rated at 2 Amp and protects the battery from a fault
contactor K87 (K1/B on helicopters prior to 0383) and battery contactor K7/DC by
occurring in the emergency lighting system.
removing the coil ground. Power for the ground fault panel originates at the battery
and is routed through BATT CONT circuit breaker, BATT switch in the ON position,
Battery Control Contactor K87 (Helicopters 0383 and Subsequent)
and transient protection box. The ground fault panel is protected from induced high-
Voltage transients by the transient protection box. When energized, the primary contacts of battery control contactor K87 close, connecting
the battery to the DC junction box battery contactor K7/DC, via the battery feed line.
Transient Protection Box K87 is energized by battery power when BATT switch is placed to ON, external power
is not available or EXT POWER switch is OFF, no battery overtemperature exists,
The transient protection box is connected in-line with wiring leading to the ground
and no ground fault is sensed by the ground fault panel. Energizing Voltage for K87
fault panel. This assembly contains five Voltage suppressors which protect the ground
and also battery contactor K7/DC originates at the positive terminal of the battery and
fault panel from induced high Voltage transients. This protection is necessary because
is routed through BATT CONT circuit breaker, through auxiliary contacts of external
damage to the ground fault panel could cause the battery to be disconnected from its
power contactor K8/DC, through the contacts of the BATT switch in the ON position,
loads.
and through normally closed contacts of battery overtemperature relay K9/2R, to the
Bus Fault Test Switch S1/BAT K87 and K7/DC solenoids. The grounds for K87 and K7/DC solenoids are supplied
through the transient protection box and ground fault panel. When the battery is not
The BUS FAULT TEST switch S1/BAT tests the operation of the fault protection circuit
connected to the helicopter bus system, normally closed contacts of K87 and K7/DC
for the battery feed line, which consists of current transformers CT1 and CT2, the
route No. 1 DC PRI bus power to brings on BATT OFF caution/advisory panel caution
ground fault panel, and BATT FEED FAULT caution/ advisory panel caution capsule.
capsule.

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Current Transformer CT1
Current transformer CT1 senses current flow through the battery feed line connected
between the A2 terminal of battery control contactor K87 (K1/B on helicopters prior to
0383) and DC junction box battery contactor K7/DC. Current transformer CT1 acts in
conjunction with current transformer CT2 and the ground fault panel to provide a fault
detection circuit for the battery feed line. If a differential in current flow exists between
the two current transformers, the ground fault panel brings on BATT FEED FAULT
caution/advisory panel caution capsule and deenergizes K87 (K1/B on helicopters
prior to 0383) and K7/DC. Operation of CT1 is tested by placing BUS FAULT
TEST switch, on center of console, to FWD which short circuits CT1 and causes
BATT FEED FAULT capsule to come on.
Remote Circuit Breaker RCB1/DC and RCB2/DC
The remote circuit breakers protect various circuits in the DC power system and, once
tripped open, may be reset using a one-half Amp circuit breaker on the overhead circuit
breaker panel. When the one-half Amp circuit breaker is closed (connecting terminal
3 of the remote circuit breaker to ground) and control power is applied, the remote
circuit breaker will be closed. Control power provided at terminal A1 is then conducted
through the remote circuit breaker to terminal A2. In the event of an overload in the
circuit, the remote circuit breaker opens the connection between terminals A1 and A2,
and makes a connection between terminals A1 and 3. The associated one-half Amp
circuit breaker between terminal 3 and ground detects the current surge and opens,
indicating to the flight deck that the remote circuit breaker has opened. Pushing in the
one-half Amp circuit breaker resets the remote circuit breaker, causing the connection
to be made between terminals A1 and A2. Remote circuit breaker RCB1/DC is a 10
Amp circuit breaker that protects the No.1 DC generator from malfunctions within the
No. 1 DC control panel. Pushing in the DFCS No. 1 DC CONT one-half Amp circuit
breaker resets the RCB1/DC. Remote circuit breaker RCB2/DC is a 10 Amp circuit
breaker that protects the No. 2 DC generator from malfunctions within the No. 2 DC
control panel. Pushing in the DFCS No. 2 DC CONT one-half Amp circuit breaker
resets RCB2/DC.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
DC Power System
Battery Power Distribution and Engine Starting (Helicopters With Aft Battery). Engine
starting power is obtained from the helicopter DC essential bus, which may be powered
by the helicopter battery or an external power source. When an external power source is
applied at the external power receptacle, the battery is automatically disconnected from
the helicopter bus system. The battery is connected to the battery feed line when the BATT
switch is ON and no external power is applied. The battery feed line is connected to the
DC essential bus by the battery contactor through an 80 Amp current limiter provided
no battery overtemperature exists. If battery overtemperature occurs, and one or both
generators are supplying the primary buses, the battery is automatically disconnected
from the helicopter bus system and the BATT HOT warning (BATT HOT caution/
advisory panel caution capsule on helicopters without IIDS) and BATT OFF caution
come on. If battery overtemperature occurs, and the generators are not supplying the
primary buses, the BATT HOT warning comes on but the battery continues to supply
the DC essential bus.
Battery Power Distribution and Engine Starting (Helicopters With Forward Battery).
Engine starting power is obtained from the helicopter DC essential bus, which may
be powered by the helicopter battery or an external power source. When an external
power source is applied at the external power receptacle, the battery is automatically
disconnected from the helicopter bus system. The battery is connected to the battery
feed line by the battery control contactor when the BATT switch is ON and no external
power is applied. The battery feed line is connected to the DC essential bus by the
battery contactor through an 80 Amp current limiter provided no battery overtemperature
exists. Two current transformers, along the battery feed line, are used to sense a
fault to ground on the feed line. This signals the ground fault panel to deenergize the
battery control and battery contactors disconnecting the battery feed line from the
battery and the DC essential bus. The ground fault panel also provides battery power
to bring on BATT FEED caution and BATT FEED FAULT LIGHT on center console
(BATT FEED FAULT caution/advisory panel caution capsule on helicopters without
IIDS). If battery overtemperature occurs, and one or both generators are supplying the
primary buses, the battery feed line is automatically disconnected from the helicopter
bus system and the BATT HOT warning (BATT HOT caution/advisory panel caution
capsule on helicopters without IIDS) and BATT OFF cautions come on. If battery
overtemperature occurs, and the generators are not supplying the primary buses, the
BATT HOT warning (BATT HOT caution/advisory panel caution capsule on helicopters
without IIDS) comes on but the battery continues to supply the DC essential bus.
24-26
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 For Training Purposes Only S-76C+/C++

DC POWER SYSTEM (24-31-00) (CONTINUED)

Components (Continued)
The essential bus supplies instruments used during engine start, and also supplies
engine start control circuitry. The battery may be used to start either starter/generator.
The battery output Voltage is taken before the essential bus current limiter CL3/DC
and applied to individual engine start contactors through a master start contactor,
which is energized when the MASTER START switch is placed to ON. The selected
engine start contactor is controlled by START switch circuitry, which is supplied from
the essential bus. The START pushbutton is part of the engine speed control lever.
Operation
When either engine start contactor is energized, the battery output Voltage is supplied
to the starter/ generator. When used as a starter, the starter/generator operates as a
series motor, providing the necessary torque required to drive the engine compressor.
When eit her o p e r a t i n g g e n e r a t o r i s t u r n e d o n , e x t e r n a l p o w e r i s
a u t o m a t i c a l l y d i s c o n n e c t ed by external power interlock relay K10/DC, and the
generator supplies the buses.
External DC power is supplied to the No. 1 and 2 primary buses and the essential bus.
If the BATT switch is ON, application of external power automatically disconnects the
battery feed line from the battery and the essential bus, and causes the BATT OFF
caution to come on.
DC external power may be used to start either starter/generator. The external power is
taken before the essential bus current limiter CL3/DC and is applied to the engine start
contactors through a master start contactor, energized when the MASTER START
switch is placed to ON. When either engine start contactoris energized, the external
power is supplied to the selected starter/generator.

When the selected engine is accelerated to ground idle speed, the associated starter
pushbutton is released. The starter/generator is now available for use as a generator.
If the generator output Voltage is acceptable, placing GENS - DC 1 or GENS - DC 2
(GENERATORS No. 1 DC or GENERATORS No. 2 DC on helicopters prior to 0419)
switch to ON causes the associated DC GEN caution to go off and the generator to
supply the essential bus, its associated primary bus, and the remaining primary bus
through the inactive generator contactor. The generator is protected from a short to
ground occurring on any DC bus by the current limiter associated with that bus.

DC external power supplied to the helicopter will automatically be supplied to the bus
system through the external power contactor, if EXT PWR (EXT POWER on helicopters
prior to 0419) switch is ON, polarity is correct, and both generators are off. Helicopters
0419 and subsequent: The external power contactor K8/DC is energized from the
PSH pin of the external DC power receptacle, through the EXT PWR switch (S-
15) in the ON position, through the polarity protection diode CR5/DC and through
contacts B3 and B2 of the external power interlock relay K10/DC, supplying Voltage
to the external power monitor at pin E of connector P1439R. The positive pin of
the external DC power receptacle supplies 28 VDC through contact A1 of relay
K10/DC and through OVV PROT circuit breaker (CB9/DC) to the external power
monitor at pin G of connector P1439 to energize the Voltage sensor. The pull
in Voltage for the Voltage sensor is 18 ± 0.5 VDC and the dropout Voltage is less
that 17.5 VDC or greater that 30 ± 0.5 VDC. When the Voltage sensor is energized
28 VDC from pin E of connector P1439R is routed through normally open
contacts to pin D of P1439R and then to K8/DC-X1 to energize the relay.

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 DC EXTERNAL POWER (24-40-00)
Overview
An external DC power receptacle is on the helicopter for connection of a 28 VDC power
source. Application of external power source to the helicopter will provide power to all
the helicopter primary and essential buses. The battery is automatically disconnected
from the essential bus when external power is applied to the helicopter. The external
power is automatically disconnected from the helicopter power system when either
generator comes on line.
Helicopters 0419 and Subsequent
The external power contactor K8/DC is energized from the PSH pin of the external
DC power receptacle, through the EXT PWR switch (S-15) in the ON position, through
the polarity protection diode CR5/DC and through contacts B3 and B2 of the external
power interlock relay K10/DC, supplying Voltage to the external power monitor at pin
e of connector P1439R. The positive pin of the external DC power receptacle supplies
28 VDC through contact A1 of relay K10/DC and through OVV PROT circuit breaker
(CB9/DC) to the external power monitor at pin G of connector P1439 to energize the
Voltage sensor. The pull in Voltage for the Voltage sensor is 18 ± 0.5 VDC and the dropout
Voltage is less that 17.5 VDC or greater that 30 ± 0.5 VDC. When the Voltage sensor
is energized 28 VDC from pin e of connector P1439R is routed through normally open
contacts to pin d of P1439R K8/DC-X1 to energize the relay. When either operating
generator is turned on, external power is automatically disconnected by external power
interlock relay K10/DC,and the generator supplies the buses.
Components
DC External Power Receptacle
The DC external power receptacle provides for the connection of a DC external power
source used to supply ground power to the helicopter. When the external power
receptacle door is opened a DOOR OPEN caution capsule on the caution/advisory panel
comes on. The DC external power receptacle contains three terminal pins arranged
horizontally. The polarity of the two large terminal pins from forward to aft is negative
(helicopter ground) and positive. The aft pins are of the power contact type and are of
equal length and diameter. The forward pin controls power and the polarity is positive.
However, this pin is smaller in diameter and shorter in length than the other two pins.
The small pin supplies the DC power distribution contactors. The length of the control
power pin prevents pitting and burning of the large power handling pins if an operating
external power source is plugged in or removed with the EXT POWER switch ON.
The shorter length of the small pin makes certain that both positive and negative power
handling pins are firmly mated before the power control pin is connected.
00 04 24 06 07 08 09 10 11 12 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
When removing the external power plug, the control pin contact is opened before the
power handling pins are disconnected.
DC Junction Box External Power Contactor K8/DC
Helicopters 0419 and subsequent
The external power contactor K8/DC is energized from the PSH pin of the external
DC power receptacle, through the EXT PWR switch (S-15) in the ON position, through
the polarity protection diode CR5/DC and through contacts B3 and B2 of the external
power interlock realy K10/DC, supplying Voltage to the external power monitor at pin E
of connector P1439R. The positive pin of the exyternal DC power receptacle supplies
28 VDC through contact A1 of relay K10/DC and through OVV PROT circuit breaker
(CB9/DC) to the external power monitor at pin G of connector P1439 to energize
the Voltage sensor. The pull in Voltage for the Voltage sensor is 18 ± 0.5 VDC and
the dropout Voltage is less that 17.5 VDC or greater that 30 ± 0.5 VDC. When the
Voltage sensor is energized 28 VDC from pin E of connector P1439R is routed through
normally open contacts to pin D of P1439R and then to K8/DC-X1 to energize the
relay. When either operating generator is turned on, external power is automatically
disconnected by external power interlock relay K10/DC, and the generator supplies
the buses.
DC Junction Box External Power Interlock Relay K10/DC
The external power interlock relay is a double-pole, double-throw relay used to electrically
interrupt external power to the helicopters No. 1 and No. 2 DC PRI buses and the
DC ESNTL bus. The external power interlock relay is energized from the No. 1 or No.
2 DC PRI bus when either or both starter/generators are operating as a generator and
the associated GENERATORS No. 1 DC or No. 2 DC, or both switches are ON. The
generators then supply all DC buses.
24-27
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 TABLE OF CONTENTS
Equipments/Furnishings (25-00-00)....................................................................... 25-1
Flight Compartment (25-10-00).............................................................................. 25-2
Passenger Compartment (25-20-00)...................................................................... 25-3
Interior (25-21-00).................................................................................................. 25-3
Cargo (25-50-00).................................................................................................... 25-5
Baggage Compartment (25-51-00)........................................................................ 25-6

ATA 25 Cargo Hook System (25-52-00)............................................................................. 25-6

Utility Hoist System (25-53-00)............................................................................... 25-8

EQUIPMENT AND FURNISHINGS Emergency (25-60-00)......................................................................................... 25-16

First Aid Kits (25-61-00)........................................................................................ 25-16
Sonic Locator Beacon (25-63-00)........................................................................ 25-16
Emergency Locator Transmitter (25-64-00)......................................................... 25-17

Wiring Diagram
Variable Speed Utility Hoist System..................................................................... 25-12
Two-Speed Utility Hoist System........................................................................... 25-13
Model 42325 Variable Speed Hoist...................................................................... 25-15

04 05 06 07 08 09 10 11 12 18 25
20 21 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

EMERGENCY LOCATOR
TRANSMITTER ANTENNA

SONIC LOCATOR
BEACON
SOUNDPROOFING

PASSENGER
SEATS (TYPICAL)

UTILITY
HOIST

FIRST AID KIT

CERTIFICATE HOLDER

NIGHT FLYING CURTAIN

PILOT SEAT (WITH

SHOULDER HARNESS
AND INERTIA REEL)

BAGGAGE
FIRE EXTINGUISHER COMPARTMENT

PILOT LIFE VEST ASH RECEIVER (TYPICAL )

(PROVISIONS)
FIRE EXTINGUISHER
NAMEPLATE
LIFE VEST
PROVISIONS (TYPICAL)
FLOOR COVERING

CARGO HOOK
COPILOT SEAT (WITH SHOULDER
HARNESS AND INERTIA REEL)

LIFE VEST
PROVISIONS
(TYPICAL)

EMERGENCY LOCATOR
TRANSMITTER
EMERGENCY CARGO DATA POUCH
HOOK RELEASE COPILOT LIFE VEST ASH RECEIVER
(TYPICAL)
HANDLE (PROVISIONS) (TYPICAL)

S-76C+C++_AMM_25-00-00_CC0553

Figure 1
Equipment and Furnishings

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 EQUIPMENT/FURNISHINGS (25-00-00)
Overview
Equipment/Furnishings consist of those removable items contained in the flight,
passenger, and cargo compartments.

Flight Compartment
Flight compartment equipment and furnishings which are installed include:
–– Pilot and copilot seats
–– Safety belts
–– Shoulder harnesses Baggage Compartment
–– Inertia reels
–– Ash receivers and receptacles
–– Certificate holders
–– Nameplate
–– Data pouch
–– Emergency equipment

Passenger Compartment
Passenger compartment equipment and furnishings which may be installed include:
–– Passenger seats
–– Soundproofing
–– Floor covering
–– Emergency equipment

Cargo
Cargo provisions consist of :
–– Baggage compartment
–– External load (cargo hook)
–– Cabin floor cargo tiedown rings
–– Utility hoist

25-1
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

Safety Belts and Shoulder Harness

TRACK

Safety Belt

SEAT

TRACK

COCKPIT
PIN FLOOR

DETAIL A

(TYPICAL, PILOT AND COPILOT SEATS) S-76C+C++_AMM_25-10-01_CK0268

Figure 2
Pilot and Copilot Seats

R0
 FLIGHT COMPARTMENT (25-10-00)
Overview Safety Belts, Shoulder Harness, and Inertia Reels
Flight compartment equipment and furnishings consist primarily of those items The safety belts, shoulder harnesses, and inertia reels are provided for the safety of
necessary for the comfort and safety of the pilot and copilot. the pilot and copilot in case of a violent maneuver or crash. A shoulder harness and
lap-type safety belt with crotch strap are installed on both the pilot and copilot seats.
Flight compartment equipment includes: The shoulder harnesses, attached to the inertia reels behind each seat, extend over
–– Pilot and copilot seats the top of the seat back and fasten to the safety belt buckles.
–– Safety belts The safety belts are bolted to fittings at the side of each seat and are adjustable. The
–– Shoulder harnesses crotch strap attaches to the front of the seat support, runs through the seat cushion,
–– Inertia reels and connects to the buckle. The inertia reel control lever, on the lower left side of each
–– Ash receivers and receptacles seat, has a locked and unlocked position. When the control is in the unlocked position,
–– Certificate holder the reel harness cable is free to extend up to 18 inches (45.72 cm), allowing the pilot
or copilot to lean forward. In emergencies, two to three Gs of force will automatically
–– Data pouch
lock the reel harness cable. The reel will then remain locked until the control lower is
–– Nameplate placed in the manually locked position and then returned to the unlocked position. The
–– First aid kit control is kept unlocked during normal flight. The manually locked position is used only
when a crash landing is anticipated. It holds the pilot and copilot securely in their seats
Components and prevents them from being thrown forward.
Pilot and Copilot Seats
The pilot and copilot seats (76210-02000 series) are on parallel tracks bolted to the Ash Receivers and Receptacles
cockpit floor. The pilot’s seat is on the right. Both seats have safety belts, shoulder An ash receiver and receptacle for the pilot and copilot is in the cockpit on the forward
harnesses, and inertia reels. Each seat is pinned to the seat tracks in a single position, portion of each door. Ash receivers and receptacles for the passengers are also in the
and has a vertical adjustment control for height adjustment. Seats are held in a single cabin, on the upper portion of the pilot, copilot, and passenger seat backs. To empty
position by a spring-loaded pin from seat to track only. Seat height is adjusted by an ash receiver, depress grate-tab and pull receiver out of receptacle.
moving a lever on the forward left side of each seat. Height adjustment is done by
varying the weight on the spring suspended seat while the lever is held up. Cushions, Data Pouch
fitted to the seat structure, are provided for both the pilot and copilot seats. Sheepskin Data pouches are in the cockpit, on the cockpit doors. These pouches may be used
or leather seat covers are installed on the pilot and copilot seats. Provisions for for storage of maps, flight manual, and other necessary data.
stowage of life vests are under the pilot and copilot seats.
Nameplate
The pilot and copilot seats (76210-01800 series) are mounted on fittings bolted to The nameplate, on the pilot side of the center console, lists the helicopter model
the cockpit floor. The pilot’s seat is on the right. Each seat has a five point harness number, serial number, manufacturer’s number, and date of manufacture, type
with inertia reel that restrains the crew but allows freedom of movement. Each seat certificate number, and production certificate number.
is pinned to the floor fittings in a single position and has a vertical adjustment control
for height adjustment. Seat height is adjusted by moving a handle at the front of each Certificate Holder
seat. Height adjustment is done by varying the weight on the spring suspended seat A certificate holder, on the pilot side of the flight controls enclosure, incorporates
while the lever is held up. Cushions, fitted to the seat structure, are provided for both a transparent Plexiglas guard to protect and display the helicopter certificates.
the pilot and copilot seats. Sheepskin or leather seat covers are installed on the pilot Regulations require the display of certificates of registration and airworthiness so they
and copilot seats. Provisions for stowage of life vests are under pilot and copilot seats. are visible to passengers and crews.

25-2
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

FWD
5−PLACE PASSENGER
SEAT (DIVAN−TYPE)

B LIFE VEST PROVISIONS

(TYPICAL, FOR DIVAN
SEAT OCCUPANTS)

BL
0

LIFE VEST
PROVISIONS
(TYPICAL FOR (TYPICAL)
BENCH SEAT
OCCUPANTS) DETAIL A

4−PLACE PASSENGER 4−PLACE PASSENGER 5−PLACE PASSENGER

SEAT (BENCH−TYPE) SEAT (BENCH−TYPE) SEAT (DIVAN−TYPE)
AFT FACING FORWARD FACING
S-76C+C++_AMM_25-21-01_CB0380

SEAT LEG
SEAT STUD

4−PLACE PASSENGER
SEAT (BENCH−TYPE) (TYPICAL)

DETAIL B S-76C+C++_AMM_25-21-01_CK0269

Figure 3 Figure 4
Passenger Seating Arrangement Passenger Seats

R0
 PASSENGER COMPARTMENT (25-20-00)

NOTES:
Overview
Passenger compartment equipment and furnishings consist primarily of those items
necessary for the comfort and safety of the passengers. Passenger compartment
equipment and furnishings include: passenger seats with safety belts, ash receivers,
soundproofing, and floor covering.

INTERIOR (25-21-00)
Overview
The interior consists of seven, eight, eleven or thirteen-place seating configurations,
consisting of combinations of a four or five place divan, one or two four-place bench-
type seats or two single bench-type seats, soundproofing on cabin walls and overhead,
cabin lighting, electrical/avionics, IV support equipment and floor covering. Other
interior arrangements may consist of police or medical evacuation (stretcher/litters)
mission-related equipment. Interiors are color co-ordinated.

Components
Passenger Seats
Seven, eight, eleven, or thirteen-place passenger seat configurations are provided
in the cabin. In the seven-place seat configuration, the five-place divan is used in
addition to two forward facing single seats. A mission console is on the left side of
the forward cabin and an equipment rack is on the right side of the forward cabin in
the seven-place seating configuration. The eight-place seat configuration uses a four-
place divan with four aft facing single bench-type seats. The eleven and thirteen-place
seat configurations both use the five-place divan with four aft facing single bench-
type seats in the forward cabin. With the eleven-place seat configuration, two single
bench-type seats are installed in the center cabin each facing outboard towards the
door. The thirteen place seat configuration uses four forward facing single bench-type
seats installed in the center cabin. Ash receivers and stowage pockets are provided in
the cabin. The two outboard seat backs, on the divan seats, are removable, providing
access to a stowage compartment behind the seats. The bench-type seats have legs
that secure to seat studs that are recessed in the cabin floor. The divan seat, in the
aft cabin, is bolted to the deck. All passenger seats have removable seat and back
cushions. All passenger seats have seat belts. Seat fabrics are color-coordinated to
match helicopter interiors. Life vest provisions are under the forward edge of each
seat except for the divan seat where the life vests are stowed in compartments located
behind the seat back cushions.

25-3
00 04040505
06 06
07 08
07090810 09
11 12
10 18
112012
21 25 26 272528 26
29 30
27 32
283529
36 30
38 49
32513552 36
53 54
38 55
495651
57 52
60 61
53 625463 55
64 65
56 66
5767 R0
 For Training Purposes Only S-76C+/C++

EMERGENCY LOCATOR
TRANSMITTER ANTENNA

SONIC LOCATOR
BEACON
SOUNDPROOFING

PASSENGER
SEATS (TYPICAL)

UTILITY
HOIST

FIRST AID KIT

CERTIFICATE HOLDER

NIGHT FLYING CURTAIN

PILOT SEAT (WITH

SHOULDER HARNESS
AND INERTIA REEL)
BAGGAGE
FIRE EXTINGUISHER COMPARTMENT

ASH RECEIVER (TYPICAL)

PILOT LIFE VEST
(PROVISIONS) FIRE EXTINGUISHER

NAMEPLATE LIFE VEST

PROVISIONS (TYPICAL)

FLOOR COVERING
CARGO HOOK

COPILOT SEAT (WITH SHOULDER

HARNESS AND INERTIA REEL)
LIFE VEST
PROVISIONS (TYPICAL)

EMERGENCY LOCATOR
EMERGENCY CARGO DATA POUCH TRANSMITTER
COPILOT LIFE VEST ASH RECEIVER (TYPICAL)
HOOK RELEASE
(PROVISIONS) (TYPICAL)
HANDLE

Figure 5
Equipment and Furnishing

R0
 INTERIOR (25-21-00) (CONTINUED)

NOTES:
Components (Continued)
Soundproofing
Sound-absorbing blankets (soundproofing) are installed in the cabin in removable
panel sections. The panels are white and are installed on the cabin ceiling, sidewalls,
and aft bulkhead. They are attached to the cabin structure by double-stick tape around
the outer edges and around the edges of the cutouts in the blankets. The cabin ceiling
is made up of five panels. Five sound-absorbing blankets are used; a separate blanket
covers each of the three center panels, and two blankets cover the two longitudinal
ducts. Each sidewall is made of two panels, one on each side of the cabin door. Each
sidewall panel has a cutout for a cabin window. The aft bulkhead is covered by a single
panel, which is part of the station 210 headrest. Cutouts in the overhead panels are for
air gaspers, cabin lighting, electrical/avionics and IV support equipment. Cutouts are
provided throughout the sound absorbing blankets to allow for installation of mission-
related equipment. The edges of these cutouts are attached to their respective panels
by double-stick tape. Any remaining gaps at cutout areas are closed and secured by a
strip of sealing tape adhered to both the equipment and the blanket.

Floor Covering
Cabin floor covering is provided for the helicopters. Closeout skirts, made of the same
material as the floor covering, are provided for the aft side of the aft-facing bench
seat base and for the vertical structure, at station 188, forward of the aft forward-
facing divan. The covering is a durable covering that can be easily removed from the
helicopter.

Night Flying Curtain

Night flying curtains, attached to tracks on the overhead headliner between the cockpit
and cabin, may be drawn to separate the cabin area from the cockpit. The curtains
are made of material that keeps glare and reflections from entering the cockpit when
night flying is required with cabin lighting turned on. The curtains may be unhooked
and removed from the tracks.

25-4
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

ATTENDANT
SEAT
STRETCHER /
LITTER
SUPPORT
PANEL

STRETCHER / STA
LITTER 188
WL
71

RACK STRETCHER /
LITTER

SUPPORT STA
PANEL 148.5

ENERGY
WL
ABSORBING 58
PADDING SUPPORT
STA PANEL
BL 120 RACK
31
SUPPORT

D
FW FLOOR

S-76C+C++_AMM_25-21-05_CB0381

Figure 6
Strechers/Litters

R0
 INTERIOR (25-21-00) (CONTINUED)
Components (Continued)
Stretcher/Litters
The cabin can be fitted with a three-person stretcher/litter and a two-person attendant
seat. Two removable stretchers are mounted on a rack installed in the forward cabin
between stations 120 and 149. A single removable stretcher is mounted on a removable
support panel in the aft cabin between stations 188 and 207. Each litter has a set of
wheels at one end which, when properly seated in the rack of the support panel,
mates with recessed wheel cups. The opposite end of each litter has a set of posts
which mate and seat into receptacle cups in the rack or the support panel. Stretcher
stop and restraint assemblies also fasten the stretchers in the locked position. The
foldable attendant seat is forward of the single stretcher in the aft cabin between
stations 174 and 188. The attendant seat legs secure to studs recessed in cabin floor
pan assemblies. Lap belts and shoulder harnesses are provided for each stretcher
and attendant seat.
Strechers/Litters
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
CARGO (25-50-00)
Overview
Cargo provisions consist of a baggage compartment, which can stow and can
carry up to 600 lbs (272 kgs) of cargo. The optional external load of 3,300 lbs
(1,496.88 kgs) can be carried under the helicopter. Cargo tiedown rings are in the
cabin flooring for restraining cargo. The utility hoist may be installed to provide an
external lifting capability of 600 lbs (272 kgs).
Components
Cargo Tie-down Rings
Cargo tie-down rings are installed in the cabin floor. Sixteen tiedown rings, eight in the
left floor panel and eight in the right floor panel, are a means of restraining cargo in the
cabin area. These rings are fastened to pans that are recessed into the floor panels.
Four additional pan assemblies are installed in the cabin floor for seat attachment.
These pans have seat attachment studs only.


CAUTION: Cargo tiedown rings should not be loaded laterally when a ring
is vertical. The ring should be free to swivel so the tension is
applied to the top of the ring rather than the side.
25-5
R0
 For Training Purposes Only S-76C+/C++

CARGO HOOK SWITCH

HOOK
WARN P232 J232
OFF
P217 / J217 2
NO. 1 RELAY PANEL 2 e S30
AMP
P125 / J3 / 1R
3 ARM
P105 / J2 / 1R d
NO. 1 DC
BUS
UPPER CIRCUIT PRI HOOK MASTER SWITCH PANEL
CONT 3
BREAKER PANEL
10 A RELEASE SOLENOID
P115 / J115 AMP 1
2
P207 / J207

B X1 2 1
X2
SAFETY
K13 / 1R SWITCH

A
LOAD BEAM
P232 / J232 SWITCH
CARGO HOOK AND
YOKE ASSEMBLY
P216 / J216 LINKAGE
EMERGENCY CARGO HOOK SWITCH
RELEASE HANDLE
P215 / J215
J201 CARGO HOOK

P218 / J218 P1
P221 / J221 J200
HOOK
f
OPEN

d HOOK
S3 ARMED
ICS
CARGO
HOOK
RADIO IIDS

IM J200
TR L
INVERTERS RE
J CARGO
CARGO
HOOK FLOATS NO. 1 NO. 2 AC HOOK
K S3
TEST

OFF OFF OFF OFF OFF PILOT CYCLIC STICK

ARMED ARMED ON ON ON J201

J
CARGO
HOOK
K S3
OVERHEAD SWITCH PANEL CYCLIC STICK GRIP
DETAIL B DETAIL A
S-76C+C++_AMM_25-52-00_CC0554_R COPILOT CYCLIC STICK

S-76C+C++_AMM_25-52-00_CC0563

Figure 7
Cargo Hook System

R0
 BAGGAGE COMPARTMENT (25-51-00)
Overview
The baggage compartment is aft of the cabin between stations 215 and 255. Entry
to the baggage compartment is through a baggage compartment door on each side
of the helicopter. The compartment can store up to 600 lbs of baggage. A light inside
the baggage compartment goes on when a baggage compartment door is opened. A
caution capsule, labeled DOOR OPEN on the caution/advisory panel, goes on when
the baggage compartment door is not in the closed and locked position. This caution
capsule is also interconnected electrically to the helicopter cockpit and cabin doors. Cargo Compartment
The fuel tanks may be reached through the baggage compartment floor. The electrical
compartment may be reached through the aft bulkhead of the baggage compartment.
A smoke detector is also installed in the baggage compartment.

CARGO HOOK SYSTEM (25-52-00)

Overview
The cargo hook system consists of: A cargo hook attached to a yoke assembly
under the helicopter between stations 175 and 188; an EMERGENCY CARGO
HOOK RELEASE handle on the center console, with a cable linking it to the cargo
hook; a CARGO HOOK ARMED OFF switch on the master switch panel; a CARGO
HOOK switch on the cyclic stick grip; a HOOK OPEN and a HOOK ARMED advisory
capsule on the caution/advisory panel; and a cargo hook relay (K13/1R), on the No.
1 relay panel in the cockpit overhead. With the CARGO HOOK ARMED OFF switch
at ARMED, the HOOK ARMED advisory capsule will go on. Then, by pressing the
CARGO HOOK switch, the cargo hook will electrically release, and the hook load
beam will open. At the same time, the HOOK OPEN advisory capsule will go on. The
cargo hook will then close and the HOOK OPEN advisory capsule will go off; however,
it may occasionally be necessary to press and release the cyclic stick grip CARGO
HOOK switch a second time. This is normal operation. Electrical power for the system
is provided by the NO. 1 DC PRI bus at 28 Volts, and is protected by the HOOK CONT
and HOOK WARN circuit breakers on the upper circuit breaker panel.

25-6
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

JUNCTION
BOX STA
188
(NOTE 2)
BL
0
D PULLEY
FW PULLEY

PINS

FITTING

A FITTING
STA YOKE
175 D
CLAMPS, SCREWS, FW
WASHERS, NUTS, FITTING COTTER PIN
CLIPS, SCREWS
(NOTE 2)

PINS
SPRING
SHAFT
BOLT, WASHER,
COVER PLATE NUT, COTTER PIN
STRAIN GAGES
CABLE
(NOTE 2)

ELECTRICAL WASHER(S)
CONNECTOR (NOTES 1 AND 2)
PULLEY

(NOTE 2)

BUSHING
EMERGENCY
RELEASE BEAM
CABLE
YOKE

WASHER(S)
(NOTES 1 AND 2)
FITTING

DETAIL A

NOTES CARGO HOOK

ELECTRICAL
1. IF REQUIRED, ADD WASHER(S) CONNECTOR
(AN960-1016L) TO PROVIDE A SNUG FIT.
2. ON CARGO HOOK INSTALLATION WITH
S-76C+C++_AMM_25-52-01_CC0560
LOAD INDICATING SYSTEM INSTALLED.

Figure 8
Cargo Hook

R0
 CARGO HOOK SYSTEM (25-52-00) (CONTINUED)
Components Cargo Hook Relay
Cargo Hook The cargo hook relay (K13/1R) is installed in the No. 1 relay panel in the cockpit
The cargo hook is attached to the underside of the helicopter between stations 175 and overhead (left side). The cargo hook relay controls electrical power to the cargo hook
188. The cargo hook installation is rated for 3,300 lbs, and may be operated electrically release solenoid. The relay (K13/1R) is electrically energized when the CARGO HOOK
by the CARGO HOOK switch on the cyclic stick grip, or manually by the EMERGENCY button on the cyclic control stick is pressed.
CARGO HOOK RELEASE handle on the center console. The cargo hook contains an
open throat load beam that supports the load during carrying operations. The beam

NOTES:
is pivoted at one end and may be released electrically or manually. The hook load
beam automatically returns to the closed position when the load is released. Manual
release is done by pulling the EMERGENCY CARGO HOOK RELEASE handle on
the center console or by actuation of the release handle on the side of the hook.
Electrical operation of the cargo hook is done by placing the CARGO HOOK OFF
ARMED switch, on the master switch panel to ARMED, and by pressing the CARGO
HOOK switch on the cyclic stick grip. To close the cargo hook and turn off the HOOK
OPEN advisory capsule, it is occasionally necessary to press and release the cyclic
stick grip CARGO HOOK switch a second time. This is normal operation.

Electrical Release Control

The cargo hook system electrical release control consists of: a CARGO HOOK OFF
ARMED switch, on the master switch panel; a CARGO HOOK release button on
the cyclic stick grip; a HOOK OPEN and a HOOK ARMED advisory capsule, on the
caution/advisory panel; and a cargo hook relay (K13/1R), on the No. 1 relay panel in
the cockpit overhead. With the CARGO HOOK OFF ARMED switch at ARMED, the
HOOK ARMED advisory capsule will go on. Then, by pressing the CARGO HOOK
button, the cargo hook will electrically release, and the hook load beam will open. At
the same time, the HOOK OPEN advisory capsule will go on. Electrical power for the
system is provided by the No. 1 DC PRI bus at 28 Volts, and is protected by the HOOK
CONT and HOOK WARN circuit breakers on the upper circuit breaker panel.

Emergency Release Control

The emergency release control consists of a T-handle marked EMERGENCY CARGO
HOOK RELEASE on the center console, and a cable assembly connecting the handle
to the cargo hook. By pulling the T-handle, the cargo hook is manually tripped, releasing
the load from the hook load beam.

25-7
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

TERMINAL HOIST FAN

BOARD TB15 BAGGAGE HOIST / ECU CONTROL RELAY
P391 / COMPARTMENT INTERLOCK K67
J391 BULKHEAD RELAY K43 A1
B K5 B2
PILOT CONTROL CR2 B3

CONNECTOR J387 HOIST CABLE B3 B2

CR3
SHEAR TEST / K6
A1
CONTINUITY A2
C CIRCUIT RELAY K8
PENDANT\ CL1
CONNECTOR
A1 CL2
J386 A2

HOIST WL
85 B2 B3
CONNECTOR POWER IN CR1
F J385
K4
CONNECTOR
D D TERMINAL
FW J388
POWER OUT BOARD TB6 CL3
E G (SEE NOTE)
LOWER CIRCUIT CONNECTOR
HOIST PALLET
BL

BREAKER PANEL
30
LH
P384 (TYPICAL) DETAIL G
BL
20
LH

P387 /
J387 DETAIL H
A H HOIST POWER HOIST CONTROL
P386 / CIRCUIT BREAKER CIRCUIT BREAKER
J386
P385 /
P388 / J385
J388 HOIST
P384 /
J J384
HOIST CABLE 125 10
HOIST POWER
SHEAR SWITCH
SWITCH S58 HOIST BUS CONTACTOR
S101
CONTROL RELAY K11 POWER CONTROL
HOIST CONTROL

ON CUT AFT ELECTRICAL

NO. 2 GENERATOR COMPARTMENT
LINE CONTACTOR DETAIL E
K2
OFF OFF PENDANT CORD
CONNECTOR
HOIST POWER CABLE SHEAR
D
FW J390 / P390
BL CENTER CONSOLE
D 31 DETAIL J
FW
NO. 1 GENERATOR
CUTTER LINE CONTACTOR K1 HOIST BUS CONTROL
RELAY K2−B2
DC JUNCTION POWER BOX
DETAIL F

UTILITY HOIST TERMINAL BOARD UTILITY HOIST

P393 / J393 HOIST HOIST CONTROL (TBCH) CONTROL
P394 / J394 BOOM PANEL J409 POWER
FWD
CONTROL
SWITCH

STA
143
COOLING PENDANT
FAN P396 STORAGE DW
N HO

COMPARTMENT
UP IS
T O
FF

INVERTER
POUCH A10
SHEAR TEST

PENDANT HOIST
TEST

DETAIL A
ARM
CONTROL
POWER
SWITCH
(TYPICAL) CABLE CUTTER P391 / J391 OVERHEAT
ON
CABLE CUT DETAIL D
INSPECTION WARNING LIGHT
WINDOW BUMPER

FW FORWARD CABIN OVERHEAD

D (RIGHT SIDE)
NOTE
(LOOKING UP AND OUTBOARD)
ON HELICOPTERS WITH AUX DC (TYPICAL)
JUNCTION BOX INSTALLED. HOOK S-76C+C++_AMM_25-53-00_CC0561_1A_R
DETAIL B DETAIL C

Figure 9
Variable Speed Utility Hoist System

R0
 UTILITY HOIST SYSTEM (25-53-00)
Overview The various relays provide the necessary interaction among the individual electrical
Variable Speed Hoist circuits, including automatic speed change of the hoist. The current limiters, in the
DC junction box, function with this speed change feature. The hoist system receives


NOTE: There are three operational descriptions depending on hoist electrical power at 28 Volts from the DC hoist bus through the 125 Amp HOIST POWER
configuration, one for helicopters with variable speed hoist installed, and 10 Amp HOIST CONTROL circuit breakers, aft of baggage compartment near ac
one or helicopters with two-speed hoist installed and one for helicopters junction box, and from the DC essential bus through the 7.5 Amp HOIST SQUIB circuit
with model 2,325 variable speed hoist installed. Refer to the applicable breaker on the lower circuit breaker panel at the flight controls enclosure.
operational description as required.
The utility hoist system consists of a hoist, cooling fan, inverter, controller, HOIST

NOTES:
POWER OFF/ON switch, utility hoist control panel, cabin hoist control pendant,
CABLE CUT switch, five relays, three circuit breakers, and two current limiters. The
hoist has a 600 lb capacity, is electrically operated, and has variable operating speeds.
The hoist, cooling fan, and inverter are enclosed in a fiberglass fairing and supported
by a tubular boom on the right side of the helicopter above the cabin sliding door.
When the hoist and boom are removed, a cap is installed in the opening of the fitting
that supported the boom, and is pinned in place to make the opening watertight. The
hoist contains 180 usable ft of cable and has a guillotine-type cable cutter and an
automatic cable brake. Twenty ft at each end of the cable is painted orange. The hoist
hook has two throats and a hole for attaching a guide line. The controller is attached to
the left forward bulkhead inside baggage compartment. It controls all electrical, power
for the hoist system. The HOIST POWER OFF/ON switch on the center console, is the
master control switch for the hoist system.

The hoist is operated from the cabin by the portable handheld pendant. A guarded
CABLE SHEAR switch, on the cockpit center console, is provided for the pilot/copilot.
A guarded CABLE CUT switch, on the hoist control panel on the cabin right side, is
provided for the crew. Each of these switches controls the electrically fired, guillotine-
type cable cutter for cutting the cable at the hoist in case of an emergency. A manual
cable cutter is also provided for emergency cable cutting in case the guillotine-type
cutter should malfunction. The manual cutter is stowed in a pouch attached to the
right forward cabin floor at about station 143; a 6 ft chain fastens the cutter to a tab
secured to the floor inside the pouch. A safety harness, for attaching to a cabin floor
tiedown ring, is provided for the cabin operator. A cable cut test circuit is provided
on the hoist control panel which contains a TEST/ARM switch and a yellow SHEAR
TEST light. The panel also has a green POWER ON light, which lights to indicate that
electrical power is applied to the panel. The circuit provides an electrical check of the
integrity of the complete cable cut circuitry, including the squib cartridge that operates
the guillotine-type cable cutter, without actually firing the squib cartridge; the circuit
also checks the O/T WARN light on the pendant.

25-8
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 For Training Purposes Only S-76C+/C++

PENDANT
P385 / J385 CONNECTOR POWER IN HOIST POWER HOIST CONTROL
HOIST FAN J386 CONNECTOR CIRCUIT BREAKER CIRCUIT BREAKER
P386 / J386 CONTROL HOIST P388
P387 / J387 RELAY K67 (SEE NOTE 1) CONNECTOR
J385 POWER OUT
C P397 HOIST CABLE SHEAR CONNECTOR
P391 / J391 HOIST MOTOR J384 HOIST
TEST / CONTINUITY
SPEED−CONTROL
RELAY K44 CIRCUIT RELAY K8
TERMINAL
CONTROLLER
BOARD TB15 GROUND 125 10
RESISTOR GND388
R19
POWER CONTROL
E
B F
AFT ELECTRICAL
COMPARTMENT
RESISTOR DETAIL F
LOWER CIRCUIT D H R20
BREAKER PANEL G
A
J202 PILOT CONTROL HOIST BUS CONTACTOR
CONNECTOR
TERMINAL GND HOIST MOTOR DC J387 CONTROL RELAY K11 / DC
BOARD TB6 POWER CONTACTOR
TB6 RELAY K43 HOIST
P388 / J388 CONTROLLER
J HOIST BUS CONTROL
P384 / J384 HOIST POWER RELAY PANEL RELAY K2−B2 / DC
P110 (AFT CABIN, RIGHT SIDE, IN BACK (SEE NOTE 2)
DETAIL H
OF 4−PLACE DIVAN SEAT)

HOIST DETAIL G
J203 CONTROL CENTER
PANEL CONSOLE
P218 / J218
P389 / J389

BL CABLE
CUTTER 31
SHEAR HOIST CONTROL
PWR HOIST
ON PILOT UP
O O
F F CURRENT
F F LIMITER
D CREW DWN
FW CL5 / DC

DC POWER
JUNCTION BOX
STA
143 DETAIL J DETAIL E CURRENT
TERMINAL BOARD LIMITER
POUCH (TYPICAL) HOIST CONTROL (TBHC) CL4 / DC
PENDANT CORD
UTILITY HOIST
HOIST CABLE CONNECTOR
DETAIL A
SHEAR TEST / ARM P393 / J393 P390 / J390
SWITCH S58 P394 / J394
HOIST
BOOM
COOLING
T
IS
O
H

FAN P396
T
S
E

HOIST SHEAR
T

INVERTER A10
R

SWITCH S57
T

A
IS
O
H

(CREW) POWER
LT

J391 CABLE CUTTER CONTROL

T
S

INSPECTION WINDOW
E

SWITCH
T

NOTES CIRCUIT CONTINUITY BUMPER PENDANT

TEST LIGHT DS26 N
DW
UP

1. ON HELICOPTERS PRIOR TO 0155.

HO O

FW
FF

D
IS

OVERHEAT
T

FW
2. ON HELICOPTERS PRIOR TO 0351 NOT FORWARD CABIN D WARNING LIGHT HOIST
MODIFIED BY ALERT SERVICE OVERHEAD (RIGHT SIDE)
(LOOKING UP AND OUTBOARD) HOOK CONTROL
BULLETIN NO. 76−24−9, K2−B2 LIES SWITCH
(TYPICAL)
FLAT AND K12 IS NOT INSTALLED. DETAIL C PENDANT STOWAGE COMPARTMENT
DETAIL B
DETAIL D S-76C+C++_AMM_25-53-00_CB0384_1R

Figure 10
Two Speed Utility Hoist System

R0
 UTILITY HOIST SYSTEM (25-53-00) (CONTINUED)

NOTES:
Overview (Continued)
Two-Speed Hoist
The utility hoist system consists of a hoist, cooling fan, inverter, controller, hoist control
panel, pendant, cable shear switches, cable shear/continuity test circuit, various
relays, two resistors, three circuit breakers, two current limiters, and the necessary
electrical wiring. The hoist has a capacity of 600 lbs, is electrically operated, and has
two operating speeds. The hoist, cooling fan, and inverter are enclosed in a fiberglass
fairing and supported by a tubular boom on the right side of the helicopter above the
cabin sliding door. When the hoist and boom are removed, a cap is installed in the
opening of the fitting that supported the boom, and is pinned in place to make the
opening watertight. The hoist contains 180 usable ft of cable and has a guillotine-type
cable cutter and an automatic cable brake. 20 ft at each end of the cable is painted
orange. The hoist hook has two throats and a hole for attaching a line.

The controller is on the right side of the cabin aft bulkhead, behind the divan. It controls
all electrical power for the hoist system. The hoist control panel, in the cockpit on the
left side of the center console, is the master control panel for the hoist system. The
pendant is a handheld portable unit used to operate the hoist from the cabin. There is
a pendant stowage compartment under the aft right cabin window. A guarded SHEAR
switch is provided for the pilot/copilot and for the crew. Each of these switches controls
the electrically fired, guillotine-type cable cutter for cutting the cable at the hoist in case
of an emergency. A manual cable cutter is also provided for emergency cable cutting
in case the guillotine-type cutter should malfunction. The manual cutter is stowed in
a pouch attached to the right forward cabin floor at about station 143; a 6 ft chain
fastens the cutter to a tab secured to the floor inside the pouch. A safety harness, for
attaching to a cabin floor tiedown ring, is provided for the cabin operator. A recessed
hand grip (handle) at the forward edge of the door opening is also provided for the
operator. The cable shear/continuity test circuit contains a HOIST-TEST-ARM switch
and a HOIST-TEST LT light. The circuit provides an electrical check of the integrity of
the complete shear circuitry, including the squib cartridge that operates the guillotine-
type cable cutter, without actually firing the squib cartridge; the circuit also checks
the overheat warning light on the pendant at the same time. The various relays and
resistors provide the necessary interaction among the individual electrical circuits,
including automatic speed change of the hoist. The current limiters, in the DC junction
box, function with this speed change feature. The hoist system receives electrical
power at 28 Volts from the DC hoist bus through the 125 Amp HOIST POWER and
10 Amp HOIST CONTROL circuit breakers in the electrical compartment, and from
the DC essential bus through the 7.5 Amp HOIST SQUIB circuit breaker on the lower
circuit breaker panel at the flight controls enclosure.

25-9
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

P385 / J385 HOIST PENDANT

CONTROL CENTER CONNECTOR POWER IN
P386 / J386 J386 CONNECTOR
PANEL CONSOLE P388
P387 / J387 HOIST
CONNECTOR
C P397 J385 POWER OUT
P391 / J391 CONNECTOR
J384

TERMINAL
CABLE
SHEAR
HOIST CONTROL
CONTROLLER
BOARD TB15 PWR HOIST GROUND
ON PILOT UP GND388
O O
F F
E F F
F CREW DWN

B
D
H
LOWER CIRCUIT G
BREAKER PANEL A DETAIL J
J202 PILOT CONTROL
CONNECTOR
J387
HOIST FAN
P388 / J388 CONTROL HOIST
HOIST POWER HOIST CONTROL
J RELAY K67 (SEE NOTE 1) CONTROLLER
CIRCUIT BREAKER CIRCUIT BREAKER
P384 / J384 HOIST CABLE SHEAR
HOIST MOTOR
P110 TEST / CONTINUITY (AFT CABIN, RIGHT SIDE, IN BACK
SPEED−CONTROL
CIRCUIT RELAY K8 OF 4−PLACE DIVAN SEAT)
RELAY K44
HOIST
DETAIL G

J203 RESISTOR
R19 125 10
P218 / J218
P389 / J389
POWER CONTROL

BL
CUTTER 31
RESISTOR
R20 PENDANT CORD
CONNECTOR AFT ELECTRICAL
COMPARTMENT
P390 / J390
DETAIL F
TERMINAL GND HOIST MOTOR DC
BOARD TB6 POWER CONTACTOR
TB6 RELAY K43 HOIST BUS CONTACTOR
CONTROL RELAY K11 / DC
HOIST POWER RELAY PANEL
STA
143
DETAIL H HOIST BUS CONTROL
POUCH RELAY K2−B2 / DC
(SEE NOTE 2)
DETAIL A POWER
(TYPICAL) CONTROL
TERMINAL BOARD
SWITCH
HOIST CONTROL (TBHC) UTILITY HOIST
HOIST CABLE P393 / J393
SHEAR TEST / ARM
CABLE
SHEAR P394 / J394 IS
N HO
DW
UP
HOIST
CONTROL
T OF

SWITCH S58 HOIST

F

OVERHEAT
ARM
POWER
COOLING BOOM WARNING LIGHT SWITCH
OFF
FAN P396
T
IS
O
H

TEST
T
S
E

HOIST SHEAR
T

R
T

A
IS

SWITCH
O

INVERTER A10 PENDANT STOWAGE COMPARTMENT

H

LT

J391 S57(CREW)
T
S
E

CURRENT
T

DETAIL D
CIRCUIT CONTINUITY CABLE CUTTER LIMITER
TEST LIGHT DS26
(SEE NOTE 3)
INSPECTION WINDOW CL5 / DC
FORWARD CABIN
OVERHEAD (RIGHT SIDE)
(LOOKING UP AND OUTBOARD)
BUMPER PENDANT
(TYPICAL) DC POWER
NOTES DETAIL B
FW JUNCTION BOX
1. ON HELICOPTERS PRIOR TO 0155. D
2. ON HELICOPTERS PRIOR TO 0351 NOT
HOOK DETAIL E CURRENT
MODIFIED BY ALERT SERVICE
LIMITER
BULLETIN NO. 76−24−9, K2−B2 LIES
CL4 / DC
FLAT AND K12 IS NOT INSTALLED. DETAIL C
3. ON HELICOPTERS WITH AUX DC S-76C+C++_AMM_25-53-00_CB0384_1A_R
JUNCTION BOX INSTALLED.

Figure 11
Variable Speed Utility Hoist System (Model 42325)

R0
 UTILITY HOIST SYSTEM (25-53-00) (CONTINUED)
Overview (Continued)
Variable Speed Hoist (Model 42325)
The utility hoist system consists of a hoist, cabin switch panel, hoist control panel,
hoist pendant, hoist junction box, DC junction box, AUX DC junction box and two
circuit breakers. The hoist has a 600 lb capacity, is electrically operated and has
variable operating speeds. The hoist is enclosed in a fiberglass fairing and supported
by a tubular boom on the right side of the helicopter above the cabin sliding door.
When the hoist and boom are removed, a cap is installed in the opening of the fitting
that supported the boom and is pinned in place to make the opening watertight.
The hoist contains 224 ft of usable cable and has a guillotine-type cable cutter and
an automatic cable brake. Twenty ft at each end of the cable is painted orange. The
hoist hook has two throats and a hole for attaching a guide line. The hoist is operated
from the cabin by the hoist pendant or the hoist control panel. Two guarded CABLE
SHEAR switches, one on the hoist control panel for the pilot/copilot and one on the
cabin switch panel for the crew. Each of these switches controls the electrically fired,
guillotine-type cable cutter for cutting the cable at the hoist in case of emergency. A
manual cutter is also provided for emergency cable cutting in case the guillotine-type
cutter should malfunction. The manual cutter is stowed in a pouch attached to the
right forward cabin floor at about station 143; a 6 foot chain fastens the cutter to a tab
secured to the floor inside the pouch. A safety harness, for attaching to a cabin floor tie
down ring, is provided for the cabin operator. A cable shear test circuit is provided on
the cabin switch panel which contains a TEST/ARM switch and an amber TEST light.
The panel also has a green POWER light, which lights to indicate that electrical power
is applied to the hoist system. The system provides an electrical check of the integrity
of the complete cable shear circuitry, including the squib cartridge that operates the
guillotine-type cable cutter, without actually firing the squib cartridge; the circuit also
checks the OVER TEMP lights on the hoist pendant and the hoist control panel. The
various relays provide the necessary interaction among the individual electrical circuits,
including the HEAT/VENT & AIR CONDITIONING INTERLOCK (K2) that secures the
blower when the hoist is in operation.
Components
Utility Hoist
The electrically operated, variable-speed or two-speed utility hoist has a capacity of
600 lbs (272 kgs). The hoist is supported above the right cabin sliding door by a
tubular boom. The boom is pinned inside a support fitting on the side of the fuselage
at station 150. The hoist contains an electric motor; a clutch and reduction gear box; a
cable drum with 206 ft of 3/16 in diameter cable, of which 180 ft are usable;
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
a cable level-wind mechanism; an automatic cable brake; a hook and bumper
assembly; up-limit and down-limit switches; and a guillotine-type cable cutter actuated
by an electrically fired squib cartridge. The first and last 20 ft of cable are painted
orange to indicate that the applicable end of the cable is near. The brake will operate
if electrical power should fail. The bumper, which is above the hook, has an internal
spring that acts as a shock absorber when the cable is being reeled in and the bumper
contacts the bottom of the hoist. The hook is actually a double hook with a 5/8 in
diameter hole in the bottom part. Each throat of the hook has a spring-loaded keeper.
The larger throat is used for personnel or equipment; the smaller throat should be used
only for equipment. The hole near the bottom of the hook can be used to attach guide
ropes or safety lines. The hoist is protected and streamlined by a four-piece removable
fiberglass fairing. The aft section of the fairing houses a cooling fan and inverter to cool
the hoist. The fan operates only when the hoist circuit is energized. When the hoist
circuit is energized, the hoist fan control relay is energized, allowing 28 VDC electrical
power to the inverter. The inverter converts the DC electrical power to AC electrical
power to operate the three-phase AC fan. The fan draws outside air through slots in
the lower part of the aft fairing, blows it across the hoist to pick up heat created by
operation of the hoist, and pushes it overboard through an opening in the bottom of the
center fairings. The hoist motor is protected by a thermal switch. The hoist is controlled
by the HOIST CONTROL panel on the center console, the HOIST CONTROL panel
in the cabin, and the cabin pendant. The utility hoist receives its electrical power, at
28 Volts, from the DC hoist bus and is protected by the HOIST POWER and HOIST
CONTROL circuit breakers on the aft of the baggage compartment near AC junction
box. The squib cartridge receives its electrical power, at 28 Volts, from the DC ESNTL
BUS and is protected by the circuit breaker marked HOIST SQUIB, in the lower circuit
breaker panel at the flight controls enclosure.
Duty Cycle
To prevent exceeding the operational limits of the hoist motor, hoist operation is limited
to the following duty cycle. If the hoist duty cycle is exceeded, the thermal switch may
remove electrical power from the hoist motor.
Hoist Duty Cycle
Weight Lifted Number of Cycles
600 lb 5
300 lb 8
25-10
R0
 For Training Purposes Only
UTILITY HOIST SYSTEM (25-53-00) (CONTINUED)
Components (Continued)


NOTE:
––Table is based on raising and lowering the hoist load through full cable travel,
without jogging (intermittent operation)
–A
– cycle is lowering the hook one time and raising the hook one time
––A duty cycle is the number of cycles permissible before a 30 min rest period
–There
– shall be a 30 second rest period between each cycle
Controller
The controller, which is mounted on the right side of the bulkhead behind the divan
seat in the aft cabin or on the forward left bulkhead inside the baggage compartment,
controls electrical power for operation of the utility hoist. The controller has five
electrical receptacles on top, marked POWER IN, POWER OUT, HOIST, PENDANT,
and PILOT CONTROL. Electrical power, at 28 VDC, is supplied to the controller by the
HOIST BUS and DC ESNTL BUS. This electrical power, which originates in the DC
junction box through operation of the DC generators, supplies current to the controller
at the receptacle marked POWER. The receptacle marked MOTOR supplies electrical
power, through the controller, to the hoist brake and thermal warn and thermal
protect circuitry. The receptacle marked HOIST supplies electrical power to the hoist
for operation of the hoist and also to the cooling fan and the electrically operated
cartridge-type guillotine for emergency cutting of the hoist cable. The receptacle
marked PENDANT supplies electrical power to the hand-operated pendant control, in
the cabin, and to the cable cut/shear and test circuitry. The receptacle marked PILOT
CONTROL supplies electrical power to the HOIST CONTROL panels, in the cockpit
and cabin. The controller receives power through the 125 Amp HOIST POWER and
the 10 Amp HOIST CONTROL circuit breakers located in the electrical compartment.
The controller electrical power to the cable cutting guillotine circuitry is provided
through the 7.5 Amp HOIST SQUIB circuit breaker, on the lower circuit breaker panel
at the flight controls enclosure.
Control Panels
Variable Speed Hoist System
The cockpit HOIST CONTROL panel is on the center console. It contains a CABLE
SHEAR CUT-OFF switch and a HOIST POWER ON-OFF switch. The CABLE SHEAR
CUT-OFF switch is a guarded switch and is provided for emergency cutting of the hoist
cable at the winch. The HOIST POWER ON- OFF switch controls 28 VDC electrical
power to the hoist controller.
S-76C+/C++
The cabin utility hoist control panel is installed in the right cabin side wall, aft of the
cabin sliding-door opening. The control panel contains a TEST/ARM switch and a
guarded CABLE CUT switch. The panel also has a yellow SHEAR TEST light and a
green POWER ON light. The TEST/ARM switch and the SHEAR TEST light are used
to check the utility hoist squib integrity and the hoist cable cut circuitry. When the
TEST/ARM switch is placed to TEST and the pilot/copilot, center console mounted,
CABLE SHEAR switch or the crew, control panel mounted, CABLE CUT switch is
placed to CUT, power will be applied through the coil of relay (K8), reducing the current
below the amount needed to fire the squib cartridge, thus allowing the squib circuit to
be tested. With the (K8) relay coil circuit energized, the SHEAR TEST light grounding
path will be completed and the SHEAR TEST light will go on. At the same time, another
set of contacts in relay (K8) provides a ground for the O/T WARN light, on the pendant
which should also go on to demonstrate it’s integrity. When test has been completed,
place TEST/ARM switch to ARM so hoist control and hoist cable cut will be operative.
Electrical power for the TEST/ARM switch and SHEAR TEST light is provided by the
DC ESNTL BUS through the 7.5 Amp HOIST SQUIB circuit breaker, on the lower
circuit breaker panel at the flight controls enclosure, and through the controller.


CAUTION: To prevent cutting cable during test procedure, make sure
TEST/ARM switch is at TEST before placing either pilot/copilot
or CREW CABLE CUT switches to CUT. After test has been
completed, make sure TEST/ARM switch is placed to ARM so
hoist control and hoist cable cut will be operative.
Two-Speed Hoist System
The cockpit HOIST CONTROL panel is on the left-side of the center console. It contains
a CABLE SHEAR switch, PWR ON-OFF switch, PILOT-CREW switch, HOIST UP-
OFF-DWN switch, and a shielded green indicator light. The CABLE SHEAR switch is
a guarded switch and is provided for emergency cutting of the hoist cable at the winch.
The PWR ON-OFF switch controls 28 VDC electrical power to the hoist controller.
The PILOT-CREW switch provides 28 VDC electrical power to the hoist controller for
operation of the hoist by either the PILOT (cockpit) or the CREW (cabin). In the PILOT
position, the hoist may be operated by either the pilot or copilot using the HOIST UP-
OFF-DWN switch on the HOIST CONTROL panel. In the CREW position the hoist can
be operated by the crew in the cabin using the pendant switch labeled FAST SLOW
UP-OFF-FAST SLOW DWN, but to do this the pendant trigger (dead man switch) must
be pulled (squeezed) and held before the hoist will operate. The HOIST UP OFFDWN
switch on the HOIST CONTROL panel allows the pilot or copilot to operate the hoist
directly from the panel, provided the PILOT-CREW switch is at PILOT.
R0
When released, the switch returns to the center (OFF) position, the hoist stops, and
the hoist cable is held at that position by a brake inside the hoist. The green indicator
light serves to alert the pilot when the PWR ON switch has been placed ON and
electrical power is provided to the system.
Pendant
Variable Speed Hoist System
The pendant is a handheld unit used to control operation of the utility hoist from the
helicopter cabin. The pendant, when not in use, is stowed in the pendant stowage
compartment on the right side of the cabin, under the aft window. A pendant cable,
which measures 2 ft in length when coiled and stowed and 12 ft in length when
extended, connects to an electrical connector (J390) in the aft portion of the stowage
compartment and to the handle of the pendant. The HOIST UP/OFF/DWN switch
controls hoist speed. The switch returns to the OFF position when released, removing
electrical power from the hoist, thus stopping movement of the hoist cable and
automatically applying the hoist brake to lock the cable in position. The pendant has
an amber O/T WARN light that will go on if the hoist should approach an overheat
condition. This light is controlled by a warning thermal switch within the hoist and will
stay on until the hoist cools to the setting of the warning thermal switch. The hoist will
continue to operate until it reaches the setting of an overheat thermal switch, which
is also within the hoist, at which time the thermal switch will activate and the hoist
will stop. When the hoist cools below the setting of the overheat thermal switch, the
switch will automatically return it to service. The overheat warning light should go on,
to demonstrate its integrity, each time the cable shear continuity test light goes on. The
pendant stowage compartment is covered with a beaded-edge, fabric cover secured
in place with Velcro tape. The cover has a tab near the forward end to use during
removal. The pile strip of Velcro tape is bonded to the structure. If necessary to rebond
this strip use Velcro adhesive No. V-45D per Velcro Tape Bonding.
in the center console, to CREW. The pendant FAST SLOW UP-OFF-FAST SLOW
DOWN thumb switch controls hoist cable direction as well as cable speed; however,
the power control switch must be pulled (squeezed) and held so electrical power can
be applied to the hoist for operation. When this switch is released, electrical power is
removed from the hoist control switch, hoist operation is automatically stopped, and
the hoist brake, within the hoist, locks the cable in position. The pendant also has an
amber overheat warning light that will go on if the hoist should approach an overheat
condition. This light is controlled by a warning thermal switch within the hoist and will
stay on until the hoist cools to the setting of the warning thermal switch. The hoist will
continue to operate until it reaches the setting of an overheat thermal switch, which
is also within the hoist, at which time the thermal switch will activate and the hoist
will stop. When the hoist cools below the setting of the overheat thermal switch, the
switch will automatically return it to service. The overheat warning light should go on,
to demonstrate its integrity, each time the cable shear continuity test light goes on. The
pendant stowage compartment is covered with a beaded-edge, fabric cover secured
in place with Velcro tape. The cover has a tab near the forward end to use during
removal. The pile strip of the Velcro tape is bonded to the structure. If necessary to
rebond this strip use Velcro adhesive No. V-45D per Velcro Tape Bonding.

Two-Speed Hoist System

The pendant is a handheld unit used to control operation of the utility hoist from the
helicopter cabin. The pendant, when not in use, is stowed in the pendant stowage
compartment on the right side of the cabin, under the aft window. A pendant cable,
which measures 2 ft in length when coiled and stowed and 12 ft in length when
extended, connects to an electrical connector (J390) in the aft portion of the stowage
compartment and to the handle of the pendant. The pendant has a rotary-type, thumb-
actuated hoist control switch labeled FAST SLOW UP-OFF-FAST SLOW DOWN and
a trigger-type, power control switch (dead man switch). When operating the utility hoist
with the pendant, place the PILOT-CREW switch, on the HOIST CONTROL panel

25-11
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

CONTROLLER

HOIST
SQUIB J388 E A B D C G P385 P384 A P387 A B F G K J P386 C N J E F D L H B M A G K
DC
ESNTL 7.5
28 VDC AMP
HOIST
POWER

125
AMP
HOIST
CONTROL

10
AMP
TO BUS TIE CONTACTOR
A1 A2 NO. 1
NO. 1 PRI BUS GENERATOR
100 AMP
B2 A3
B3
A2

B3 23 A1
NO. 1 CAUTION
B2 22
28 VDC (WARN)
B1 21
X2 X1
A3 B3 CR75
A2 B2
K67
A1 B1
HOIST FAN
CONTROL A3
X1 X1 RELAY CR74
HOIST BUS A2
CONTROL RELAY NO. 1 GENERATOR
X2 LINE CONTACTOR A1
K2-B2 / DC X2
K1 / DC INVERTER X2
X1 K8
A10 T1 T3 T4
HOIST CABLE SHEAR
TEST / CONTINUITY ICS
CIRCUIT RELAY

NO. 2 A1 A2 100 AMP

NO. 2 PRI BUS CL4 P396 A B C
GENERATOR
150 AMP
B3 B2 A2 A1 J390
2 1
P1 F E J H B C A G D K
23
NO. 2 CAUTION FAN
22
28 VDC (WARN) B2 B3
21 2 1
23 REFER TO
CL5 P394 M L K J H G F E D C B A P393 H F E D C B G A HEATING
22 J409 AND REFER TO
80 AMP
P409 A B D E F G H J K T U V VENTILATION AIR CON-
21
SYSTEM, DITIONING
CUT 1 21-40-00 SYSTEM,
X1 21-50-00
NO. 2 GENERATOR S101 2
LINE CONTACTOR 2 A1 A2 A3
X2 OFF 3 OFF
K2 / DC CUT
X1 HOIST BUS 3 X1 X2 B1 B2 B3 ICS O/T UP DWN
CONTACTOR ARM TEST DS26 DS1 CABLE WARN
4 SHEAR POWER CUT
X2 CONTROL RELAY 5 ON OFF
K11 / DC S58 TEST ON S57
OFF
SLOW SLOW FULL FULL SQUIB HOIST / ECU
OVER- OVER- FIELD ARMATURE 6 S58 INTERLOCK
DOWN UP DOWN UP TEMPERATURE TEMPERATURE BRAKE
LIMIT LIMIT LIMIT LIMIT RELAY K43
WARNING PROTECTION
SWITCH SWITCH SWITCH SWITCH CABLE SHEAR HOIST POWER

UTILITY HOIST CENTER CONSOLE UTILITY HOIST CONTROL PANEL CABIN HOIST CONTROL PENDANT

Figure 12
Variable Speed Utility Hoist System

R0
 UTILITY HOIST SYSTEM (25-53-00) (CONTINUED)
Components (Continued)

CAUTION: To prevent cutting cable during test procedure, make sure
Cable Shear Switch HOIST-TESTARM switch is at test before placing either pilot/
copilot or crew shear switch to shear. After test has been
A CABLE SHEAR switch, for the pilot/copilot, is on HOIST CONTROL panel in the
completed, make sure HOIST-TEST-ARM switch is placed to
cockpit center console. A HOIST SHEAR or CABLE CUT switch, for the crew, is on
arm so hoist control and hoist cable shear will be operative.
the right side of the cabin wall, aft of the cabin sliding door on the hoist control panel
or in the forward portion of the pendant control stowage compartment, under the aft Utility Hoist System Relays
window. These are guarded switches, to protect them from accidental actuation. The Variable Speed Hoist System
switches are used in an emergency, to cut the hoist cable at the hoist if the cable
The utility hoist system relays include the hoist bus contactor control relay (K11/DC),
should become entangled in an obstruction and cannot be freed or released. To cut the
hoist bus control relay (K2-B2/DC), hoist cable shear-test/continuity circuit relay (K8),
cable, lift the guard and place the switch to SHEAR or CUT. An electrically fired squib
hoist/ECU interlock relay (K43), and the hoist fan control relay (K67). Relays (K11/DC
cartridge will cut the cable at the hoist. These switches operate independently of the
and K2-B2/DC) are in the helicopter aft electrical compartment DC power junction box.
hoist master switches and the power switches. The squib electrical circuit is powered
Relays (K8, K43, and K67) are on a pallet at the forward right bulkhead inside baggage
by the 28 VDC ESNTL BUS through the 7.5 Amp HOIST SQUIB circuit breaker, on the
compartment. Relay (K11/DC) provides a ground for the hoist controller speed change
lower circuit breaker panel at the flight controls enclosure.
circuit if either DC generator should go off the line, and routes hoist system power from
either generator line contactor through the applicable current limiter (CL4 or CL5).
Cable Shear Hoist-Test-Arm Switch and Circuit Continuity Test Light
If a DC generator should malfunction, relay (K11/DC), which is normally energized,
The cable shear HOIST-TEST-ARM switch and the circuit continuity HOIST-TEST LT will de-energize and cause the hoist to automatically change speed from high speed
test light are used to check the utility hoist squib integrity and the hoist cable shear to low speed, through the hoist controller current limit circuitry. Relay (K2-B2/DC)
circuitry. The HOIST-TEST-ARM switch and the HOISTTEST LT light are on the right controls electrical power to relay (K11/DC) if a loss of No. 2 DC generator should
forward overhead, above the cabin window. When the HOIST-TEST-ARM switch is occur. Relay (K8) controls electrical power for the hoist cable shear/test circuitry. Relay
placed to TEST and the pilot/copilot CABLE SHEAR switch or the crew HOIST (K43) provides an electrical interlock with the heating and ventilating system. This
relay, when energized, removes electrical power from the heat/vent blower when that
SHEAR switch is placed to SHEAR, power will be applied through the coil of relay
system is in operation. Relay (K67), when energized, provides DC electrical power
(K8), reducing the current below the amount needed to fire the hoist squib cartridge,
to the inverter. The inverter converts the DC electrical power to ac electrical power to
thus allowing the squib circuit to be tested. With the (K8) relay coil circuit energized,
operate the three-phase AC fan.
the HOIST-TEST LT light grounding path will be completed and the HOIST-TEST LT
light will go on. At the same time, another set of contacts in relay (K8) provides a
ground for the overheat warning light on the pendant, which should also go on to
demonstrate its integrity. When test has been completed, place TEST-ARM switch to
ARM so hoist control and hoist cable shear will be operative. Electrical power for the
cable shear HOIST-TEST-ARM and HOIST-TEST LT continuity circuitry is provided
by the DC ESNTL BUS through the 7.5 Amp HOIST SQUIB circuit breaker, on the
lower circuit breaker panel at the flight controls enclosure, and through the controller.
The HOIST-TEST-ARM switch and the HOIST-TEST LT light are covered with a fabric
cover secured in place by eight socket/stud-type fasteners.

25-12
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

CONTROLLER

HOIST
POWER J388 A B E D C G P387 K C D E F G H A B J D N C E F G B A H J M K L P386 CONTROLLER P385 R N M L K J H G F E D C A B P384 H C D G E B F A
A3
CB400 A2
125
AMP A1
HOIST
CONTROL X1 X2

CB401
10 K67
AMP HOIST FAN
CONTROL RELAY
HOIST CR75
SQUIB INVERTER
DC CR74
ESNTL CB167 A10 T1 T3 T4 + −
BUS 7.5 TO CR76
+28 VDC AMP TO BUS CONSOLE
TIE CONTACTOR CR77
DIMMER
NO. 1 PRI BUS
100A
A1 A2 P396 A B C P394 M L K J H G F E D C B A P393 H C D G E B F A
NO. 1 P389 M J K C D E F G H A B N E D K F J C B HA G
GENERATOR
B2 O.T.
B3 WARN

B3 23
NO. 1 CAUTION
B2 22
28 VDC (WARN)
B1 21 3
4
A3 DEAD 2
MAN 4 SQUIB LO HI
SLOW SLOW FAST FAST O.T. O.T. FLD. BRK.
A2 DN UP DN UP GEAR SOL WARN
3 ARM.
PANEL
A1 LTS
X1 X1
K1 OFF ON 3 1
X2 K2−B2 X2
DWN UP CREW PLT UP DOWN
SHEAR
4 FAN HOIST
HOIST BUS NO. 1 GENERATOR PWR ON
CONTROL RELAY LINE CONTACTOR

HOIST CONTROL PANEL PENDANT

R19
100A
150 R20
NO. 2 PRI BUS
AMP
A1 A2 A2 A1
NO. 2 GENERATOR
CL4 1 ARM B3 P397
A1 A2
B3 B2 B2 B3 B2 C
CL5 2 3 B1
80 HOIST K
23 23 AMP 4 SHEAR
NO. 2 CAUTION TEST
22 22 S58 A3 TO HEATING AND VENTILATING
28 VDC (WARN) E
21 21 5 A2 SYSTEM OR ENVIRONMENTAL
TEST CONTROL SYSTEM J
S57 6 DS26 A1
X2
SHEAR SWITCH A
X1 K8 X1
X1 X1 A3
K2 K11 CABIN OVERHEAD HOIST CABLE SHEAR A2 K44 K43
X2 X2 DS1 X2
(RIGHT SIDE) TEST / CONTINUITY A1
HOIST BUS CIRCUIT RELAY
X1 HOIST MOTOR TIME−DELAY
CONTACTOR PENDANT STOWAGE B
NO. 2 GENERATOR CONTROL RELAY X2 SPEED CONTROL RELAY (1.4
LINE CONTACTOR COMPARTMENT SECOND ENGAGEMENT DELAY)
HOIST MOTOR DC S-76C+C++_AMM_25-53-00_CB0385_1_2.ai
POWER CONTACTOR

Figure 13
Two-Speed Utility Hoist System

R0
 UTILITY HOIST SYSTEM (25-53-00) (CONTINUED)
Components (Continued)
Two-Speed Hoist System
The utility hoist system relays include the hoist bus contactor control relay (K11), hoist
bus control relay (K2-B2), hoist cable shear-test/continuity circuit relay (K8), hoist
motor speed-control relay (K44), hoist motor DC power contactor relay (K43) and
hoist fan control relay (K67). Relays (K11 and K2-B2) are in the helicopter electrical
compartment DC junction box. Relay (K8) is mounted on top of the hoist power relay
panel, which is next to the controller on the right side of the aft cabin bulkhead, in back
of the divan seat. Relays (K44) and K67) are in the upper right corner of the hoist power
relay panel, above the terminal board. Relay (K43) is in the same panel, beside the
terminal board. Relay (K11) provides a ground for the hoist controller speed change
circuit if either DC generator should go off the line, and routes hoist system power from
either generator line contactor through the applicable current limiter (CL4 or CL5).
If a DC generator should malfunction, relay (K11), which is normally energized, will
de-energize and cause the hoist to automatically change speed from high speed to
low speed, through the hoist clutch and reduction gear box. Relay (K2-B2) controls
electrical power to relay (K11) if a loss of No. 2 DC generator should occur.
Relay (K8) controls electrical power for the hoist cable shear/test continuity circuitry.
Relay (K44) controls electrical power to the coil of relay (K43) in response to either an
up or down signal. Relay (K43) provides a hoist system soft start to reduce sudden
current demands on the electrical system. Relay (K43) also makes certain that hoist
low speed solenoid is engaged for about 1.4 seconds during hoist start thus further
reducing sudden current demands. Relay (K43) also provides an electrical interlock
with the heating and ventilating system or environmental control system. This relay,
when energized, removes electrical power from the heat/vent or environmental control
unit blower when that system is in operation. Relay (K67), when energized, provides
DC electrical power to the inverter. The inverter converts the DC electrical power to AC
electrical power to operate the three-phase AC fan.
DC Junction Box Current Limiters Cl4 and Cl5
Current limiters CL4 and CL5 in the DC junction box are connected between the
hoist bus contactor relay K11 and the HOIST POWER and HOIST CONTROL circuit
breakers. Current limiter CL4 is a 150 Amp fuse that protects the No. 1 and No. 2
generators if a fault occurs in the utility hoist system. Current limiter CL5 is an 80 Amp
fuse that protects the external DC power source if a fault occurs in the utility hoist
system.
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67
Utility Hoist System Resistors
Two-Speed Hoist System
The two-speed utility hoist system has two hoist speed-control resistors (R19 and
R20). They are mounted, one above the other, in the hoist power relay panel, which
is next to the controller on the right side of the aft cabin bulkhead. The resistors are
behind the partial cover of the relay panel. Resistors (R19 and R20) reduce electrical
power to the hoist motor, thus reducing hoist speed, when the hoist motor DC power
contactor relay (K43) is de-energized. When relay (K43) is energized, electrical power
is allowed to bypass the resistors.
Operation
Variable Speed Hoist
Operation of the utility hoist system is controlled by placing the HOIST POWER OFF/
ON switch to ON and by moving the HOIST UP/DN switch on the pendant. Electrical
power at 28 VDC, for the utility hoist system, is supplied by the DC generators through
the DC junction box and the HOIST bus, aft of baggage compartment near ac junction
box, and through the DC essential bus. All electrical power goes to the POWER IN
(P388) receptacle of the controller. The controller distributes the power to the hoist
control panel, pendant, controls on the hoist, and the hoist motor. An electrical interlock
is also provided through relay (K43) to the heat/vent blower. This interlock removes
electrical power from the blower when that system is in operation and the utility hoist
is operated. With electrical power applied to the helicopter and HOIST POWER OFF/
ON switch positioned to ON, the green POWER ON light on cabin hoist control panel
will go on and hoist cooling fan will operate. When the hoist circuit is energized, the
hoist fan control relay is energized, allowing 28 VDC electrical power to the inverter.
The inverter converts the DC electrical power to ac electrical power to operate the
three-phase ac fan. The utility hoist is controlled from the helicopter cabin by the
variable speed HOIST UP/OFF/DN switch on the pendant. The maximum hoist cable
speed during normal operation is about 100 ft-per-min. Cable speed will automatically
change to not less than 50 ft-per-min when within 15 ± 5 ft of either end of the cable
or if electrical power from one DC generator is lost. The up-and down-limit switches,
which are internal in the hoist, deenergize the hoist system and stop operation of the
hoist motor when the cable is reeled full in or full out to the preset limits. An amber
O/T WARN light, on the pendant will go on if the utility hoist approaches or reaches
an overheat condition. This light will remain on until the hoist has cooled below the
warning thermal switch setting. At the point where the hoist overheat thermal switch
activates, the hoist will automatically stop operation and the hoist’s internal brake will
be applied to the cable, locking the cable in that position.
25-13
R0
 For Training Purposes Only
UTILITY HOIST SYSTEM (25-53-00) (CONTINUED)
Operation (Continued)
When the hoist cools below the overheat switch limit, the hoist will automatically return
to service. A CABLE SHEAR switch for the pilot/copilot is on the center console and a
CABLE CUT switch is on the hoist control panel on the right side of the cabin for the
crew. These are guarded switches, to protect them from accidental firing. The switches
are used to cut the hoist cable at the hoist in an emergency. To cut the cable, lift the
guard and place the cockpit switch to CUT or the cabin switch to CUT. An electrically-
fired squib cartridge at the hoist will cut the hoist cable at the hoist. The squib electrical
circuit is powered by the 28 VDC essential bus through the 7.5 Amp HOIST SQUIB
circuit breaker on the lower circuit breaker panel at the flight controls enclosure.
The TEST/ARM switch and the SHEAR TEST light are on the cabin hoist control
panel. When the TEST/ARM switch is placed to TEST and the cockpit CABLE SHEAR
switch is placed to CUT or the cabin CABLE CUT switch is placed to CUT, power will
be applied through the coil of relay (K8), which reduces the current below the amount
needed to fire the hoist squib cartridge, thus allowing the squib circuit to be tested.
With the (K8) relay coil circuit energized, the SHEAR TEST light grounding path will
be completed and the SHEAR TEST light will go on. At the same time, the O/T WARN
light on the pendant should go on. When test has been completed, place TEST/ARM
switch to ARM so hoist control and hoist cable cut will be operative.
Electrical power for the TEST/ARM switch and SHEAR TEST light circuitry is provided
by the DC essential bus through the 7.5 Amp HOIST SQUIB circuit breaker, on the
lower circuit breaker panel at the flight controls enclosure, and through the controller.


CAUTION: To prevent cutting cable during test procedure, make sure test/
arm switch is at test before placing either pilot/copilot or crew
cable cut switches to cut. After test has been completed, make
sure test/arm switch is placed to arm so hoist control and hoist
cable cut will be operative.


NOTE: When reeling cable onto hoist drum using pendant, operate hoist in UP
direction until hoist cam actuates slow up switch. If slow up limit switch
does not actuate with about 15 ± 5 ft of cable remaining to be wound
onto hoist drum. After slow up limit switch actuates, continue reeling in
cable until upper cup is about 6 inches from bottom of hoist housing.
Operate hoist again slowly in up direction, allowing full up-limit switch to
stop hoist. This recommended procedure will put a light tension on the
cable when the cable is in the stowed position.
S-76C+/C++
Two-Speed Hoist
Operation of the utility hoist system is controlled by the hoist control panel. Electrical
power at 28 VDC, for the utility hoist system, is supplied by the DC generators through
the DC junction box and the HOIST bus in the electrical compartment and through the
DC essential bus. All electrical power goes to the POWER In (P388) receptacle of the
controller. The controller distributes the power to the hoist control panel, the pendant,
the controls on the hoist, and the hoist motor. An electrical interlock is also provided
through relay (K43) to either the heat/vent blower or the environmental control unit
(ECU) blower. This interlock removes electrical power from either blower when that
system is in operation and the utility hoist is operated. With power applied to the
helicopter, place the hoist control panel PWR ON-OFF switch ON (green light on panel
will go on and cooling fan will operate). When the hoist circuit is energized, the hoist
fan control relay is energized, allowing 28 VDC electrical power to the inverter. The
inverter converts the DC electrical power to ac electrical power to operate the three-
phase ac fan. Select either PILOT or CREW. At PILOT, the utility hoist is controlled
from the cockpit by the HOIST UP-OFF-DWN switch on the hoist control panel. If
the hoist control panel CREW position is selected, the utility hoist is controlled from
the helicopter cabin by the two-speed, rotary-type, thumb-operated FAST SLOW UP-
OFF-FAST SLOW DWN switch and the trigger-type power control switch (dead man
switch) on the pendant. If the pendant is used to operate the hoist, the trigger-type
power control switch must be pulled (squeezed) and held for hoist operation. With the
hoist in operation, both up and down cable speed is 100 or more ft-per-min. With the
hoist control switch on the pendant at either SLOW position, cable speed is reduced
to not less than 50 ft-per-min. Cable speed will automatically change to this lower
figure when within 15 ± 5 ft of either end of the cable or if electrical power from one
DC generator is lost. All starts will be at the slower speed, but will automatically switch
to the higher speed unless SLOW is selected on the pendant. The pilot/copilot cannot
select slow speed.
R0
The up-and down-limit switches, which are internal in the hoist, de-energize the hoist

NOTE: When reeling cable onto hoist drum using cabin pendant, operate hoist
system and stop operation of the hoist motor when the cable is reeled full in or full out in up direction until hoist cam actuates SLOW UP switch. If SLOW
to the preset limits. An amber hoist overheat warning light, on the pendant, will go on UP switch does not actuate with about 15 ± 5 ft of cable remaining to
if the utility hoist approaches or reaches an overheat condition. This light will remain be wound onto hoist drum. After SLOW UP switch actuates, continue
on until the hoist has cooled below the warning thermal switch setting. At the point reeling in cable until upper cup is about 6 inches from bottom of hoist
where the hoist overheat thermal switch activates, the hoist will automatically stop housing. Operate hoist again by jogging in up direction, allowing up-
operation and the hoist’s internal brake will be applied to the cable, locking the cable limit switch to stop hoist. This recommended procedure will put a light
in that position. When the hoist cools below the overheat switch limit, the hoist will tension on the cable when the cable is in the stowed position.
automatically return to service. A CABLE SHEAR switch for the pilot/copilot is on the
hoist control panel and a HOIST SHEAR switch for the crew is in the forward portion

NOTES:
of the pendant control stowage compartment, on the right side of the cabin under the
aft window. These are guarded switches, to protect them from accidental firing. The
switches are used to cut the hoist cable at the hoist in an emergency, if the cable should
become entangled in an obstruction and cannot be freed or released. To cut the cable,
lift the guard and place the switch to SHEAR. An electrically-fired squib cartridge at
the hoist will cut the hoist cable at the hoist. These switches operate independently of
any other switches. The squib electrical circuit is powered by the 28 VDC essential bus
through the 7.5 Amp HOIST SQUIB circuit breaker on the lower circuit breaker panel
at the flight controls enclosure. The HOIST-TEST-ARM switch and the HOIST-TEST
LT light are on the right forward overhead, above the cabin window. When the HOIST-
TEST-ARM switch is placed to TEST and the pilot/copilot or crew SHEAR switch is
placed to SHEAR, power will be applied through the coil of relay (K8), which reduces
the current below the amount needed to fire the hoist squib cartridge, thus allowing
the squib circuit to be tested. With the (K8) relay coil circuit energized, the HOIST-
TEST LT grounding path will be completed and the HOIST-TEST LT light will go on.
At the same time, the overheat warning light on the pendant should go on. When test
has been completed, place TEST-ARM switch to ARM so hoist control and hoist cable
shear will be operative. Electrical power for the cable shear HOIST-TEST-ARM and
HOIST-TEST LT continuity circuitry is provided by the DC essential bus, through the
7.5 Amp HOIST SQUIB circuit breaker on the lower circuit breaker panel at the flight
controls enclosure, and through the controller.

CAUTION: To prevent cutting cable during test procedure, make sure

hoist-test-arm switch is at test before placing either pilot/
copilot or crew shear switch to shear. After test has been
completed, make sure hoist-test-arm switch is placed to arm,
so hoist control and hoist cable shear will be operative.

25-14
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

HEAT AND VENT HOIST HOIST PENDENT

A1
B3
HOIST CNTL BLOWER MOTOR
10’ REEL
K2 K1 CAUTION OVERTEMP
5 NO. 2 GLC NO. 1 GLC EFFECTIVITY 9 7 8 FWD
AMP IN 5
EXPLOSIVE

SHIELD GROUND
DC

125A DC POWER
125A DC POWER
HOIST SQUIB HELICOPTERS WITH UTILITY HOIST SQUIBB 4
ESS 12

CABLE LENGTH
SLOW SPEED
AND AUX DC JUNCTION BOX OFF 6

GND IN FOR
INSTALLED. 10
7.5 RT

READ OUT
RETURN
11

21

21
X2
X1
AMP

22
23

22
23
A2
B2
A B C D OUT 14
LT
LOWER CIRCUIT BREAKER PANEL 13
P704 D 2
NO. 1 3 1 2 AFT
GCU J1
1 3
P2162R C D B A P E H J G K L M N F S R A G E 1 2 3 4 5
B 4
NO. 2 BLOWER SW
GCU ON 28 VDC

CONSOLE DIMMER P2161R 12 1 2 3 4 11 13 5 6 8 97 10 19 20 21 27 32 33 25 23 26 22 18 16 14 15 17

W
J2161R

A
10’ B
CAUTION
C
CABLE D
SHEAR E
OVER F
TEMP v u
P1018R
UP G
L
DOWN H
HOIST OFF
ON / OFF
ON
M AVIONICS J−BOX
J
AIR
COND.
CONSOLE HOIST CONTROL
P2157R H L K Z G F B C
A g Ee c a
NORM
OFF
SHEAR K
SW J
SHEAR

CL3
CL2
ON
POWER B
SW A

CL1
OFF

C
P2160R 1 11 15 16 2 4 5 8 12 19 20 27 3233 34 35 1810 21 55 54 53 52 17 28 51 50 49 48 47 46 7 26 6 29 30 31 3 P3469R A B J390 C7P1C 104
ARM J4 J2 R L N M P
L

10 VDC RETURN
5 VDC RETURN

5 VDC RETURN

0 TO 10 VDC IN
10 VDC GROUND
5 VDC BRIGHTNESS
5 VDC PUR OUT
DIRECTION
X1
X2

X2

X1

X2

X1

X2
X1

X2
X1

X2
X1

X2
X1
A2

A2

A1
A2
A3

A1
A2
A3

A1
A2
A3

A1
A2
A3

OVER TEMP
OVER TEMP

OVERTEMP
PILOT DOWN

28 VDC CONTROL
CONTROL GND
+10 VDC OUT

−10 VDC OUT

ZERO FEET
GROUND

GROUND
+28 VDC

+10 VDC

+15 VDC
−15 VDC

+5 VDC
B2

B2

B1
B2
B3

B1
B2
B3

B1
B2
B3

B1
B2
B3

10’ CAUTION

10’ CAUTION

10’ CAUTION

0−0 VELOCITY
PILOT UP
21
22
23

21
22
23

VELOCITY

CABLE FOOTAGE

C
D

C
D
B

B
A

A
M

2
3
1
E
TEST

HUNDREDS
UNITS

TENS
D

K7 K5 K4 K3 K2 K8 K1

A1
B3
CABIN SWITCH PANEL
NO. 1 FLT
(SEE DETAIL A)
CONT COMP
HOIST JUNCTION BOX HOIST PENDENT
AUX DC JUNCTION BOX PROVISIONS

Figure 14
Model 42325 Variable Speed Hoist

R0
 UTILITY HOIST SYSTEM (25-53-00) (CONTINUED)
Operation (Continued)
Model 42325 Variable Speed Hoist
Operation of the utility hoist is controlled by placing the hoist control panel PWR ON/
OFF switch to ON or the cabin switch panel POWER switch to on, then on the hoist
control panel placing the HOIST UP/DWN switch to either UP or DWN or on the hoist
pendant, rotating the REEL IN/OUT thumbwheel to IN or OUT. Electrical power at 28
VDC, for the utility hoist system, is supplied by the DC generators through the lower
circuit breaker panel through the DC essential bus. An electrical interlock is provided
through relay (K2) to the heat/vent blower. This interlock removes electrical power
from the blower when that system is in operation and the utility hoist is operated. With
electrical power applied to the helicopter and the hoist control panel PWR ON/OFF
switch in the ON position or the cabin switch panel POWER switch in the on position,
the green PWR ON light on the hoist control panel and the green POWER light on the
cabin switch panel will go on. The utility hoist is controlled from the helicopter cabin
by the REEL IN/OUT thumbwheel on the hoist pendant or the HOIST UP/DWN switch
on the hoist control panel. The maximum hoist cable speed during normal operation
is 275 ft-per-min. Cable speed will automatically slow when within 10 ft of either end
of the cable and a 10 FT caution light will illuminate on the hoist control panel and
the hoist pendant. The up-and-down limit switches, which are internal in the hoist,
de-energize the hoist system and stop operation of the hoist motor when the cable is
reeled full in or full out to the preset limits. An amber OVER TEMP light, on the hoist
pendant and the hoist control panel will go on if the utility hoist approaches or reaches
an overheat condition. The light will remain on until the hoist has cooled below the
warning thermal switch setting. At the point where the hoist overheat thermal switch
activates, the hoist will automatically stop operation and the hoist’s internal brake will
be applied to the cable, locking the cable in that position. When the hoist cools below
the thermal switch limit, the hoist will automatically return to service. A CABLE SHEAR
switch for the pilot/copilot is on the cabin switch panel and a CABLE SHEAR switch is
on the hoist control panel for the crew. These are guarded switches, to protect them
from accidental firing. The switches are used to cut the hoist cable at the hoist in an
emergency. To cut the cable, lift the guard and place the either CABLE SHEAR switch
to CUT. An electrically-fired squib cartridge at the hoist will cut the hoist cable at the
hoist. The squib electrical circuit is powered by 28 VDC from the DC essential bus
through the 7.5 Amp HOIST SQUIB circuit breaker, on the lower circuit breaker panel
at the flight control enclosure.
04 05 06 07 08 09 10 11 12 18 20 21 25 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67


CAUTION: To prevent cutting cable during test procedure, make sure
hoist-test-arm switch is at test before placing either pilot/
copilot or crew shear switch to shear. After test has been
completed, make sure hoist-test-arm switch is placed to arm,
so hoist control and hoist cable shear will be operative.
The test/arm switch and the test light are on the cabin switch panel. When the test/arm
switch is placed to test and the either cable shear switch is placed to cut, power will be
applied through the coil of squib test fire relay (k8), which reduces the current below
the amount needed to fire the hoist squib cartridge, thus allowing the squib circuit to
be tested.
With the (k8) relay coil circuit energized, the test light grounding path will be complete
and the test light will go on. At the same time, the over temp light on the hoist pendant
and hoist control panel shall go on. When the test has been completed, place test/arm
switch to arm so hoist control and hoist cable cut will be operative. Electrical power for
the test/arm switch and test light circuitry is provided by the DC essential bus through
the 7.5 Amp hoist squib circuit breaker, on the lower circuit breaker panel at the flight
controls enclosure.


NOTE: When reeling cable onto hoist drum using cabin pendant, operate hoist
in up direction until hoist cam actuates SLOW UP switch. If SLOW
UP switch does not actuate with about 15 ± 5 ft of cable remaining to
be wound onto hoist drum. After SLOW UP switch actuates, continue
reeling in cable until upper cup is about 6 in. (15.24 cm) from bottom of
hoist housing. Operate hoist again by jogging in up direction, allowing
up-limit switch to stop hoist. This recommended procedure will put a
light tension on the cable when the cable is in the stowed position.
25-15
R0
 For Training Purposes Only S-76C+/C++

SONIC LOCATOR
BEACON
SOUNDPROOFING

PASSENGER
SEATS (TYPICAL)

UTILITY
HOIST

FIRST AID KIT

CERTIFICATE HOLDER

NIGHT FLYING CURTAIN

PILOT SEAT (WITH

SHOULDER HARNESS
AND INERTIA REEL)

BAGGAGE
FIRE EXTINGUISHER COMPARTMENT

PILOT LIFE VEST ASH RECEIVER (TYPICAL )

(PROVISIONS)
FIRE EXTINGUISHER
NAMEPLATE
LIFE VEST
PROVISIONS (TYPICAL)
FLOOR COVERING

CARGO HOOK
COPILOT SEAT (WITH SHOULDER
HARNESS AND INERTIA REEL)

LIFE VEST
PROVISIONS
(TYPICAL)

EMERGENCY CARGO DATA POUCH

HOOK RELEASE COPILOT LIFE VEST ASH RECEIVER
(TYPICAL)
HANDLE (PROVISIONS) (TYPICAL)

S-76C+C++_AMM_25-00-00_CC0553

Figure 15
Equipments

R0
 EMERGENCY (25-60-00)
Overview
Emergency equipment includes a first aid kit, mounted on the side of the flight controls
A
enclosure in the cockpit. Portable fire extinguishers are also provided. There are
provisions for stowing life vests in the cockpit and cabin. The cockpit provisions are
under the forward edge of each seat. Cabin life vest provisions are sewn in pouches
on the seat backs of the aft bench seats. Life vest stowage is also provided, in
compartments behind the seat backs of the aft divan seat.

FIRST AID KITS (25-61-00)

Overview
The first aid kit is attached to the flight controls enclosure in the cockpit. The first
aid kit consists of sealed packages contained in a canvas pocket. Velcro hook and
pile attaches the first aid kit to the flight controls enclosure. The packages contain
adhesive bandages, gauze bandages, triangular bandages, iodine swabs, ammonia
inhalants, boric acid ointment, and a tube of burn ointment (carbolated petrolatum).
MOUNTING
BRACKET

SONIC LOCATOR BEACON (25-63-00) WL

121

Overview
The sonic locator beacon is attached to the inboard side of the beam (left side), at
station 153, in the forward cabin overhead. The beacon is a battery-powered device
which radiates a pulsed acoustic signal into the surrounding water upon activation SONIC
by its water-sensitive switch. The beacon is a highly reliable, impact-resistant, LOCATOR
FW
BEACON D
water-activated, lightweight unit that will improve locating crashed aircraft in a water
environment of any depth to 20,000 ft. The beacon has an operating life of thirty days
after actuation by immersion in fresh or salt water, and has a detection range of 2,000
to 4,000 yards, depending upon exposure and sea state.

WL
113

STA
153
COVER
WATER SWITCH
END
DETAIL A S-76C+C++_AMM_25-63-00_CC0559

Figure 16
Sonic Locator Becon

25-16
04 05 06 07 08 09 10 11 12 18 25
20 21 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 For Training Purposes Only S-76C+/C++

C
D
ELT ANTENNA

D
FW

ELT-100HM TRANSMITTER
FW
D
DETAIL C
REMOTE SWITCH
DETAIL D
A
A
ELRNAV
T-1
00

EMERGENCY USE ONLY

SEE OWNERS MANUAL
ON

AR
M

T
PR EST
W ESS / RE
PRAIT 1 ON SET
ES SE
S A CO

CA
RM ND

AB
UT
ION
SE
N
3 S CE O
EC FL
PO OND IGHT
SS S O DU
IBL F
E G TES RING
-SW T IN FIR
ITC DIC ST
H F ATE
AIL S
UR
E

DETAIL B

RESET 1 /
28 VDC ACCESS PWR RESET 2

BATTERY 5 LIGHT
B BUS AMP

EXTERNAL ON

ELT REMOTE ELT ELT ANTENNA

SWITCH
CENTER
CONSOLE

DETAIL A

S-76C+C++_AMM_25-64-00_CC3057_R

Figure 17
Emergency Locator Transmitter (ELT)

R0
 EMERGENCY LOCATOR TRANSMITTER (ELT) (25-64-00)

NOTES:
Overview
The Emergency Locator Transmitter (ELT) is a radio transmitter that transmits an
emergency distress signal when activated. The ELT is activated automatically upon
the impact of a crash or can be manually activated by a switch on the ELT remote
switch panel. The ELT consists of a transmitter unit, a remote switch panel, and a
rod antenna. The transmitter is mounted in the tailcone. The remote switch panel is
located on the right side of the center console. The rod antenna is mounted on the top
side of the tailcone.

Operation
Power Distribution
The transmitter is powered by a battery pack which consists of six 1.5 Volt “D” size
alkaline-manganese dioxide cells connected in series. The battery pack is located
inside the transmitter’s case. The remote control panel is supplied 28 VDC from the
battery bus through the ACCESS PWR circuit breaker on the DC junction box.

Transmitter
When activated, the ELT transmits a audio sweep tone on the international distress
frequencies of 121.5 MHz and 243.0 MHz simultaneously. The 121.5 MHz and 243.0
MHz carriers are Amplitude modulated by the sweep tone which is an audio frequency
sweeping downward at a rate between 2 and 4 Hz. A flashing light on the remote
switch panel alerts the pilot when the ELT is activated. The ELT can be reset after it
has been activated by moving the ON/ARM switch on the remote switch panel to ON
and immediately rocking it back to ARM. The ELT can also be reset at the transmitter
by positioning the switch on the ELT to ON then immediately back to OFF. The ELT is
activated automatically upon the impact of a crash. A crash force activation sensor (G
switch) in the transmitter activates with a change of velocity of about 3.5 fps. Five other
G switches in the transmitter are set to activate at a force of 12 G’s. This provides for
six axes of activation coverage. The ELT can be manually activated by placing the ON/
ARM switch on the remote switch panel to the ON position.

25-17
04 05 06 07 08 09 10 11 12 18 25
20 21 26 27 28 29 30 32 35 36 38 49 51 52 53 54 55 56 57 60 61 62 63 64 65 66 67 R0
 TABLE OF CONTENTS
ATA 31 Indicating and Recording System (31-00-00)......................................................... 31-1
Cockpit Voice Recorder (CVR) System (31-30-00)................................................ 31-1

INDICATING AND RECORDING Audible-Visual Warning System (31-52-00)........................................................... 31-3

Integrated Instrument Display System (IIDS) (31-60-00)....................................... 31-6
SYSTEM
Wiring Diagram
Audible/Visual Warning System............................................................................. 31-5

22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

UNIVERSAL SIGNAL LEVEL PASS FAIL

ERASE HEADPHONE TEST

COCKPIT VOICE RECORDER CONTROL UNIT

DETAIL C
E

#1 ENG CONTROL #2 ENG CONTROL #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE #1 ENG CONTROL #2 ENG CONTROL
PRESS TO DIM PRESS TO DIM PRESS TONE OFF PRESS TONE OFF PRESS TO RESET PRESS TONE OFF PRESS TONE OFF PRESS TONE OFF PRESS TONE OFF PRESS TO RESET PRESS TONE OFF PRESS TONE OFF PRESS TO DIM PRESS TO DIM

EMER PWR GOOD NAV 1 NAV

0
10 0 FE E T
OFF ARM BATTERY NAV 2 LNAV
TEST
AP1 AP2
180
0 20
9 1 Honeywell AP1 AP2
160 ALT
2
CLTV DCPL
Honeywell
40 8 1020 Mb IN 29.9
1300
CLTV DCPL

GPWS 140

B
INOP BARO FUEL
ANNUN 1015
Hg 30.0 140 GPWS
1300 20 4 BARO
7
1010 INOP
3
SET XFEED
TERR
INOP 140
BRT DIM
20
KNOTS SET TERR
20 4 ENG 1 OIL MGB OIL ENG 2 OIL 20 120 INOP
60 AEROSONIC

6 4 130
°C PSI °C PSI °C PSI
SX WPT FMS HDG 10 10
10 3
130 3 MSG APR
MODE
GPS
35 70 33 75 35 64 100 80
5
10 INTEG 10
ALT
ALERT 8 8 TST
10
120 1200 ALT
RMU FAN 20 20 ALERT
120 1200 CABIN FAIL 6 6 PUSH PUSH FOR
10
CALL AUTO CNTR MODE 1
1 2 4 4 ILS/BC L
PU L 110
3 3 VOR 323
10 1 HYD 1 0 2 2 0
HYD 2
TO 1000
C
110 CALL 0 0 B
R
OBS A GE
20
NAV 2 1000 CABIN CABIN 0 1 900 LBS 0 1
T 100
40.0 15
HANDSET
NAV 2

C
20 1 OAT 21 °C ON D
1 200 29.92
40.0 15
NM MIN I
DH200
100 T5 N1 TQ 107 M
2 OAT 21 „C NM MIN
CH SEL
DH200 200 29.92 730 730 94.1 94.1
-
72 72 N2
NR
N2 ICS
PVT CABIN
MENU
DME HONEYWELL 10 -- CALL T5 N1 TQ 107
- - 110 CH SEL
10 10 ON OFF 730 730 94.1 94.1 72 72 N2
NR
N2
9 AGL FT / MIN X100 - DME HONEYWELL
- SET 10 --
- - - 110
8 100 KNOTS MACH 10 10
Honeywell
9 9
8
-
Honeywell
- - TST -
6 90 8 100
Evantide 9
2 Honeywell 8 ARGUS 7000/CE 8
1
7
70 Honeywell 2
- - 4 – – – BRG MAG 0 KTS
- -
6 90
TST
DME +IO 1
.5 4 6 7 50 – – – . – NM 110„ – –:– –:– – AIR SPEED BUGS TRB 7 8
40.0 000
VERTICAL ON
DME +IO 4 5 2 30 70 70 - - 4
70
CWE N .5
VERTICAL
4
000
B
SPEED 40.0 2 3 E 5 SFC
50A RANGE 50 3 3 ON
R
6 7 33 SPEED
1 10 2
CWE
T
N 0 5
0 6 3 0 0 4 2 30 B
33 3 D STB 2 3 1 0 6

30
R

6
70
1000 FPM XX 2 I
1 10 T
M 80
0 0 0 1000 FPM XX
.5 1 SET D

30
4

6
XX 40 .5

D
MENU I

W
4

E
70 XX
M
15 RCT AZ
1 2 000 2 1

W
MENU

E
2

12
24
1
2 MMU
30
15 2

12
SELECT TGT SCT

24
BRT 1 V
21
S 3 BRT
2 20

FLOAT SWITCH
CRS
15
V
21 RCT GSPD
3
000 18
WX/T 140
S
–.– NM –.– TE 10
HDG VS ALT CRS TTG 29 MSL ENR/ 10 1 2 3 4 T
18
ON ON ON 000 00:00 SEL
INFO
EMER
PUSH

GMAP LX HDG VS ALT

DH
WX FP PULL + SBY DH
GAIN TILT+

INERTIA
DEP ENR ARR AUX VAR CLR
NAV ILS DECEL ON 2 E SBY TST OFF
TST ON ON ON
COM M
R OFF
PULL BRT
1
ARM CAP ARM GS ARM CAP
NAV AUDIO TX SQ G MIN MAX ACT – NAV ILS DECEL
X10 FT
2

DETAIL B
CHRONOMETER CHRONOMETER ARM CAP ARM GS ARM CAP

SWITCH
ARM CAP ON ARM CAP NAV FULL MAP GSPD ATT HDG
NAV LNAV 20
VOR APR IAG ALT PRE
SQ
NAV
ARM CAP ON ARM CAP ARC RNG TTG REV REV 3
FULL MAP GSPD ATT HDG AUDIO

ARM CAP ON ON
ARC RNG TTG REV REV
NAV LNAV MODES
VOR APR IAG ALT PRE 15 RAD ALT
GMT LT FT ET GMT LT FT ET LNAV LNAV
10 5 4
BC SBY GA SELECT CONTROL SELECT CONTROL ARM CAP ON ON ADF TEST ADF
LNAV LNAV VOR1 VOR2
ADF ADF SEL CTL CLR DLY Honeywell
SEL CTL BC SBY GA OFF OFF TEST
TEST OFF OFF
DAVTRON DAVTRON BRG ADI DH HSI WX BRG
Collins
VOR1 VOR2 DIM TST DIM DIM
OFF OFF
OFF OFF
BRG ADI DH HSI WX BRG
DIM TST DIM DIM

COCKPIT VOICE
O.E.I. FD COMP
TRAINING IIDS SG AHRS ADC
E.T. CMD MON
LDG GEAR REV REV TEST REV
FD COMP BARS RESET
IIDS SG AHRS ADC
E.T. CMD MON
RADIO CALL REV REV TEST REV RADIO CALL
BARS RESET

RECORDER
TEST PANEL L R
N76CB N N76CB
THIS HELICOPTER MUST BE OPERATED IN ACCORD
GEN 1 GEN 2 UNLKD WITH THE OPERATING LIMITS SPECIFIED IN THE
OVER OVER AC GEN FAA APPROVED ROTORCRAFT FLIGHT MANUAL.THE
LOW TERR VOLT VOLT AIRWORTHNESS LIMITATIONS SECTION OF THE -35 -30 -20 -10 0 10 20 30 40 50
50 40 30 20 10 0 -10 -20 -30 -35 ALT INHIB OVER
EMER DN NORMAL ROTORCRAFT MAINTENANCE MANUAL MUST BE LOW TERR
VOLT -1 134 OAT „C
OAT „C 134 -1 ON 1 ON COMPLIED WITH. ALT INHIB

PREES ALT X 1000

O 0 131 VNE (IAS)

PREES ALT X 1000

VNE (IAS) 131 0 F
CAUTION ON 1 ON 1 129 134 POWER OFF
POWER OFF 134 129 1 GND GND F UP

TURN & PULL

115% No WITH USEABLE FUEL PER TANK INDICATING 2 126 132 136 KNOTS 115% No
136 KNOTS 132 126 2 GPWS GPWS
MAX 131 129 124 3
FAULT FAULT UNDER 80 LBS OR LESS AVOID SUSTAINED NOSE DOWN 3 124 129 131 MAX
G/S VOLT PITCH ATTITUDES IN EXCESS OF 5„ GPWS GPWS 4 120 127 130 124 WHITE AREA
WHITE AREA 124 130 127 120 4 P/TEST
CANCEL ENG 1 ENG 2 FEEDER 5 120 125 134 135 129 123 118 ABOVE
ABOVE 118 123 129 135 134 125 120 5 CAUTION G/S 10,000 FT
10,000 FT
HD 110 116 122 128 135 132 123 118 6 FLOATS TEST TEST TEST FAULT
DN ENGINE OPERATION WITH ROTOR STOPPED
P/TEST
CANCEL 6 118 123 132 135 128 122 116 110 HD
96 102 108 115 121 127 134 127 118 113 7 TERR O O O LIMITED TO BLADES 45„ TO LONG AXIS 7 113 118 127 134 127 121 115 108 102 96
DISPLAY TEST F F F 8 109 114 121 120 131 106 100 93 87 79
79 87 93 100 106 131 120 121 114 109 8 TERR
9
F F F CAUTION DISPLAY 9 134 114 121 105 98 91 85 76
FL 76 85 91 98 105 121 114 134 ON RESET RESET TURN OFF STROBE LIGHT WHEN TAXIING NEAR 10 82 94 94 90 83 75
IG 75 83 90 94 94 82 10 WARN ED
HT ENG OVSP OTHER AIRCRAFT OR WHEN FLYING IN FOG OR ON 11 75 75 75 75 W
NO 75 75 75 75 11 CLOUDS. STANDARD POSITION LIGHTS MUST BE LO
T ALLOWED 48 48 12 GND 12 48 48 FLIGHT NOT AL
USED FOR ALL NIGHT OPERATIONS.
LDG GEAR UP 1 - TEST - 2
PUSH TO RESET LDG GEAR UP

INSTRUMENT PANEL
PUSH TO RESET

DETAIL D

DETAIL A
REMOTE MICROPHONE

DETAIL E

S-76C+C++_AMM_31-30-00_CC3803_R

Figure 1
Cockpit Voice Recorder System (Helicopter 0640 and Subsequent)

R0
 INDICATING AND RECORDING SYSTEMS (31-00-00)
Overview
The helicopter indicating and recording systems consist of a caution/advisory system,
an audible-visual warning system, and a Cockpit Voice Recorder (CVR) system. The
caution/advisory and audible-visual warning systems monitor the status of electrically
controlled or operated circuits whose performance must be known to the pilot. The
CVR system records all audio signals transmitted or received by the pilot and copilot.
The CVR system also records cockpit and public address audio signals. In addition,
the CVR system encodes and records helicopter rotor speed data.
COCKPIT VOICE RECORDER (CVR) SYSTEM (31-30-00)
Overview
The CVR system records all voice signals transmitted or received by the pilot, copilot
and cabin page announcements. The CVR system simultaneously records four
separate voice inputs into a solid state memory array. These inputs may either be
transmitted or received signals originating from the stations; pilot, copilot, and cockpit
area microphone. The CVR system consists of a recorder unit, a control panel, inertia
switch, area microphone, main rotor NR speed sensor magnetic pickup, and relay
panels. Helicopters 0415 and subsequent also have a float switch.
The CVR system has an automatic means to simultaneously stop the recorder unit
and prevent each erasure feature from functioning after impact. This is done by the
installation of a inertia switch. On helicopters 0415 and subsequent, this is also done
by the installation of a float switch. The inertia switch is mounted at a 45° axis and
is located in the tub area. Upon impact, its contacts close, causing a ground to be
applied to contact X2 of relay K41. The float switch is mounted so its contacts are
normally open when dry. When wet, its contacts close, causing a ground to be applied
to contact X2 of relay K41. Relay K41 now becomes energized. Once energized, a set
of contacts close, establishing on holding circuit, which keeps relay K41 energized. A
second set of contacts open, interrupting power to the recorder unit. The recorder unit
will not operate when relay K41 is energized. Relay K41 resets when interruption of
power occurs, such as pulling out the VOICE RECORDER circuit breaker.
22 23 24 25 31 33 34 39 45
Components
Recorder Unit
It contains the recorder assembly and associated electronics, and is mounted in the
aft electronics compartment. The recorder unit has an external underwater locator
beacon attached to the front side. The recorder unit maintains a recording of the last
30 minutes of conversation and main rotor speed.
Control Panel
It is located on the lower console. It contains the TEST pushbutton, ERASE pushbutton,
PASS and FAIL annunciator lights, SIGNAL LEVEL indicator, HEADSET jack, and an
Amplifier for the area microphone. The TEST pushbutton is for operation of the self
test function. The ERASE pushbutton is for operation of the bulk erase function. The
SIGNAL LEVEL indicator is an LED, display and modulates with cockpit conversation
through the area microphone. The PASS and FAIL indicators advise the pilot or copilot
with the status of the self test.
Inertia Switch
The inertia switch, also called g-switch, is used in the CVR system to automatically
stop the recorder and prevent each erasure feature from functioning after impact. The
g-switch is mounted at a 45° angle and is located in the tub area. Upon impact, the
normally open contacts of the g-switch close, causing a ground circuit to be applied
to contact X2 of relay K41. Relay K41 is energized and latched with a holding circuit
through normally open contacts A1 and A2.
Cockpit Voice Recorder Relay Panel Relays
Cockpit Voice Recorder Control Relay K41
Relay K41 is energized after a ground enabling circuit through the inertia switch is
established. After impact the inertia switch contacts close momentarily and complete
a ground enabling circuit to terminal X2. On helicopters 0415 to 9999, a float switch
electrically parallels the inertia switch. When wet, the float switch contacts close and
complete a ground enabling circuit to terminal X2 of relay K41. One set of K41 contacts
close, establishing a holding circuit, keeping relay K41 energized. A second set of
contacts open, de-energizing the recorder unit. Relay K41 receives 28 VDC from the
VOICE RECORDER circuit breaker on the DC junction box.
Cockpit Voice Recorder Interlock Relay K42
Relay K42 is energized after a ground enabling circuit from the weight-on-wheels relay
K14/1R is established. Once energized, a set of contacts close allowing the bulk erase
31-1
R0
 For Training Purposes Only S-76C+/C++

B2 B3 A1 A2

K41
VOICE RECORDER
DC CB10 / DC
ESS 3
BUS AMP X1 X2 1 2
K41

K14 / 1R INERTIA SWITCH

K42 (SEE NOTE) (SEE DETAIL A)
K582
D C JUNCTION BOX K42 (SEE NOTE)
X1 X2 D2 D1 CR31
C B
X1 X2 E25 E26 E28 B1 B2
FLOAT SWITCH
DETAIL A EFFECTIVITY:
EFFECTIVITY: HELICOPTERS PRIOR TO 419. HELICOPTERS 0415
HEADSET AND SUBSEQUENT.

28 VDC IN
B2 B1
C
ERASE
A
PWR GND
HEADSET HI
HEADSET LO
PUSH TO TEST
+
INDICATOR
MIC HI -
PASS
LED
MIC LO FAIL
PRE AMP PWR GND
PRE AMP PWR +15 VDC
AREA MICROPHONE
LO
AUDIO OUT
HI
GROUND
LO CHANNEL 4
HI TRACK 3
0-5 VDC LIGHTING
24 db LO CHANNEL 2
ATTENUATION COMM TO INTERPHONE HI TRACK 4
CONSOLE LIGHTS 6 db SYSTEM (ICS) LO CHANNEL 3
DIMMER HI TRACK 2

CONTROL PANEL

LO
HI

MAIN ROTOR Nr SPEED

SENSOR MAGNETIC RECORDER UNIT
PICKUP
FOR HELICOPTERS WITHOUT IIDS:
REFER TO POWER TURBINE RPM
INDICATING SYSTEM, 77-10-02

NOTE FOR HELICOPTERS WITH IIDS:

REFER TO INTEGRATED
INSTRUMENT DISPLAY SYSTEM
RELAY SHOWN WITH WEIGHT OFF (IIDS), 31-60-00
WHEELS.

S-76C+C++_AMM_31-30-00_CC0608C

Figure 2
Cockpit Voice Recorder System

R0
 COCKPIT VOICE RECORDER (CVR) SYSTEM (31-30-00) (CONTINUED)
Components (Continued) The ERASE pushbutton is electrically interlocked with the weight-on-wheels relay
circuit to be established. The bulk erase function can be performed by pressing the K14/1R to prevent inadvertent erasure of the tape. The bulk erase function is only
ERASE pushbutton on the control panel. Relay K42 receives 28 VDC from the VOICE operational when the aircraft is on the ground. Pressing the ERASE pushbutton on the
RECORDER circuit breaker on the DC junction box. control panel for five seconds and releasing causes the bulk erase function to engage.
This function will erase all information on the tape. The bulk erase feature takes
Operation approximately 15 seconds during which time the PASS and FAIL annunciator lights will
flash simultaneously and the SIGNAL LEVEL indicator will modulate with any cockpit
Cockpit Voice Recorder (CVR) System noise through the area microphone. When the helicopter is on the ground, contacts
The CVR self test feature operates the CVR components and gives an indication of D1 and D2 of the weight-on-wheels relay K14/1R are energized closed, causing a
the PASS or FAIL condition. The entire self test takes approximately 40 seconds. The ground circuit to be applied to contact X2 of relay K42 and energizing it. Relay K42
self test will not be functional if the bulk erase is in progress. Similarly, if the self test is is located on the cockpit voice recorder relay panel. After relay K42 is energized,
in progress and the bulk erase feature is activated, the self test will cancel. During the normally open contacts B1 and B2 close, allowing the bulk erase electrical signal from
self test the recorder unit sends electrical signals to the PASS and FAIL annunciator the control panel to be transmitted through the closed contacts B1 and B2 of relay K42
lights on the control panel, causing them to alternately go on and off. After a successful to recorder unit. The CVR system records rotor speed from the main rotor Nr speed
self test the PASS annunciator light goes on for about 10 seconds, then off. A failed sensor magnetic pickup. The sensor transmits an electrical signal to the recorder unit.
self test will be indicated by a flashing FAIL annunciator light. The number of flashes
determines the probable cause for the failed self test. The FAIL light will flash a number Recorder Unit
of times, pause, then repeat the same number of flashes. The CVR unit uses a magnetic tape to record all voice signal transmitted or received
by the pilot, copilot, and cabin page announcements. Four separate voice inputs are
Number of Fail Flashes Cvr Condition Fail Led Pass Led simultaneously recorded onto a four track tape. The direction of the magnetic tape is
None Pass Off On approximately 80 minutes. The recorder unit receives 28 VDC from the battery bus
1 Channel 1 Fail On On in the DC junction box through the cockpit voice recorder circuit breaker CB10/DC,
and through normally closed contacts B2 and B3 if relay K41 on the voice recorder
2 Channel 2 Fail On On
relay panel. The recorder unit is shock mounted in the aft electronics compartment.
3 Channel 3 Fail On On The recorder unit has an external underwater locator beacon (ULB) which is shock
4 Channel 4 Fail On On mounted to the front of the unit.
5 Partial Memory On On
Fail Control Panel
The control panel contains the TEST and ERASE pushbuttons, PASS and FAIL
Steady Multi Channel Fail On Off
annunciator lights, SIGNAL LEVEL indicator, HEADSET jack, and an Amplifier for the
The above table shows the specific fail condition based on the number of times the area microphone. The TEST pushbutton is for operation of the self test function. The
FAIL annunciator light flashes. Should a self test fail and another self test is desired, ERASE pushbutton is for operation of the bulk erase function. The SIGNAL LEVEL
the TEST pushbutton must be pressed firmly for at least one second then released indicator is an LED display and modulates with cockpit conversation through the area
before pressing the button second time to engage the self test. microphone. The PASS and FAIL indicators advise the pilot or copilot of the status of
the self test. The control panel is located on the lower console.
The area microphone is a miniature omni-directional microphone that is remotely
mounted on the upper section of the instrument panel. During the self test feature
any cockpit conversation can be heard through the area microphone using the control
panel headphone jack.

31-2
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only
AUDIBLE/VISUAL WARNING SYSTEM (31-52-00)
Components
Master Warning Panels
The master warning panels are mounted to the underside of the instrument panel
glare shield, in the pilot and copilot immediate viewing area. The five capsules, listed
by nomenclature, color, and in order of sequence, are:
#1ENG FIRE PRESS-TONE OFF Red
#1ENG OUT PRESS-TONE OFF Red
MASTER CAUTION PRESS TO RESET Amber
#2 ENG OUT PRESS-TONE OFF Red
#1ENG FIRE PRESS-TONE OFF Red
The master warning panel has #1 ENG FIRE PRESS-TONE OFF and #2 ENG FIRE
PRESS-TONE OFF capsules which isolate the audible-visual signal and specifically
identifies No. 1 or No. 2 engine.
Each capsule contains two parallel-connected lamps. The MASTER CAUTION PRESS
TO RESET, #1 ENG FIRE PRESS-TONE OFF and #2 ENG FIRE PRESS-TONE
OFF capsules of each master warning panel cannot be dimmed. The master caution
panel goes on when any caution signal is received from the RDAU. The MASTER
CAUTION PRESS TO RESET is armed to monitor any subsequent malfunction by
pressing the capsule, which closes the integral momentary switch. Circuitry with the
caution/advisory panel turns off the MASTER CAUTION PRESS TO RESET capsule.
The #1 and #2 ENG OUT PRESS-TONE OFF capsules receive their input from the
No. 1 and No. 2 gas generator (N1) tachometers. At 66% N1 as displayed on the No.
1 and No. 2 gas generator (N1) tachometers, a switched 28 VDC is supplied to the
associated #1 or #2 ENG OUT PRESS-TONE OFF capsules. The #1 or #2 ENG
OUT PRESS-TONE OFF capsules remain on until the engine gas generator section
speed is brought above 66%, whether due to an engine restart or during an on-ground
dynamic test. The momentary switch in each ENG OUT PRESS-TONE OFF capsule
is used to disable the tone generator signal to the pilot and copilot headsets.
Engine-Out Test Switch
The engine-out warning system is disabled whenever the weight of the helicopter is
on its wheels. This prevents the need to reset the engine-out tone to the pilot and
copilot headsets each time external power is applied to the helicopter, or the engines
are operated below IDLE. The ENGINE OUT TEST switch, mounted on the right side
S-76C+/C++
of the center console, allows for a static test (engines not running) of the engine-out
systems, which bypasses the weight-on-wheels interlock. Pressing the ENGINE OUT
TEST switch to TEST causes an alternating tone to be heard in both headsets, if the
#1 or #2 ENG OUT PRESS-TONE OFF capsule is on.
Interruption of the alternating tone supplied to the pilot and copilot headsets is done by
pressing the faces of the #1 and #2 ENG OUT PRESS-TONE OFF capsules.
Tone Generator
The tone generator, part of the audible-visual warning system, is supplied from the
DC ESNTL bus. The tone generator produces different warning tones for each of
three conditions. All warning outputs are supplied to the pilot and copilot headsets
through the direct Amplifier section of the pilot and copilot interphone panels. The
interphone panels supply the warning tones directly to the headsets. The volume
control has no effect on the tone generator signals. A ground, supplied to any of three
tone generator inputs, causes the production of a specific tone output warning. The
tone warning outputs and their functions are: an alternating tone of 550 Hz and 700
Hz is used with the No. 1 or No. 2 engine-out warning, an intermittent tone of 250 Hz
is used with the landing gear up warning, and a steady tone of 250 Hz is used with a
fire warning (in either engine). Each tone can be stopped by pressing its associated
switch/light warning capsule. Warning capsules are provided at both pilot and copilot
stations. A priority system in the tone generator provides first priority for engine-out
warning, second priority for landing gear up warning, and third priority for fire (either
engine) warning. If all three warning inputs are simultaneous, pressing a switch/light
device for either engine will interrupt the associated alternating tone. The intermittent
tone, landing gear up, second priority, will immediately begin. Pressing a landing gear
switch/light device will interrupt the associated intermittent tone and the steady tone
(fire either engine) will begin. Pressing a fire switch/light assembly will interrupt the
steady tone. In case of the presence of a second priority or third priority tone, failure
of either engine causes the tone generator to stop any other tone and replace it with
the first priority tone.
No. 1 Relay Panel Relays
Landing Gear Down Left Relay K8/1R
Relay K8/1R is energized when the left landing gear is down and locked. If the left gear
is not down and locked K8/1R is de-energized and controls the landing gear warning
weight-on-wheels relay K26/1R, to provide one of the two inputs necessary to produce
a landing gear up audible and visual warning.
R0
Weight-On-Wheels Relay K14/1R
Relay K14/1R is energized with the helicopter’s weight on the wheels to disable the
No. 1 and No. 2 engine-out tone circuit. The interlock prevents the reset requirement
otherwise necessary to silence the engine out alternating tone to the pilot and copilot
headsets each time the BATT switch is placed ON, the EXT POWER switch is placed
ON, or the engines are operated below ground idle.
Landing Gear Warning Airspeed Relay K25/1R
Relay K25/1R is de-energized when the airspeed is over 60 knots. When the airspeed
is 60 knots or less, the relay is energized to provide one of two inputs necessary for an
audible and visible landing gear up warning.
Landing Gear Warning Weight-On-Wheels Relay K26/1R
Relay K26/1R is energized when the landing gear selector handle is placed DOWN
and the left landing gear is down and locked. If the landing gear selector handle is
UP (or is DOWN) and the left landing gear is not down and locked, K26/1R is de-
energized. When de-energized, and with an airspeed of 60 knots or less, both LDG
GEAR UP PUSH TO RESET instrument panel-mounted capsules will go on and an
intermittent tone is supplied to the pilot and copilot headsets.
Landing Gear Warning Audio Relay K27/1R
Relay K27/1R is energized when either LDG GEAR UP PUSH TO RESET instrument
panel mounted capsules are pressed. One set of contacts is energized open,
interrupting the intermittent tone supplied to both headsets when the left landing gear
is not down and locked and the airspeed is at 60 knots or less. A second set of contacts
closes, establishing a holding circuit, keeping K27/1R energized when the pressed
LDG GEAR UP PUSH TO REST capsule is released.
No. 2 Relay Panel Relays
No 1 Engine Out Warning Control Relay K11/2R
Relay K11/2R is energized when the #1 ENG OUT PRESS-TONE OFF capsule of
either master warning panel is pressed. One set of contacts opens, de-energizing
K12/2R, interrupting the engine-out alternating tone to both headsets. A second set of
contacts closes, establishing a holding circuit, keeping K11/2R energized when the #1
ENG OUT PRESS-TONE OFF capsule is released.
22 23 24 25 31 33 34 39 45
No. 1 Engine Out Warning Audio Relay K12/2R
Relay K12/2R is energized when the gas generator section of No. 1 engine decreases
to less than 66 (engine fail). Contacts of K12/2R are energized closed, supplying
a ground enable to the tone generator through the weight-on-wheels relay K14/1R
when the helicopter is in flight or through the TEST position of the ENG OUT TEST
switch when the helicopter is on the ground. The alternating tone produced by the tone
generator is heard in the pilot and copilot headsets.
No. 2 Engine Out Warning Control Relay K13/2R
Relay K13/2R is energized when the #2 ENG OUT PRESS-TONE OFF capsule of
either master warning panel is pressed. One set of contacts opens, de-energizing
K14/2R, interrupting the engine-out alternating tone to both headsets. A second set of
contacts closes, establishing a holding circuit, keeping K13/2R energized when the #2
ENG OUT PRESS-TONE OFF capsule is released.
No. 2 Engine Out Warning Audio Relay K14/2R
Relay K14/2R is energized when the gas generator section of the No. 2 engine
decreases to less than 66 (engine fail). Contacts of K14/2R are energized closed,
supplying a ground enable to the tone generator through the weight-on-wheels relay
K14/1R when the helicopter is in flight or through the TEST position of the ENG OUT
TEST switch when the helicopter is on the ground. The alternating tone produced by
the tone generator is heard in the pilot and copilot headsets.
No. 2 Fire Warning Audio Relay K24/2R
Relay K24/2R is energized from either engine’s fire detection system or from the TEST
DET switch on the overhead switch panel, when placed and held at either FWD or
AFT/BAG. Contacts of K24/2R are energized closed, supplying a ground enable to
the tone generator. The steady tone produced by the tone generators is heard in the
pilot and copilot headsets.
No. 2 Fire Warning Control Relay K25/2R
Relay K25/2R is energized when either #1 or #2 ENG FIRE PRESS-TONE OFF
capsule is pressed. One set of contacts opens, de-energizing the fire warning audio
relay K24/2R, interrupting the steady tone to both headsets. A second set of contacts
closes, establishing a holding circuit, keeping K25/2R energized when the #1 or #2
ENG FIRE PRESS-TONE OFF capsule is released.
31-3
R0
 For Training Purposes Only
AUDIBLE/VISUAL WARNING SYSTEM (31-52-00) (CONTINUED)
Components (Continued)
No. 1 Fire Warning Control Relay K41/2R
Relay K41/2R is energized when either #1 or #2 ENG FIRE PRESS-TONE OFF
capsule is pressed. One set of contacts opens, de-energizing the fire warning audio
relay K42/2R, interrupting the steady tone to both headsets. A second set of contacts
closes, establishing a holding circuit, keeping K41/2R energized when the #1 or #2
ENG FIRE PRESS-TONE OFF capsule is released.
No. 1 Fire Warning Audio Relay K42/2R
Relay K42/2R is energized from either engine’s fire detection system or from the TEST
DET switch on the overhead switch panel, when placed and held at either FWD or
AFT/BAG. Contacts of K42/2R are energized closed, supplying a ground enable to
the tone generator. The steady tone produced by the tone generators is heard in the
pilot and copilot headsets.
Airspeed Switch
The airspeed switch is operated by the differential pressure supplied from the copilot
pitot-static system. When the pressure differential is equal to that obtained at 60 Kts or
less of indicated airspeed, the contacts of the airspeed switch are closed. The closed
contacts provide one of two inputs necessary to provide a landing gear up visible and
audible warning.
Landing Gear Warning Capsules
The instrument panel-mounted LDG GEAR UP PUSH TO RESET switch/light capsules
contain two parallel connected lAmps and a momentary switch. A capsule is provided
for pilot and copilot. Both LDG GEAR UP PUSH TO RESET capsules will go on if the
helicopter airspeed decreases to 60 Kts or less, and the left landing gear is not down
and locked when the landing gear selector handle is DOWN. Each capsule contains
two parallel connected lAmps. The momentary switch, closed by pressing either LDG
GEAR UP PUSH TO RESET capsules, is used to discontinue the intermittent tone
applied to the pilot and copilot headsets.
S-76C+/C++
Operation
Audible-Visual Warning System (Helicopters With IIDS)
Engine-Out Circuit Analysis
The engine-out circuit of the audible-visual warning system uses the engine out signal
from the Integrated Instrument Display System (IIDS) to provide an engine-out warning.
The signal is active when the gas generator speed decreases to less than 48% N1. A
weight-on-wheels switch inhibits the engine-out warning when the helicopter is on the
ground; however, a complete functional test can be made using the ENG OUT TEST
switch. A No. 2 engine-out malfunction is used to describe the circuit action.
If the No. 2 engine fails in flight, the IIDS No. 2 engine out - ground input receives a
ground signal from pin 14 of connector P532 of the No. 2 digital engine control unit
(DECU). The IIDS responds by presenting a 28 VDC signal to pin 18 of connectors
P46 (pilot) and P47 (copilot) via an isolation diode in the No. 2 relay panel. The DECU
can also activate the engine out circuit directly by energizing K29/2R, which switches
28 VDC through an isolation diode to pin 18 of connectors P46 and P47. This voltage
causes the #2 ENG OUT PRESS-TONE OFF capsule of the respective master
warning panel to go on, providing a visible malfunction warning directly in view of both
pilots. The 28 VDC engine out signal also energizes the No. 2 engine-out warning
audio relay K14/2R through diode CR16/2R and normally closed contacts B2 and
B3 of the No. 2 engine-out warning control relay K13/2R. With K14/2R energized, its
contacts A1 and A2 close, applying an enabling ground at pin C of connector P126R of
the tone generator. The circuit for the tone generator alternating tone is from ground,
through the closed contacts A1 and A2 of the energized No. 2 engine-out warning
audio relay K14/2R, and through the closed contacts A2 and A3 of the de-energized
weight-onwheels relay K14/1R to pin C of the tone generator. The ground at pin C
enables the alternating tone of 550 Hz and 700 Hz. The alternating tone is supplied
to both pilot and copilot headsets from pin G of connector P126R, tone output. The
voltage applied at pin d of P106 is also supplied to the AC power system.
Voltage is supplied from pin D of P106 to No. 2 engine AC generator interlock relay
K44/2R which energizes and causes the AC generator to be disconnected from its
loads. Diodes CR15/2R and CR16/2R are blocking diodes which prevent 28 VDC from
being applied to the AC generator interlock circuits when the ENG OUT PRESS-TONE
OFF capsules are pressed.
R0


NOTES:
The alternating tone can be discontinued in both headsets by pressing either pilot or
copilot #2 ENG OUT PRESS-TONE OFF capsule; circuitry for the pilot is described. The
pilot’s reset switch, which is part of the #2 ENG OUT PRESS-TONE OFF capsule, is
supplied from the DC ESS bus through the AUD WARN circuit breaker, through pin 20 of
connector P46. When the reset switch is closed by pressing the #2 ENG OUT PRESS-
TONE OFF capsule, the No. 2 engine out warning control relay K13/2R is energized
through pin 19 of connector P46 and through pin B of connector P106 of the No. 2 relay
panel. With No. 2 engine out warning control relay K13/2R energized, contacts B2 and
B3 open, de-energizing the No. 2 engine out warning audio relay K14/2R, opening
contacts A1 and A2, removing the alternating tone, ground enable from the tone
generator at pin C of connector P126R. Contacts B2 and B1 of the No. 2 engine out
warning control relay K13/2R close, providing a holding circuit for K13/2R, that maintains
K13/2R energized when the #2 ENG OUT PRESS-TONE OFF capsule is released. The
#2 ENG OUT PRESS-TONE OFF master warning capsules remain on until the engine
is restarted.

With the helicopter on the ground, the weight-on-wheels relay K14/1R is energized
from the landing gear circuitry. Contacts A2 and A3 open, interrupting the path to
the alternating tone input of the tone generator and preventing the generation of an
engine-out audible warning while on the ground with engines shut off. Both engine-out
audible circuits can be ground-tested by using the ENG OUT TEST switch on the right
side of the center console. When the switch is pressed and held, an enabling ground
path is available for the alternating tone input. The circuit starts at ground through
closed contacts A1 and A2 of the energized No. 1 engine out warning audio relay
K12/2R, and the No. 2 engine out warning audio relay K14/2R (energized because
engines are shut off) to the ENG OUT TEST switch. When the ENG OUT TEST switch
is pressed to TEST, its contacts close, applying the enabling ground to the alternating
tone input of the tone generator at pin C of connector P126R.

31-4
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

#1 ENG TO LAMP TEST CIRCUITS J34 P34 P46 J1

(SEE NOTE 2)
BACKUP REFER TO INTEGRATED Z 24
INSTRUMENT DISPLAY
5 #1 ENG FIRE
P104 J1 / 2R SYSTEM (IIDS), 31−60−00 21
DC AMP J2 / 2R P106 Y PRESS−TONE OFF
REFER TO DIGITAL NO. 1 FIRE WARNING
ESS #2 ENG ENGINE CONTROL X2 X1 AUDIO RELAY
BUS BACKUP SYSTEM, 73−23−00 W K42 / 2R DD
5 E10 E7 REFER TO ENGINE
X1 X2 j X 23
AMP FIRE DETECTION
(SEE NOTE 2) W 22
CR1 / 2R SYSTEM, 26−11−00
AUD WARN NO. 1 ENGINE X1 X2 K41 / 2R H 13
NO. 1 ENGINE TO K43 / 2R−X1.
2 OUT WARNING #1 ENG OUT
A3 OUT WARNING A2 REFER TO AC G 14
AMP CONTROL RELAY B3 B1 B2 PRESS−TONE OFF
K11 / 2R AUDIO RELAY K14 / 2R POWER SYSTEM, J1 / 2R P104
K11 / 2R A1
DC WEIGHT−ON−WHEELS K12 / 2R 24−22−00 K41 / 2R
ESS LDG GR A2 A1 p
UP SWITCH K11 / 2R
BUS CONT P5 B2
TO LANDING GEAR CONTROL A2 E 16
2 B P5 b
VALVE SOLENOID. REFER TO (SEE NOTE 2) F 15
AMP A LANDING GEAR EXTENSION E36 E35
REFER TO LANDING D 17
DOWN AND RETRACTION SYSTEM, GEAR EXTENSION AND LDG GEAR UP P114 J3 / 2R c
32−30−00. RETRACTION SYSTEM, PUSH TO RESET #2 ENG OUT
CR15 / 2R X2 X1 C 18
LANDING GEAR 32−30−00 PRESS−TONE OFF
M
CONTROL PANEL

A 20
N (SEE NOTE 2) B 19
NO. 2 ENGINE
LDG GEAR UP OUT WARNING K 11
PUSH TO RESET R CONTROL RELAY J2 / 2R P106 #2 ENG FIRE
K13 / 2R J 12
K13 / 2R K13 / 2R PRESS−TONE OFF
X2 X1 P601 J1
b
B3 B2 B2 B1 4 ENGINE OUT − OUTPUT
T 4
F A E40 P609 J9 U 3
P126R
INSTRUMENT PANEL T NO. 2 ENGINE CR16 / 2R
POWER IN F NOT OUT WARNING 4 ENGINE OUT − OUTPUT
TB5 / 2R
USED AUDIO RELAY E39 PILOT MASTER WARNING PANEL
GND H S DATA BUSES
K14 / 2R
K29 / 2R P604 J4 J33 P33 P47 J1
INTERMITTENT TONE B P103 J1 / 1R J1 / 1R P103 B TB5 / 2R
REFER TO INTER− B2 B1 P2288R
q d 54 ENGINE OUT − GROUND INPUT Z 24
PHONE CONTROL x TB5 / 2R A2 A1
TONE OUTPUT G D J
SYSTEM, 23−40−00 K8 / 1R 3 RESET / TEST INPUT TO K44 / 2R−X1. REFER #1 ENG FIRE
G Y 21
(SEE NOTE 1) TO AC POWER P606 J6 IIDS DISPLAY UNIT PRESS−TONE OFF
ALTERNATING TONE C H 35 WARN #1 OUT (+)
A2 SYSTEM, 24−22−00 J3 / 2R P114
24 (+) GEAR DOWN LOGIC A1 TB6 / 2R 54 ENGINE OUT − GROUND INPUT
STEADY TONE A K14 / 2R
K31 / 2R L
A3 36 WARN #2 OUT (−) X 23
J P2288R P911R TO BRIGHT / DIM RELAY D J E K
TONE GENERATOR 250 FOOT DECISION A2 P W 22
DECISION HEIGHT OUTPUT X1 X2 K17 / 2R. REFER TO INTER− X1 X2 TB6 / 2R INTEGRATED INSTRUMENT DISPLAY
J2 / 1R P105 GROUND 6 GRATED INSTRUMENT TB5 / 2R H 13
HEIGHT V FROM RADAR K
INPUT A2 DISPLAY SYSTEM (IIDS), SYSTEM REMOTE DATA ACQUISITION
P ALTIMETER E K #1 ENG OUT
31−60−00 UNIT (IIDS RDAU) G 14
K12 / 2R PRESS−TONE OFF
WEIGHT−ON− X2 AIR DATA COMPUTER A1
WHEELS K20 / 1R OPTIONS RELAY PANEL NO. 1 ENGINE
ACCESSORY UNIT NO. 2 ENGINE
RELAY X1 A1 A2 OUT RELAY
K14 / 1R OUT RELAY E 16
J1 / 1R P103 P104 J1 / 2R K31 / 2R K29 / 2R P533 J1
J2 / 2R P106 F 15
X1 NO. 1 ENG OUT − D 17
WEIGHT−ON− j T h 14
WHEELS X2 OUTPUT (GND)
i CR2 / 2R #2 ENG OUT
INTERLOCK a REFER TO ENGINE C 18 PRESS−TONE OFF
RELAY X1 i FIRE DETECTION
K20 / 1R TO NO. 1 ENGINE CONTROL NO. 1 FIRE WARNING K42 / 2R K24 / 2R E8 E9 SYSTEM, 26−11−00
RELAY K28 / 2R REFER TO CONTROL RELAY X2
(SHOWN WITH WEIGHT OFF WHEELS) a
EFFECTIVITY DIGITAL ENGINE CONTROL K41 / 2R A2 A1 A1 A2 NO. 1 DIGITAL ENGINE
A 20
NO. 1 RELAY PANEL SYSTEM, 73−23−00 CONTROL UNIT B 19
TO BRIGHT / DIM RELAY K25 / 2R J1 / 2R P104
HELICOPTERS WITH 2S2 ENGINES AND IIDS. K25 / 2R K 11
K6 / 2R. REFER TO INTER−
VR1 / 2R
GRATED INSTRUMENT V #2 ENG FIRE
DISPLAY SYSTEM (IIDS), B3 B2 B2 B1 J 12
IN OUT PRESS−TONE OFF
31−60−00 X2 X1 X1 X2 P532 J1
NOTES NO. 2 ENG OUT −
ENGINE OUT GND 14 OUTPUT (GND)
TEST T 4
1. K8 / 1R ENERGIZED WHEN LEFT SWITCH OFF NO. 2 FIRE WARNING NO. 2 FIRE WARNING U 3
LANDING GEAR DOWN AND LOCKED. AUDIO RELAY CONTROL RELAY
2. ISOLATION DIODES LOCATED IN TEST K24 / 2R K25 / 2R
NO. 2 RELAY PANEL. S12
NO. 2 DIGITAL ENGINE COPILOT MASTER WARNING PANEL
CONTROL UNIT
CENTER CONSOLE NO. 2 RELAY PANEL

S-76C+C++_AMM_31-52-00_CC3709_1_CC3709_2_CC3709_3_R

Figure 3
Audible/Visual Warning System

R0
 AUDIBLE-VISUAL WARNING SYSTEM (31-52-00) (CONTINUED)
Operation (Continued)
Engine Fire Circuit Analysis
The engine fire detection system provides a 28 VDC output to the No. 2 relay panel fire
warning-audio circuitry when an engine fire is detected. A No. 1 engine fire condition
is used to describe the circuit action.
With a No. 1 engine fire, 28 VDC is applied to the No. 1 fire warning audio relay
K42/2R from the fire detector circuit, through pin j of connector P106, through
diode CR1/2R, and through normally closed contacts B2 and B3 of the No.
1 fire warning control relay K41/2R. Additionally, the output of diode CR1/2R
is routed to pin 21 of connectors P47 and P46 on the copilot and pilot master
warning panels, respectively, through pin P of connector P104. The 28 VDC at
pin 21 of connectors P47 and P46 is routed through blocking diodes to the #1 ENG
FIRE PRESS-TONE OFF capsules of the copilot and pilot master warning panels. With
the No. 1 fire warning audio relay K42/2R energized, an enabling ground is supplied to
the tone generator at pin A of connector P126R. The resulting steady tone of 250 Hz
is supplied to the pilot and copilot headsets.
The steady tone can be discontinued in both headsets by pressing either pilot or
copilot #1 ENG FIRE PRESS-TONE OFF capsule. The tone off switches, that are
part of the #1 ENG FIRE PRESS-TONE OFF capsules, are supplied from the DC
ESNTL bus through the AUD WARN circuit breaker through pin 22 of connector P46
and P47. When a tone off switch is closed by pressing the #1 ENG FIRE PRESS-
TONE OFF capsule, the No. 1 fire warning control relay K41/2R is energized, through
pin DD of connector P106 of the No. 1 relay panel. With the No. 1 fire warning
control relay K41/2R energized, its contacts B2 and B3 open, de-energizing the
No. 1 fire warning audio relay K42/2R whose contacts A1 and A2 open, removing the
steady tone enabling ground from the tone generator at pin A of connector P126R.
Contacts B2 and B1 of the No. 1 fire warning control K42/2R close, providing a holding
circuit for fire warning control, maintaining K41/2R energized when the #1 ENG FIRE
PRESS-TONE OFF master warning capsule is released. The #1 ENG FIRE PRESS-
TONE OFF capsules remain on until the fire is extinguished.
22 23 24 25 31 33 34 39 45
Landing Gear Up Circuit Analysis
A landing gear up audible and visual warning is activated during flight if the left gear is
not down and locked and airspeed is less than 60 knots and radar altitude descends
through 250 ft. Pushing either the pilot or copilot LDG GEAR UP PUSH TO RESET
capsule will discontinue the audible warning, but the visual warning will continue until
the landing gear is down and locked or airspeed is increased to above 60 knots or
radar altitude is increased to above 250 ft.
The warning activation logic is performed by the Air Data Computer (ADC) accessory
unit. The circuit originates at the DC ESS bus through the LDG GR CONT circuit
breaker, through pins B and A of connector P5 (landing gear select handle down) on
the landing gear control panel, to open contacts B2 and B1 of the landing gear down
left relay K8/1R. The landing gear down left relay K8/1R is energized only if the left
gear is down and locked. With the UP-DN control lever on the landing gear control/
indicator panel in the DN position and landing gear down left relay K8/1R energized,
28 VDC is applied to pin 24 of connector P2288R of the ADC accessory unit. The radar
altimeter applies a ground signal via the options relay panel to pin 24 of connector
P2288R of the ADC accessory unit when radar altitude is below 250 feet. The ADC
accessory unit also receives airspeed data from the pilot’s and copilot’s ADCs. When
the activation criteria is met, the ADC accessory unit applies an enabling ground to pin
B of connector P126R of the tone generator and supplies 28 VDC to the lAmps of the
pilot and copilot landing gear up capsules. The intermittent 250 Hz tone output from the
tone generator is supplied to the pilot and copilot headsets. The audible tone can be
discontinued in both headsets by pressing either pilot or copilot LDG GEAR UP PUSH
TO RESET capsules. When a reset capsule switch is pressed, ground is applied to
pin 3 of connector P2288R of the ADC accessory unit which then discontinues the
enabling ground to the tone generator.
31-5
R0
 For Training Purposes Only S-76C+/C++

AC NO. 1 STARTER /
JUNCTION GENERATOR
BOX A7
CB500 COCKPIT VOICE
NO. 2 STARTER / CB501 RECORDER SYSTEM−
GENERATOR P472 / J472 RECORDER UNIT
NO. 2 DC A8 P310R / J1 CLTV
DEC
STARTER / Y
A O
30 SE
C

GENERATOR W E
I C
M

SHUNT TB56 INC 2 MIN P

TRIM

IID
SI TRAIN
N FWD
J2 TLK
29
OVERHEAD IID 4 L R

CONTROL P706 / J706 NO. 2 DIGITAL SI

N AFT

PANEL ENGINE CONTROL J2 TLK

29
DECU
FAUL

4
(PRES T
P102 UNIT (DECU) TRIM
S) E T D
NRN
G I
SCROLL
NO. 2 RELAY P530 / J530 REL MU
P SWITCH
PANEL P532 / J532 S7
P104 / J1 / 2R
P106 / J2 / 2R
P114 / J3 / 2R P800 / J800
NO. 1 DIGITAL
P112 / J112 ENGINE
CONTROL
F UNIT (DECU)
P531 / J531
P533 / J533
E
P471 / J471
RIGHT SIDE OF LOWER CONSOLE RIGHT FORWARD SIDE OF INSTRUMENT PANEL
D (HELICOPTERS PRIOR TO 0511) (HELICOPTERS 0511 AND SUBSEQUENT)
NO. 1 DC STARTER / COLLECTIVE STICK GRIP
GENERATOR SHUNT MAINTENANCE INTERLOCK CONNECTOR PILOT P1/B / J202
E TB55 J2294 COPILOT P1/D / J203
DETAIL E DETAIL F
P521 / J521
P43 / J43

PILOT MASTER PILOT ENGINE

WARNING PANEL CONTROL PANEL
P707 / J707 P46 P44
P520 / J520
P801 / J801

#1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE #1 ENG CONTROL #2 ENG CONTROL
P901 / J901 PRESS TONE OFF PRESS TONE OFF PRESS TO RESET PRESS TONE OFF PRESS TONE OFF PRESS TO DIM PRESS TO DIM

NO. 1 RELAY
PANEL
P103 / J1 / 1R
P105 / J2 / 1R
P125 / J3 / 1R

P220 / J220 P212 / J212 P211 / J211

BATTERY
P250

#1 ENG CONTROL #2 ENG CONTROL #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE
PRESS TO DIM PRESS TO DIM PRESS TONE OFF PRESS TONE OFF PRESS TO RESET PRESS TONE OFF PRESS TONE OFF

COPILOT ENGINE COPILOT MASTER

CONTROL PANEL WARNING PANEL
P45 P47
GLARE SHIELD

DETAIL D
S-76C+C++_AMM_31-60-00_CC2667_1B_CC2667_2_CC2667_3B_R

Figure 4
Integrated Instrument Display System (IIDS) (Sheet 1 of 2)

R0
 INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)
Overview BARRIER FILTER
CAUT
ADV
The Gull Integrated Instrument Display System (IIDS) consists of three identical and BLOCKED
CAUT
BLOCKED

UP
fully independent processing/display channels to provide triple redundancy and is TEST
MAINT FILTER
MAINT
DECU

used for acquiring and displaying Engine Instrumentation and Crew Advisory System FAULT
MONITOR

CHECK

RESET
(PRESS)

(EICAS) data. System parts consist of three identical and interchangeable Display Units HOLD DOWN
ENG 1 FILTER
CONDITION
ENG 2
DOWN

(DU), and one remote data acquisition unit (RDAU). One display unit is installed at the BARRIER FILTER

pilot location, the second in the copilot location, and the third is in the center location
of the instrument panel. The RDAU is located in the cabin at station 255 and provides ENGINE FAULT BARRIER FILTER PANEL
DETAIL O
input/output processing of all EICAS data and interface to the three display units. Two
IIDS REV reversion pushbutton switches, one for the pilot and one for the copilot, NO. 2 DC
NO. 1 DC
GENERATOR
GENERATOR
are located on the instrument panel to provide fail operational reversion capability CONTROL PANEL
CONTROL PANEL
P309
P308
following a single IIDS channel failure. Each display unit includes a self contained dual PALLET
processor symbol generator, fluorescent lAmp/heater assembly, and power supply. DETAIL M

The display units are multifunctional and can act as either primary display (engine
or performance). They also have the ability to display any of the available sub-page FW
D

formats by command from the function soft keys. The display units incorporate a 3.5
in. x 4.5 in. sunlight readable Active Matrix Liquid Crystal Display (AMLCD) panel, five J1

function keys (one MENU button and four soft keys), a bright/dim (BRT/DIM) rocker J3

switch, a press-to-test (TST) switch, and an ambient light sensor. The IIDS system is J2
J5

powered by multiple power sources for redundancy, the DC essential bus and the No. J4
J7

1 and No. 2 DC primary buses, and are protected by 12 circuit breakers. Each channel FW J6
J9

D
performs self-test during power up. A DECU FLT (PRESS) switch is located on the J8

pilot and copilot collective stick grips. A multi-function DECU FLT/CAUT ADV scroll
switch is located on the center console engine fault barrier filter panel.

The IIDS system displays N1, T5, engine oil temperature/pressure, transmission
temperature/ quantity, dual hydraulic oil pressure, fuel flow rate, dual torque, triple FRONT VIEW

tachometer and the caution/advisory panel. Colors consist of red for warning information, J1
0

yellow for precautionary information, green for normal operation information, and white ST

for the electrical power monitor page and digital display of fuel flow. Cyan is used
A
POTIC A
RT IR

for fuel quantity and OAT as well as the DECU fault, power assurance and engine MAINTENANCE
CONNECTOR
systems related sub pages. With the exception of the hydraulics parameter, operating J10

range information is presented vertically with range limits shown horizontally. These STATIC
AIR PORT
range limit lines begin at the border and extend past the color bar and are the color of REAR VIEW
the most critical range at that limit. REMOTE DATA ACQUISITION UNIT (RDAU)
DETAIL N
S-76C+C++_AMM_31-60-00_CC2667_4A_R

Figure 5
Integrated Instrument Display System (IIDS) (Sheet 2 of 2)

31-6
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

INV ON 1 DC GEN AC GEN

1 FUEL PRESS
1 OAT 24 OC
T5 N1 BV TQ 107
880 850 101.9 97.3 117 98 N2 NR N2
ENG 1 OIL MGB OIL ENG 2 OIL
10 O
C PSI C
O
PSI O
C PSI
9 10 10 110
100 0 100 50 100 50

8 100
8 9
TST TST
8 8
6 90

7 8 6 6
70
4 3 4 4 3
7
50 5 1
6 HYD 1 HYD 2
5 0 B
4 5 2 30 B 2 2
R R
2 3 T T
1 10
0 1450 LBS
0 0
D D
I I
M M
MENU MENU

S-76C+C++_AMM_31-60-00_CC2671 S-76C+C++_AMM_31-60-00_CC2672

Figure 6 Figure 7
Typical Pilot and Copilot (Performance) IIDS Display Typical Center (Engine) IIDS Display

R0
 INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)
(CONTINUED)
Operation
Display Unit Formats
After initial power up, each display unit displays the power-up/self test page, indicating
the Remote Data Acquisition Unit (RDAU) software version, display unit software
version, aircraft model, position identification and internal built-in test status. The start-
up page times out within 10 seconds and then defaults to the following display page
formats: Pilot and copilot positions have the performance displays. The center position
SEARCH LT ON
has the engine display. Pressing the pilot or copilot IIDS REV switch cycles the IIDS
displays in a counterclockwise direction (reversion), one position per actuation. The 1 OAT 24 C O

pilot and copilot performance displays are also used to display Digital Engine Control T5 N1 TQ O/S 107
(DECU) system maintenance troubleshooting pages, cycle counters, DECU fault 330 932 9.9 103.4 0 120 N2 N2
pages, fuel calibration, one engine inoperative (OEI) training, OEI preview, and failure NR
BV 14
history pages. The center engine display is also used to display the electrical power 10
110
monitor display and engine start pages. 9 12
10
100
Performance Display 8
10
TST
The performance displays are normally located just inboard of the pilot and copilot 90
9 8
primary flight instrument clusters and include those instruments used to manage 7
70
power and control rotor speed: specifically, power turbine inlet temperature (T5), gas 8
6
generator speed (N1), torque (TQ), power turbine speed (N2), and rotor speed (NR). The 6 7 50

indicators are grouped by parameter for ease of identification with scaling and ranging 4 5 4 30 B
R
3
shown vertically along the center of each parameter and extensible vertical columns 2
1
2
10
T
0 0 0
or color bars, positioned outboard that provide a clear analog instrument indication. D
No. 1 engine indications appear on the left side of the vertical scale and No. 2 engine I
M
indications on the right. MENU

Each parameter, except N2, includes analog and digital representations with vertical
color bars extending up towards the digits boxes located at the top. Inboard facing
arrows follow the top of each color bar to facilitate load sharing tasks and apparent S-76C+C++_AMM_31-60-00_CC2673

indicator precision. Relative position of an indicated value with respect to ranges and
limits is enhanced through the use of color with the color bar assuming the colors of
adjacent ranging (except as noted) and digits box reflecting the range of the indicated
value.

Warning and caution lights are shown in the top portion of the engine display in
three columns of five legends. Except when displaced by commanded sub-pages,
the advisory lights are shown in the upper portion of the performance display in three Figure 8
columns of three legends with the lower center position reserved for OAT. Typical One Engine Inoperative (OEI) IIDS Display

31-7
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)

(CONTINUED)
Green Advisories
Operation (Continued)
1 ANTI-ICE FLOATS ARM 2 ANTI-ICE
IIDS Warning/Caution/Advisory Displays, including options (2S1 Engines With IIDS):
CLPT FD INV ON PARK BK ON
Red Warnings
W/S HEAT ON BLEED AIR ON BD STEP
1 OIL PRESS MGB PRESS 2 OIL PRESS
HOOK ARMED LAND LT ON
1 FUEL PRESS MGB OIL HOT 2 FUEL PRESS
HOOD OPEN SEARCH LT ON
1 DC GEN HOT AFT BAG SMOKE 2 DC GEN HOT
RAWS
BATT HOT
FOOTPADS ON
GEN HOT
CHECK MAINT
PITOT HEAT
Amber Cautions
OEI LOADSHED
1 SERVO SYS MGB CHIP 2 SERVO SYS
PWR ASSURANCE
1 DC GEN IGB CHIP/HOT 2 DC GEN
BV
1 FUEL LOW TGB CHIP/HOT 2 FUEL LOW
1 ENG CHIP BATT OFF 2 ENG CHIP
IIDS Warning/Caution/Advisory Displays, including options (2S2 Engines With IIDS):
1 ANTI-ICE ESS VOLTS LO 2 ANTI-ICE
1 INV FAIL INV FAIL 2 INV FAIL Red Warnings
CPLT PITOT BATT FEED PLT PITOT 1 OIL PRESS MGB PRESS 2 OIL PRESS
1 CRT FAN TRIM FAIL 2 CRT FAN 1 FUEL PRESS MGB OIL HOT 2 FUEL PRESS
W/S HEAT HOT BUS TIE OPEN 2 AHRS 1 DC GEN HOT AFT BAG SMOK 2 DC GEN HOT
1 AHRS AC GEN BRNG 2 FUEL PRESS BATT HOT
1 FUEL PRESS DOOR OPEN 2 FUEL FILTER GEN HOT
1 FUEL FILTER DAFCS

ROTOR BRAKE
BD STEP
RAWS ALT
ADELT SAFE
AVAD FAIL
AC GEN
CHECK BAR FILT

R0
 Amber Cautions
Green Advisories
1 SERVO SYS MGB CHIP 2 SERVO SYS
1 ANTI-ICE FLOATS ARM 2 ANTI-ICE
1 DC GEN IGB CHIP/HOT 2 DC GEN
CLPT FD INV ON PARK BK ON
1 FUEL LOW TGB CHIP/HOT 2 FUEL LOW
W/S HEAT ON BLEED AIR ON BD STEP
1 ENG CHIP BATT OFF 2 ENG CHIP
1 EAPS ON HOOK ARMED LAND LT ON
1 ANTI-ICE ESS VOLTS LO 2 ANTI-ICE
HOOD OPEN SEARCH LT ON
1 INV FAIL INV FAIL 2 INV FAIL
RAWS
CPLT PITOT BATT FEED PLT PITOT
FOOTPADS ON
1 CRT FAN BATT OFF 2 CRT FAN
CHECK MAINT
W/S HEAT HOT BUS TIE OPEN 2 AHRS
PITOT HEAT
1 AHRS AC GEN BRNG 2 FUEL PRESS
OEI LOADSHED
1 FUEL PRESS DOOR OPEN 2 FUEL FILTER
1 FUEL FILTER DAFCS CHK PWR ASSURANCE T5 (Power Turbine Inlet Temperature) Indicators
1 OUT OF FLY ROTOR BRAKE BAR FLTR CAUTION The T5 indicators include a central analog scale of T5 in °C x 100 with range and
BD STEP 2 OUT OF FLY limit information shown in color adaptable to dual and single engine operation. The
RAWS ALT analog presentation includes left and right extensible color bars with pointers that
reflect the color of adjacent ranging. Specifically, that portion of the color bar below
ADELT SAFE
the maximum continuous limit for dual and single engine maintains the color of the
AVAD FAIL adjacent normal ranging (green), while the bar color above the limit, for higher power
AC GEN indications, is yellow or red as appropriate. The dashed red line and dashed yellow
TRIM FAIL line representing the 30-second and 2-minute single engine limits are displayed within
the scale presentation during dual engine operation. Digital indications read to the
nearest whole °C are located at the top of the analog scale and are in white bordered
boxes with green digits on a black background during normal range operation, black
digits on a yellow background during precautionary range operation, and white digits
on a red background during warning range operation. During OEI operation, the
scale is rearranged for improved resolution, and the ranging and limits graphics are
changed for the remaining engine to reflect appropriate single-engine limit information.
Additionally, the digit box for the remaining engine is enlarged for emphasis and
recognition. The failed engine continues to show dual engine ranging and limits, and
the normal size digit box is retained.

31-8
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only
INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)
(CONTINUED)
Operation (Continued)
N1 (Gas Generator) Tachometer
The N1 indicators include a central fixed analog scale of N1 in percent x 10 with
parallel range and limit information shown in color adaptable to dual and single engine
operation. The analog presentation includes left and right extensible color bars with
pointers that reflect the color of adjacent ranging. Specifically, that portion of the
color bar below the maximum continuous limit maintains the color of the adjacent
normal ranging (green), while the bar color above the limit, for high power over-limit
indications, is yellow or red as appropriate. The single engine dashed red limit line and
dashed yellow limit line are displayed within the scale presentation during dual engine
operation. Digital indications read to the nearest 0.1 percent N1 are located at the
top of the analog scale and are in white bordered boxes with green digits on a black
background during normal range operation, black digits on a yellow background during
precautionary range operation, and white digits on a red background during warning
range operation. During OEI operation, the ranging and limits graphics are changed
for the remaining engine to reflect appropriate single-engine limit information, and the
digit box is enlarged for added emphasis and recognition. The failed engine continues
to show dual engine ranging and limits, and the normal size digit box is retained.
There are two lights on the N1 indicator associated with 30-second and 2-minute
power. Either can be green or yellow. The top light, when green, indicates that the
30-second limiter is armed and power is limited at 30-second power. When yellow, this
light indicates that 30-second power is being used. When flashing yellow, it indicates
that the 30-second time limit expires in 3 seconds. If 30-second usage had occurred
during the flight, the yellow light will be on after both engines are shut down. The
bottom light, when green, indicates that 2-minute power is armed. Yellow indicates
2-minute usage, and flashing yellow indicates that the 2-minute time limit expires in
3 seconds. During dual engine operation, these lights appear on the N1 scale of their
respective engines. During single engine operation, the lights appear in the center of
the N1 scale and are in larger format. Additionally, whenever the yellow light flashes,
the upper half of the enlarged OEI N1 digits box flash at the same rate to draw further
attention to the expiration of the time of the selected power level.
Two N1 signals exist, N1 and N1C. The N1 signal is sent to the DECUs via the No. 1 and
No. 2 dual channel alternators. The DECU applies a bias to the signal for temperature and
altitude, and sends it to the IIDS. The N1C signal is sent directly to IIDS via the No. 1 and
No. 2 N1 speed sensor magnetic pickups. This signal is not biased for temperature
and altitude; therefore, the IIDS applies a biasing equation. During normal operation,
S-76C+/C++
the N1 signal is used. If the N1 signal is not available, the N1C signal is used as the
backup. When N1 Test is selected, the N1C signal is used for viewing and comparing
purposes.
The 30-second/2-minute lights are normally turned on when commanded by the DECU
by use of the ARINC 429 data bus. In the event the ARINC command is not available,
the IIDS uses the hard-wired discretes as backup. As a last chance backup, these
lights come on when N1 is greater than or equal to 101.6% for the yellow 30-second
light, and when N1 is greater than or equal to 100.9% and less than 101.6% for the
yellow 2-minute light. The armed lights and the flashing feature for 30-second and
2-minute lights are not be available during this condition.
Bleed Valve open indication is provided for each engine above each N1 indicator.
When the bleed valve is open on either engine, a BV appears in the area of the N1
digits corresponding to that engine. When the bleed valve is closed, the indication
disappears.
Torquemeter
The torquemeter (TQ) indicators include a central fixed analog scale representing TQ in
percent x 10 with parallel range and limit information in color adaptable to dual and
single engine operation. The analog presentation includes left and right extensible
color bars with pointers that reflect the color of adjacent ranging. Specifically, that
portion of the color bar below the takeoff limit (dual engine) or maximum continuous
limit (single engine) maintains the color of the adjacent normal ranging (green), while
the bar color above the limit, for high power over limit indications, is yellow or red
as appropriate. The single engine dashed yellow and red limit lines are displayed
within the scale presentation during dual engine operation. Digital indications read
to the nearest whole percent are located at the top of the analog scale and are in
white bordered boxes with green digits on a black background during normal range
operation, black digits on a yellow background during precautionary range operation,
and white digits on a red background during warning range operation. During OEI
operation, the scale is rearranged for improved resolution, and the ranging and limits
graphics are changed for the remaining engine to reflect appropriate single engine
limit information. Additionally, the digit box for the remaining engine will be enlarged
for emphasis and recognition. The failed engine continues to show dual ranging and
limits, and the normal size digit box is retained.
R0
Triple Tachometer
The power turbine (N2) and rotor speed (Nr) indicator consists of a central fixed analog
scale of percent speed x 10 with parallel range and limit information presented in color.
A broad color bar using an anvil top as a pointer provides the analog representation of
Nr. It is positioned over the fixed scale pointing out at the scaling indices and ranging
information. Power turbine speed (N2) is indicated by pointers that follow outboard
of the scale and ranging information pointing in. Color bars are not used for N2. The
digital indicator above shows Nr to the nearest whole percent in a white bordered box,
with green digits on a black background during normal range operation, black digits
on a yellow background during precautionary range operation, and white digits on a
red background during warning range operation. The N2 pointer color is green in the
range 0 to 86.9% and 90.5% to 108%, yellow 87% to 90.4% and 109% to 115.5%,
and red 115.5% to 125%. The NR bar is all red when the indicating 90% and below,
all yellow at 91% through 105%, and all green at 106% to 108%. The portion of the
bar exceeding 108% is yellow in the range 109% through 115%, and the bar is all red
when indicating 116% and greater. The triple tachometer indicator retains the same
display for single and dual engine operation.
Overspeed protection status is indicated by illumination of the letter O/S above each
N2 indicator. In the event overspeed protection is lost, O/S appears. With overspeed
protection operating normally, O/S is on below 25% N2. Above 25% N2 it is off. In the
event that overspeed protection fails during flight, O/S comes on.
Single-Engine Ranging and Limits
During single engine operation, optimized ranging and the unique dashed red and
yellow single engine limits are depicted for the remaining engine. For additional
emphasis, the digits boxes are enlarged on T5, N1, and TQ. The OEI mode is inhibited
on the ground so that starts and normal ground operations are accomplished with
a consistently normal display, the same one that is used throughout the flight. If an
engine failure is experienced in flight, the OEI range and limit information come into
view and remain until the engine is restarted or, if a single engine landing is performed,
the OEI information is retained until shutdown.
System Advisories
The upper portion of the performance display is used to show DECU faults and
aircraft system advisories. In the advisory mode, the display shows three columns of
advisories. Because OAT is permanently displayed at the bottom of the center column,
there are two available legends in the center column and three in the outer columns.
When a column is filled, the next advisory pushes the remaining advisory down and
22 23 24 25 31 33 34 39 45
an arrow appears indicating the hidden advisory’s location. Remote scrolling retrieves
advisories at the same time as cautions and warnings. OAT is shown as 1 OAT on the
copilot performance display and 2 OAT on the pilot performance display. The color of
1 and 2 OAT is normally cyan. If a difference of 1 OAT and 2 OAT of 5°C or greater
(41°F or greater) is detected, the 1 and 2 OAT legends are displayed in yellow. When
a difference occurs, the pilot determines which value, 1 or 2, is most reasonable and
uses it for OAT reference.
Digital Engine Control System (DECU) - Faults
The DECU faults are viewed on the performance display in the advisory area by
pressing the DECU FAULT (PRESS) - SCRL UP/DN switch on the engine fault barrier
filter/caution advisory display, or by pressing the DECU FAULT (PRESS) switch on
the pilots or copilots collective stick grip. These faults, if there are any, will replace any
advisories being viewed prior to pressing the switch. The top portion of the performance
display is rearranged to left and right halves to display the DECU fault information for
the No. 1 and No. 2 engines, if present. If there are no faults for one of the engines, the
DECU fault display area for that particular engine will be blank. If there are no faults for
both engines, the advisory area of the performance display changes state, displays a
blank area equal to four lines of text, and changes back to the normal advisory display
after two seconds.
The DECU FAULT (PRESS) - SCRL UP/DN switch on the engine fault barrier filter/
caution advisory display has an alternating action. Pressing straight down brings up
the DECU fault page on the performance displays. Pressing straight down a secong
time recalls the normal advisory display. Pressing the switch foward or aft. however,
scrolls the display to allow viewing of multiple faults, one at a time.
During flight, if a total or degraded fault is received from the DECU, it is announced by
the appearance of a magenta arrow in the advisory area. The magenta arrow appears
on the left or the right of the advisory area, for No. 1 or No. 2 DECU faults respectively.
When there is a total fault, the display of other faults are inhibited in flight but can
viewed with weight on wheels after landing. When there are multiple faults, the arrival
of the most recent total or degraded fault is announced by the magenta arrow. Minor
faults are not announced. Any DECU faults, whether not announced by the magenta
arrow, can be viewed, put away, and reviewed as desired through the use of either
DECU FAULT (PRESS) switch. A green arrow appearing on the shaft of the magnet
arrow indicates that there are advisories present. These advisories can be viewed by
pressing the DECU FAULT (PRESS) switch. If power assurance has been selected, it
is cancelled by the arrival of a new fault. The IIDS monitors the fault, and responds to
31-9
R0
 For Training Purposes Only S-76C+/C++

1 ENG DECU FAIL MAJOR 2 ENG DECU FAIL DEGRADED 1 DC GEN AC GEN
WATCHDOG TRIP FLY GATE FAULT 1 FUEL PRESS
1 MAN/2 GOVERNS NO LOAD SHARE
CAREFUL COLL INPUT CK ACTIV OEI LIMIT

880 850 101.9 97.3 117 98 N2 107 N2

ENG 1 OIL MGB OIL ENG 2 OIL
10 BV NR O
C PSI C
O
PSI O
C PSI
9 10 10
110 100 0 100 50 100 50

8 100
8 9
TST TST
8 8
6
90
7 8 6 6
T5 N1 TQ 70
4 3 4 4 3
50
5 1
6 7 HYD 1 5 HYD 2
4 2 B 2 2 0 B
5 30 R R
2 3 T T
1 10 1450 LBS
0 0 0
D D
I I
M M
MENU MENU

S-76C+C++_AMM_31-60-00_CC2674 S-76C+C++_AMM_31-60-00_CC2672

Figure 9 Figure 10
Typical Performance IIDS Display Showing DECU Faults Typical Center (Engine) IIDS Display

R0
 INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)
(CONTINUED)
Operation (Continued)
the change or momentary transition of faults depending on the level of the fault. The
IIDS will then display the fault information in the topportion of the performance display.
The display priority of the faults is as follows; active channel first (CH A or CH B),
followed by total faults, degraded faults, and minor faults within that channel.
The first line of the fault display, which is cyan in color, announces the class of fault that has
occurred: major, degraded, or minor, along with the associated channel of the fault. The
second line, which is magenta in color, shows the fault description.The third line summarizes
the results of the fault, and the fourth line gives guidance on how to handle the fault. The
status/recommendations of the third and fourth lines are engine specific for some faults.
The faults are stored in the IIDS after shutdown of the engines and are not cleared
until the next start. Once electrical power has been removed from the helicopter and
reapplied, old faults appear in white and follow any new faults on the scroll sequence.
The status/recommendations of the third and fourth lines are engine specific for some
faults.
If the ARINC 429 data bus output from the DECU to the IIDS system, including N1,
T5, and torque is absent, the IIDS system indicates backup N1 and backup T5. Backup
N1 is provided by the biased N1C sensor signal and is the value checked when N1
TEST is selected. Backup T5 is provided by the redundant thermocouple harness. A
redundant indication is not provided for torque. If these ARINC 429 data bus outputs
are absent, the pilot uses, as appropriate, the N1 or torque indication of the other
engine as a guide, and controls power as required to prevent exceedance of limits.
Engine Display
The engine display is normally located in the upper center of the instrument panel
and includes system condition instruments and fuel quantity/flow. The temperature
and pressure instruments employ indicator bars that parallel fixed ranging and
limit information with scaling deleted for simplicity. Digits boxes provide readability
precision for engine and transmission instruments, and all indicators use color
effectively to enable immediate limit excursion recognition. Where some parameters
are additionally protected by caution or warning lights (Table 1), exact correlation
between illumination of the light and indicated digital value or color change should not
be expected because the sensors for the indicators and lights are in different locations
by design for redundancy.
22 23 24 25 31 33 34 39 45
Engine Oil Temperature/Pressure Indicators
Engine oil temperature and pressure indications are presented for each engine
with two vertical columns each with independent ranging and limit graphics and a
digital display. Digital indications read to the nearest whole °C or psi are located
above the vertical analog indicators and are contained in a white bordered box with
green digits on a black background during normal range operation, black digits on a
yellow background during precautionary range operation, and white digits on a red
background during warning range operation. The vertical color bar provides an analog
display that matches the corresponding ranges of operation.
Transmission Oil Temperature/Pressure Indicator
Transmission oil temperature and pressure indications are presented in two vertical
columns, temperature on the left and pressure on the right, with independent ranging
and limit graphics and a digital display for each. Digital indications are read to the
nearest whole °C or PSI located above the vertical analog indicators and are contained
in a white bordered box with green digits on a black background during normal range
operation, black digits on a yellow background during precautionary range operation,
and white digits on a red background during warning range operation. The vertical color
bar provides an analog display that matches the corresponding ranges of operation.
Fuel Flow/Totalizer Indicators
Fuel quantity, contrasted in cyan, is presented in two scaled vertical columns with a digital
totalizer box between them representing the sum of both tank contents read to the nearest
10-lbs increment. Both change from cyan to yellow below 100 lbs. Fuel quantity digits
on the inner scale are fuel in lbs x 100.
A failure, in the RDAU, of either the pilot or copilot channels results in the loss, within
20 seconds, of the corresponding fuel quantity indicator. The fuel totalizer then reflects
only the quantity on the remaining indicator. The fuel low caution lights are not affected
by a failure of the pilot or copilot channels and continue to function normally.
Fuel flows may be read directly as white digits arranged vertically and rounded to the nearest
10 PPH, or as an analog indicator by an accompanying white pointer that follows the
fuel quantity scale. The display indicates dashes if fuel consumption exceeds 600
PPH (800 PPH for 2S2 Engine configuration).
31-10
R0
 For Training Purposes Only S-76C+/C++

55 22 127 50 120 71 55 22 127 50 120 71

O
C P O
C P O
C P O
C P O
C P O
C P

CAUTION 725 1450 725 WARNING CAUTION 725 1450 725 WARNING
CAUTION WARNING CAUTION CAUTION WARNING CAUTION
CAUTION 1 OAT 24C WARNING CAUTION 1 OAT 24C WARNING

T5 N1 BV TQ 107 T5 N1 TQ O/S 107

880 850 101.9 97.3 117 98 N2 N2 330 932 9.9 103.4 0 120 N2 N2
NR NR
10 BV 14
9 10 10 110 10 110
TST TST
12

9 10
100 100
8 10
8 9
8
6 90 90
8
B 9 B
7 8
70 R 70 R
7
4 T 8 6 T
50 50
D D
I I
M M
MENU MENU

S-76C+C++_AMM_31-60-00_CC2675 S-76C+C++_AMM_31-60-00_CC2676

Figure 11 Figure 12
Typical Composite IIDS Display Typical Composite One Engine Inoperative (OEI) IIDS Display

R0
 INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)
(CONTINUED) IIDS Warning/Caution/Advisory Displays, including options (2S1 Engines With IIDS)
Operation (Continued) (Table 2):
Hydraulic Pressure Indicators 1 OIL PRESS MGB PRESS 2 OIL PRESS
Hydraulic pressure indicators are located outboard and to the bottom of the engine 1 FUEL PRESS ROTOR BRAKE 2 FUEL PRESS
display. The indicators are labeled HYD 1 and HYD 2 and are read from left to right. 1 EAPS FAIL MGB CHIP 2 EAPS FAIL
The moving range pointer and color bar display in green while in the normal range and 1 SERVO SYS TGB CHIP/HOT 2 SERVO SYS
red while in the warning ranges.
1 ENG CHIP IGB CHIP/HOT 2 ENG CHIP
Caution/Warning Lights 1 DC GEN AC GEN 2 DC GEN
The upper portion of the engine display is dedicated to the displaying of all available 1 INV FAIL AUX BATT OFF 2 INV FAIL
cautions and warnings in three columns of five rows. The left column displays No. 1 BUS TIE OPEN
system annunciators and those with left side sense, the right column displays No. 2
system annunciators and those with right side sense, and the center column displays BATT OFF
those systems not directly associated with either No. 1 or No. 2 systems. The legends INVERTER
appear in chronological order of occurrence with the latest event being added to the DOOR OPEN
top of the column. If the column is filled with five legends, the earliest event will be
pushed down out of sight with the addition of another event. An arrow, color coded to IIDS Warning/Caution/Advisory Displays, including options (2S2 Engines With IIDS)
indicate the most critical of these events, will appear between columns to indicate the (Table 2):
presence of additional out-ofsight event legends. Remote scrolling switches on each 1 OIL PRESS MGB PRESS 2 OIL PRESS
collective grip may be used to retrieve displaced legends for review. When actuated
1 FUEL PRESS ROTOR BRAKE 2 FUEL PRESS
in the direction indicated, the remote scroll causes any overfilled column of caution/
warning, or advisory on the performance display to increment one legend per actuation. 1 SERVO SYS MGB CHIP 2 SERVO SYS
As legends are retrieved from below, the ones at the top are displaced above as 1 ENG CHIP TGB CHIP/HOT 2 ENG CHIP
annunciated by the arrow, but if a new caution/warning is added, it is considered most 1 DC GEN IGB CHIP/HOT 2 DC GEN
significant and is entered at the top which, because of chronology, results in the re-
displacement below of the retrieved legends. Arrows that show the location of excess 1 INV FAIL AC GEN 2 INV FAIL
capacity, appear in the space between columns and are colored yellow if no warnings BATT OFF
are displaced in the column or red if there is a warning. Refer to Table 1 for available BUS TIE OPEN
legends listed by hierarchy. Initial power-on of the engine display forces the cautions
INVERTER
and warnings to be displayed in the priority sequence shown in Table 2. Additional
cautions and warnings, not shown, follow in whichever order the IIDS presents them. DOOR OPEN
Once the initial power-on cautions and warnings have been reset, the system reverts
to chronological order.
Composite Display
The composite display is a combination of the performance display and the engine
display. The composite display may be accessed on any display unit by pressing the
MENU key for three seconds. While in the composite display, pushing the MENU key
causes it to revert to the previous display.

31-11
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

RDAU S/W VERS: 2.20 2.10 2.10

DU S/W VERS: 2.10 2.10
A/C MODEL: S−76−C+
POSITION: CO−PILOT TST

ROTOR BRAKE TEST: PASS

B
R
T

D
ENG 1 OIL T5 O/S N1 MGB OIL ENG 2 OIL I
M
O
C PSI O
C PSI O
C PSI MENU

100 50 625 17.3 100 50 100 50

6
10 S-76C+C++_AMM_31-60-00_CC2678

9 5
8 TST
8 4
6
7
3
6 4
HYD 1 4 2 HYD 2
2 B
2 R
1 T
0 0 0 RDAU S/W VERS: 2.43 3.13 2.11
D
I
DU S/W VERS: 2.10 2.11
M
A/C MODEL: S−76−C++
MENU
POSITION: CO−PILOT TST

TEST: PASS
S-76C+C++_AMM_31-60-00_CC2677
B
R
T

D
I
M
MENU

S-76C+C++_AMM_31-60-00_CC2678A

Figure 13 Figure 14
Typical Start Sequence IIDS Display Power-Up/Self Test Page

R0
 INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)
(CONTINUED)
Operation (Continued)
The composite displays are organized into three areas. The upper portion, which is a
miniaturization of the engine page, shows engine and transmission temperatures and
pressures along with hydraulic pressures. These indications use the same convention
as the normal engine page in that No. 1 engine is displayed on the left, transmission
in the center and No. 2 engine on the right. The hydraulics follow the same logic.
The center portion displays cautions and warnings along with digital fuel quantity, fuel
totalizer, and OAT. On this display the legends are only three deep and in the center
group only the center legend is available for cautions and warnings due to fuel and OAT
information occupying the top and bottom of this group. Advisories are not displayed,
and subpages such as the power monitor page, power assurance information, DECU
faults, counters, and IIDS faults are unavailable. The bottom section is identical to
the normal performance page with the exception that the lower portion of the vertical
scales have been removed to make room for the information presented in the top
section. A composite OEI display is provided in the unlikely event that an engine fails
while operating in the composite mode. All scaling, color, boxing, and OEI logic are
retained in the composite displays.
Engine Start Display
The engine start display is called up during engine start to enable the pilot to focus
attention on one display while monitoring all possible information required for the
task, for exAmple, if a rotor brake off start is performed. N1, T5, and fuel flow are
presented on the center display in addition to engine oil pressure, main gearbox oil
pressure, hydraulic pressures, as well as all caution and warning lights. When the
engine start button is pressed, N1 and T5 indicators, rearranged for start, are repeated
on the engine display adjacent to and inboard of the appropriate engine temperature/
pressure indicator, the main gear box parameters are moved to provide display space,
and the fuel totalizer and one half the fuel quantity/flow display are deleted. A red arrow
reminder appears in the T5 scale at the maximum limit for starting. After completing
the start and with ground idle established if appropriate, the pilot should transition
to the performance display for N1 and T5 information. The engine start display is
removed when the engine is advanced beyond 65% N1, if a start of the other engine
is commanded, if the MENU button is pressed, or if none of these has occurred when
one minute duration has elapsed since starter button actuation.
22 23 24 25 31 33 34 39 45
Power-Up/Self Test
The displays initially self tests during power up for approximately 8 seconds duration,
and the result is posted. The display posts the RDAU and DU software versions,
aircraft model, position (PILOT, COPILOT, or CENTER display), and test results (PASS
or FAIL). The power-up/self test is part of the built in test feature that continuously
monitors system integrity. If the power-up/self test indicates FAIL, a FAIL message
page appears (black letters on a red background) and the resulting fault code
information is entered into the FAULT CODE HISTORY page. If RDAU drops below 9
VDC for more than 30 seconds, the IIDS will display a FAIL message. This is due to a
low aircraft voltage condition. Pressing the MENU button (up to four times), clears the
FAIL message page and returns the IIDS display back to normal.
Press-To-Test
Each display unit is equipped with a press-to-test feature that is enabled by pressing
the TST switch located above the BRT/DIM rocker switch. The press-to-test switch
on some displays is only labeled with a vertical line. When the TST switch is actuated
and held, the display parameters increase in appropriate coloration from low indicated
values to high until maximum bar graphs and digital values are achieved.
The display reverts to the normal format even if the switch is held continuously.
Pressing the TST switch also causes the following lights to go on: master warning panel
lights, #1 and #2 ENGINE CONTROL lights, landing gear UNLKD light, float panel test
light, OEI TRAINING light, fire extinguisher test light, AFCS GO/NO GO lights, dual
retractable steps lights, and electronic flight instrument system (EFIS) lights. Other
remotely located annunciator capsules also go on depending on which aircraft options
are installed. In addition to the built in test feature that continuously monitors system
integrity, pressing the TST switch also initiates additional built in tests. If either of these
built in tests fail, a FAIL message page appears (black letters on a red background)
and the resulting fault code information is entered into the FAULT CODE HISTORY
page. Pressing the MENU button (up to four times), clears the FAIL message page
and returns the IIDS display back to normal. The TST switch must be released and
reactuated if a repeat test is desired. The press-to-test function is inhibited in flight
except for the lights test referred to above, that is always available.
Brightness
The IIDS uses variable intensity fluorescent lAmp backlighting to illuminate the display.
The BRT/DIM rocker switch provides a pilot selectable brightness setting suitable for
day and night operations. This is complemented by an ambient light sensor to adjust
for varying ambient light conditions.
31-12
R0
 For Training Purposes Only S-76C+/C++

THIS PATH IS INITIALLY AVAILABLE ONLY WHEN THE TST

HELICOPTER IS ON THE GROUND WITH WEIGHT−ON−

WHEELS. (SEE NOTE 12)

PWR B
R
ASSUR N1 TEST OEI MAINT T

IS POWER ASSURANCE SOFT KEY HELD FOR MORE D

I
M
THAN THREE SECONDS? MENU

NEXT PAGE APPEARS AND 60−SECOND TIMER STARTS.

YES NO
(SEE NOTE 1)

(SEE NOTE 7)

1 GND PA 2 GND PA
A/I OFF EAPS OFF A/I OFF EAPS OFF

TST TST TST TST

GND PWR B
R
B
R
N1 TEST B
R
B
R
A/I ON A/I OFF T T
102.9 102.9 T
ENG 1 ENG 2 T

D D D D
I I I I
M M M M
MENU MENU MENU MENU

(SEE NOTE 13) (SEE NOTE 13)

(SEE NOTE 13) (SEE NOTE 8)
(SEE NOTE 14)

HAVE N1 REQUIREMENTS BEEN MET TO START POWER

ASSURANCE CHECKS? (ONE ENGINE IS GREATER THAN
1 GND PA 2 GND PA 70% AND THE OTHER ENGINE IS LESS THAN 55% N1.)
A/I OFF EAPS OFF A/I OFF EAPS OFF IS MAINTENANCE INTERLOCK PLUG P2294 INSTALLED?
ON HELICOPTERS PRIOR TO 0511, IIDS INTLK
YES NO RECEPTACLE J2294 IS LOCATED ON THE RIGHT SIDE
OF THE CENTER CONSOLE. ON HELICOPTERS 0511 AND
SUBSEQUENT, IIDS INTLK RECEPTACLE J2294 IS
LOCATED ON THE RIGHT FORWARD SIDE OF THE
TST TST TST
INSTRUMENT PANEL.

60−SECOND TIMER YES NO

EAPS EAPS B B B

RTN ON OFF
R
T
CONTINUE REPEAT
R
T OEI PRE−V R
T

D D D
I I I
M M M
MENU MENU MENU

FAULT CODE HISTORY CALIBRATION

(SEE NOTE 6) BOARD FAULT DESCRIPTION CALIBRATION DATA MATCH
(SEE NOTE 13)
(SEE NOTE 13) (SEE NOTE 14) THIS PATH IS INITIALLY AVAILABLE ONLY WHEN
VIEW CALIBRATION STATUS
THE HELICOPTER IS ON THE GROUND WITH
WEIGHT−ON−WHEELS. TRANSFER FROM RDAU
(SEE NOTE 12) TRANSFER FROM DU
TST FUEL QUANTITY NO. 2 TST

T5 NO. 1
T5 NO. 2
PAGE 1 OF 1 B
MAINTENANCE INTERLOCK NOT INSTALLED B
R R
RTN PREV NEXT T
RTN SEL T

NO. 1<OEI CUMULATIVE COUNTERS>NO. 2 D D

SECS / EVENTS SECS / EVENTS I
M
I
M

11 / 1 <30 SECONDS> 0/0 MENU MENU

582 / 28 <2 MINUTES> 105 / 11

NOTES (SEE NOTE 14) (SEE NOTE 14)

TST TST

1. PRESSING THE MENU BUTTON CALLS UP THE MAIN MENU PAGE SOFT KEY PROMPTS. A SECOND PRESS OF THE BUTTON
CLEARS THE PROMPTS FROM THE SCREEN. IF A FAIL MESSAGE PAGE APPEARS: PRESSING THE MENU BUTTON
(UP TO FOUR TIMES), CLEARS THE FAIL MESSAGE PAGE AND RETURNS THE IIDS DISPLAY BACK TO NORMAL. CYCLE ENG B
CYCLE ENG B
R R

2. PRESSING RTN BACKS THROUGH THE PRIOR SELECTED PAGES UNTIL REACHING THE MAIN MENU. COUNT MAINT CAL HIST T
COUNT MAINT CAL HIST T

D D
I I
CALIBRATION PILOT CAL DATA STATUS
3. PRESSING HIST DISPLAYS THE IIDS SYSTEM FAULT CODE HISTORY STORED IN NON−VOLATILE MEMORY. M M
MENU MENU
CALIBRATION DATA MATCH CAL DATA RDAU−C DU STATUS
4. THE PILOT DISPLAY INDICATES FUEL QUANTITY NO. 2. THE COPILOT DISPLAY INDICATES FUEL QUANTITY NO. 1.THE CENTER FQT NO. 1 05/15/97 05/15/97 MATCH
VIEW CALIBRATION STATUS
DISPLAY DOES NOT INDICATE FUEL QUANTITY. TRANSFER FROM RDAU
FQT NO. 2 05/15/97 05/15/97 MATCH
(SEE NOTE 14) T5 NO. 1 05/15/97 05/15/97 MATCH
5. PRESSING REPEAT RESTARTS POWER ASSURANCE WITH THE CURRENT CONFIGURATION. TRANSFER FROM DU
(SEE NOTE 9) (SEE NOTE 3) T5 NO. 2 05/15/97 05/15/97 MATCH
FUEL QUANTITY NO. 2 TST TST
6. PRESSING CONTINUE COMPLETES GROUND POWER ASSURANCE FOR THE CURRENT ENGINE AND ALLOWS UP TO 60 SECONDS (SEE NOTE 13) T5 NO. 1
FOR THE PILOT TO ESTABLISH POWER ASSURANCE START REQUIREMENTS FOR THE OTHER ENGINE. IF POWER ASSURANCE T5 NO. 2
HAS BEEN PERFORMED FOR BOTH ENGINES, PRESSING CONTINUE RETURNS TO THE PERFORMANCE DISPLAY. MAINTENANCE INTERLOCK INSTALLED B B
R R
7. PRESSING N1 TEST DISPLAYS THE IIDS CALCULATED BIASED N1 VALUE FOR EIGHT SECONDS. (−)57 PO / FEET (−)72 RTN SEL T
RTN T

CALIBRATION D D
34 T1 / OC 33 I I
8. PRESSING ENG 1 OR ENG 2 DISPLAYS OEI PREVIEW FOR 20 SECONDS. −−−−− T5 OFFSET / OC 4
CALIBRATION DATA MATCH
MENU
M
MENU
M

−−−−− T5 SLOPE / % .97

9. SUBSEQUENT PRESSING OF CYCLE COUNT TOGGLES THROUGH REMAINING CYCLE COUNTER PAGES. REFERTO FIGURE 13. VIEW CALIBRATION STATUS
TRANSFER FROM RDAU
10. SUBSEQUENT PRESSING OF ENG MAINT TOGGLES THROUGH REMAINING DECU MAINTENANCE PAGES. REFER TO DIGITAL ENGINE TRANSFER FROM DU
CONTROL (DECU) SYSTEM, 73−23−00 or 73−24−00. TST FUEL QUANTITY NO. 2 TST (SEE NOTE 14)
T5 NO. 1 (SEE NOTE 14)
11. PRESSING DECU (PRESS) − SCRL DN/UP SWITCH, ON PILOT OR COPILOT COLLECTIVE STICK GRIP, DISPLAYS DIGITAL ENGINE
T5 NO. 2 (SEE NOTE 4)
CONTROL (DECU) SYSTEM FAULT INFORMATION IN THE ADVISORY AREA. REFER TO DECU SYSTEM, 73−23−00 OR 73−24−00.
MAINTENANCE INTERLOCK INSTALLED
CYCLE ENG B B

12. TO INITIALLY ACCESS ADDITIONAL PAGES USING PWR ASSUR AND MAINT SOFT KEYS, THE HELICOPTER MUST BE ON THE GROUND COUNT MAINT CAL HIST
R
T
RTN SEL
R
T

WITH WEIGHT−ON−WHEELS. IF THE HELICOPTER THEN GOES WEIGHT−OFF−WHEELS, THESE PAGES ARE STILL AVAILABLE AS LONG D
I
D
I

AS THE MENU BUTTON IS NOT PRESSED. M M REFER TO FIGURE 16 FOR FUEL SYSTEM MANUAL
MENU MENU
CALIBRATION PAGES, REFER TO FIGURE 17 FOR
13. PRESSING THE MENU BUTTON FROM THIS PAGE, RETURNS TO THE PERFORMANCE PAGE. POWER TURBINE INLET TEMPERATURE (T5) SYSTEM
MANUAL CALIBRATION PAGES, OR REFER TO FIGURE
18 FOR AUTOMATIC CALIBRATION PAGES.
14. PRESSING THE MENU BUTTON FROM THIS PAGE, RETURNS TO THE MAIN MENU PAGE. (SEE NOTE 14) (SEE NOTE 2)
(SEE NOTE 14) (SEE NOTE 10)

Figure 15
Pilot and Copilot (Performance) IIDS Display

R0
 INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)
(CONTINUED) additional soft keys that allow the pilot to customize the engine configuration for ANTI-
Operation (Continued) ICE on or off. When power assurance is requested by selection of the power assurance
soft key or the ANTI-ICE ON or OFF soft keys, the IIDS waits until one engine is above
Reversion
70% N1 and the other engine is below 55% N1. The DECU then establishes the target
A reversion capability is provided to accommodate the failure of an individual IIDS torque, by referring to a torque versus P0 and T0 plot, and sends it to the IIDS display
channel. If a failure is experienced, the actuation of the pilot or copilot IIDS REV switch units as a 5% increment digital target. This prompts the pilot to increase or decrease
initially commands the entire display functions to move one position per activation power as appropriate to achieve that target torque. The increase prompt exists until
counterclockwise resulting in the engine display being presented initially at the copilot the actual torque is increased to within 10% of the target torque. The decrease prompt
position and performance displays at the remaining two locations. The displays retain does not exist unless actual torque is greater than 105%.
full capability irrespective of position on the panel. As a general rule, the pilot actuates
the IIDS REV switch one time to accommodate a display failure, or if the copilot is
flying the helicopter, two times is appropriate. As an example, if the center display
had failed, the pilot would command a single reversion and then continue to fly the
aircraft by monitoring performance parameters at the pilot position while referring to
the copilot position for engine display information including caution/warning status. 1 GND PA
Normal scan of condition related instruments at the reverted display is expected, but A/I OFF EAPS OFF
the illumination of master caution draws specific attention to acknowledge the addition INCREASE POWER
of a new caution or warning light. If the pilot display had been the failed unit, the 95 % TQ
example remains the same except that performance would be monitored at the center 750 525 85.1 50.0 60 00 N2 107 N2
location. The copilot presses the IIDS REV switch twice to force the engine display to 10 NR
9 10 10
the pilot position and then continues to fly the aircraft using performance instruments 110
displayed in the center or at the copilot position as available.
8
8 9 100
Soft Key Functions TST
6 90
The lower bezel of each unit includes a MENU button and four soft key buttons. The 8
7
MENU button is an alternating action switch that has the capability to command four T5 N1 TQ 4
70

options. An option along the menu is accessed by pressing the soft key positioned 6 7 50
directly below, and then the resultant prompts are followed as desired. The menu 4 5 2 B
30
and subroutine functions may be deleted at any time by actuation of MENU a second 2 3
R
10 T
time except as described below. The menu options are unique to the engine and 0 1 0 0
performance displays and follow the respective display in reversion. D
I
M

Performance Display Soft Key Functions MENU

The performance display menu contains four options: PWR ASSUR, N1 TEST, OEI
and MAINT.
S-76C+C++_AMM_31-60-00_CC2680
Power Assurance (Ground)
Pressing the PWR ASSUR soft key starts the ground power assurance process with Figure 16
ANTI-ICE off. A three-second push and hold of the PWR ASSUR soft key displays Typical Power Assurance IIDS Display

31-13
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)

(CONTINUED) Indicated Airspeed (Kts) (Table 3):
Operation (Continued) OAT(C) -40(C) -30(C) -20(C) -10(C) 0(C) 10(C) 20(C) 30(C) 40(C) 50(C)
If the DECU is unable to calculate a valid target torque the words NO TARGET TORQUE (►)
will appear. Once the actual torque is within the target torque range, the no-power HP (ft)
(▼)
change symbol appears along with a 2 minute 45 second countdown timer instructing
the pilot to hold power steady for the power assurance stabilization period. An increase -2,000 (ft) 154 151 148 145 143 140 138 136 133 131
in power symbol guides the pilot back to the target torque if actual torque becomes 10 -1,000 (ft) 152 149 146 143 140 138 135 133 131 129
or more % less than the target torque. If this occurs during the last one minute of the 0 (ft) 149 146 143 140 138 135 133 131 129 127
2 minute 45 second period, the timer suspends until the proper correction is made to
1,000 (ft) 146 143 141 138 135 133 131 129 127 125
put the actual torque back within range, at which time the timer resumes. At the end of
the stabilization period, the IIDS sends a request to the DECU for a power assurance 2000 (ft) 144 141 138 135 133 131 128 126 124 122
check. During this time the word SAMPLING appears in place of the countdown timer, 3,000 (ft) 141 138 136 133 131 128 126 124 122 120
and the target torque must be maintained within ± 3% to be considered acceptable 4,000 (ft) 139 136 133 131 128 126 124 122 120 118
by the DECU. The DECU responds with results of a valid power check within 5,000 (ft) 136 133 131 128 126 124 122 120 118 116
30 seconds by displaying the power and T5 margin along with the words PASS or FAIL.
6,000 (ft) 134 131 128 126 124 121 119 117 116 114
The T0 and P0 used in the power assurance calculation is also displayed and should
be crosschecked against cockpit instruments (± 250 ft and ± 2°C). Additionally, two 7,000 (ft) 131 128 126 124 121 119 117 115 113 112
soft keys appear labeled CONTINUE and REPEAT. Pressing CONTINUE completes 8,000 (ft) 129 126 124 121 119 117 115 113 111 110
the power assurance for that engine and allows up to 60 seconds to reset the engine 9,000 (ft) 126 124 121 119 117 115 113 111 109 108
levers to start the same process on the second engine. Pressing REPEAT starts the 10,000 (ft) 124 121 119 117 115 113 111 109 107 105
power assurance over for the same engine using the same ANTI-ICE configuration.
11,000 (ft) 121 119 117 114 112 110 109 107 105 103
If the DECU does not respond to the IIDS request for a power assurance check within a 12,000 (ft) 119 117 114 112 110 108 106 105 103 101
30 second period or if it responds that the power check is invalid, the word SampLING 13,000 (ft) 117 114 112 110 108 106 104 103 101 100
is replaced with NO RESPONSE or INVALID. In both cases, the CONTINUE and 14,000 (ft) 115 112 110 108 106 104 102 101 99 97
REPEAT soft keys appear giving the above described options. The power assurance
15,000 (ft) 112 110 108 106 104 102 100 99 97 96
process can be aborted any time by pressing the MENU key.
16,000 (ft) 110 108 106 104 102 100 98 97 95 94
Power Assurance (In-Flight) (Helicopters with 2S2 Engines and IIDS
When in-flight power assurance is requested, the IIDS displays the target indicated The IIDS displays established airspeed and power conditions. Below this text, the
airspeed. The Indicated Airspeed Table gives the target indicated airspeed value IIDS displays XXX KTS Indicated Airspeed = 135 Kts True Airspeed, where XXX is the
based on OAT and pressure altitude (HP). indicated airspeed. The IIDS also displays DO ENG1, DO ENG2 and EXIT soft keys.
The IIDS will exit automatic in-flight power assurance if no soft key selection is made
within 60 seconds.

After establishing the correct airspeed and power conditions, press the DO ENG1
or DO ENG2 soft key to select the engine to be tested. The IIDS sends a power
assurance test request for the respective engine. The text SampLING displays as the
engine power check is being performed. If the IIDS receives no response or invalid

R0
data from the DECU, the IIDS will then display the soft keys CONTINUE and EXIT to For example, at OAT 18°C (64.4°F), the IIDS calculates TT at OAT 10°C (50°F) (TT10)
allow the pilot to repeat the in-flight test from the initial in-flight power assurance page and TT at OAT 20°C (68°F) (TT20). The TT at 18°C (64.4°F) is then determined by the
on either engine or alternatively exit to normal displays. If 60 seconds elapses after following expression: TT18 = (18-10) / (20-10) * (TT20-TT10) + TT10
the IIDS has displayed VALID, INVALID, or NO RESPONSE, the IIDS discontinues
power assurance mode and returns to the base page. If the DECU responds with a The outcome is rounded to the nearest 5% to determine TT to be displayed by the IIDS
valid check within 30 seconds of the request, the IIDS will display the results of the and used by the pilot for power assurance. The parameters must be in the allowable
engine test. The power assurance results is accompanied by CONTINUE or EXIT soft range.
keys to allow the pilot to repeat the in-flight test on the same engine, test the other Allowable Range:
engine from the initial in-flight power assurance screen, or exit to normal displays. For
–– -2,000 ft < PA < 16,000 ft
testing the other engine, the pilot will first establish the correct airspeed and power
conditions. Pressing the DO ENG1 or DO ENG2 soft key will select the desired engine –– -40°C < OAT < 50°C
to be tested. Pressing the MENU key at any time aborts power assurance and returns –– 50% < TT; If TT > 100%, use 100%
to normal displays.
If any of the parameters are outside the allowable ranges, the IIDS will display the
Target Torque Algorithm, the following algorithm is utilized to determine the target message NO TARGET TORQUE and follow normal procedures. If calculated TT is >
torque required for ground power assurance. The IIDS will use the OAT and Pressure 100%, the value of 100% is used. If TT > 100%, the value of 100% is used.
Altitude (PA in feet), and apply this to the following formula to determine Target Torque
Power Assurance Input Signals and Outside Air Temperature (OAT), displayed as 1
(TT): TT = m * (PA) + b
OAT and 2 OAT on IIDS display units, is referred to as T0 in the following description.
In this formula, SLOPE (m) and INTERCEPT (b) are determined for each OAT at 10°C The T0 readings displayed on cockpit instrumentation are derived from a dual element
(50°F) increments using the following table: probe located under the aircraft nose. Indications from element No. 1 are displayed
on the copilot IIDS display unit and supply the No. 1 DECU. Indications from element
OAT (C) SLOPE (m) INTERCEPT (b) No. 2 are displayed on the pilot IIDS display unit and supply the No. 2 DECU. Since
-40 -0.003695 115.24 the IIDS display unit displays only the whole number with any decimal rounded up
-30 -0.003746 111.71 or down and the DECU receives 4 decimal places, there can be as much as a 0.5°C
(32.9°F) difference between the indicated rounded off temperature and the exact
-20 -0.003869 107.19
temperature used in determining automatic target torque. This would cause a 0.5%
-10 -0.003813 102.13 difference between power margins obtained using automatic and manual target torque
0 -0.003932 99.06 look-up. If manual target torque is being established and copilot T0 display has been
10 -0.004004 94.82 rounded up 0.5°C (32.9°F) while pilot T0 display has been rounded down 0.5°C
(32.9°F), there can be a 1.0% power margin difference depending on which data has
20 -0.004191 90.34 been entered.
30 -0.004386 84.03
40 -0.004357 76.13 Pressure Altitude (Hp), displayed as 1 PO/FEET and 2 PO/FEET on power assurance
and performance pages on IIDS display units, is referred to as P0 in the following
50 -0.003148 67.1
description. The P0 signal is derived from the static reference static pressure port
located in the tailcone as part of the RDAU . The same signal feeds both the IIDS
If the OAT does not equal one of the ten degree increments, a linear interpolation displays units and the DECUs. The only difference here would be as a result of the
technique is used. This technique calculates the TT at the OAT directly above and be- rounding off to a whole number on the IIDS display units.
low the actual OAT and uses these values to determine the desired target torque (TT).

31-14
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

NO. 1 < OEI CUMULATIVE COUNTERS > NO. 2

SECS / EVENTS SECS / EVENTS

11 / 1 < 30 SECONDS > 0/0

582 / 28 < 2 MINUTES > 105 / 11

NO. 1 < LAST FLIGHT OEI COUNTERS > NO. 2

SECS / EVENTS SECS / EVENTS

11 / 1 < 30 SECONDS > 0/0

12 / 2 < 2 MINUTES > 0/0

NO. 1 < CUMULATIVE CYCLE COUNTS > NO. 2

CYCLES CYCLES

632.5 < N1 CYCLES - TOTAL > 876.0

234.4 < N2 CYCLES - TOTAL > 568.9

S-76C+C++_AMM_31-60-00_CC2669

Figure 17
Typical Cycle Counts

R0
 INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)
(CONTINUED)
Operation (Continued)
The P0 readings can be verified by using the N1 test switch. This is because a
comparison is made between the primary biased N1 signal from the DECU using T1
and DECU P0 and the backup biased N1 signal displayed by the IIDS using cockpit T0
and P0. The maximum allowable tolerance of ± 0.2% ensures that the T1/T0 and the
DECU P0 and cockpit P0 readings are close together.
The T5 signal displayed on the IIDS display units is conformed T5 and a secondary
source of T5 information, separate from the source used by the DECU. The T5
information displayed on the IIDS display units is derived by using the direct chromel/
alumel signal to the RDAU from the second T5 harness in the engine and incorporating
the conformation resistor values transmitted over the ARINC data bus to the IIDS.
The DECU uses the primary source of T5 information from the other T5 chromel/
alumel harness and also calculated conformed T5, but is completely separate from
the IIDS display signal. The two values of T5 should be fairly close but may be a few
degrees different due to thermocouple wire tolerances,. To avoid any power assurance
differences between automated DECU power assurance and manual reading/checks
done by the pilot from his indication, the IIDS calculates the final automated T5 power
assurance margin by using the pilot indication of T5 and then subtracting the DECU
value of specification T5. This way there will be no difference in automated and manual
T5 margin as the same source of indicated T5 is used. Roundoff error in OAT is still a
factor, however.
N1 Test
N1 TEST displays IIDS biased N1 in a box under the N1 indicator to allow the pilot to
verify that the biasing is being performed. By pressing the N1 TEST soft key, the IIDS
calculated biased N1 values appear in digits under the N1 indicator. Since the normal
N1 that appears on the performance page is biased N1 from the DECU system, the pilot
can compare the two values and verify that the IIDS is performing the biasing within 6
0.2% N1. The IIDS biased value is used by the performance page, as a backup, in the
event that the DECU fails to send N1 to the IIDS.
One Engine Inoperative
OEI enables selection of the OEI page for pilot review of limits and formats. Either
engine may be selected to show OEI. Once selected, it is deselected: manually with
the MENU key, or after 20 seconds. Pilot selection of OEI training modes is done by a
cockpit switch wired to each engine DECU. The switch is designed to require selection
22 23 24 25 31 33 34 39 45
of training flight on both engines. From this position either engine can be subsequently
selected to training idle to stimulate the failure of the selected engine. Pilot switch
selection of flight training will cause the DECU’s of each engine to bias the N1 and
torque indications to simulate operation at heavier weight and higher power. The
IIDS will display TRNG PWR on the bottom of the performance display in yellow text
centered between N1 and torque. Subsequent pilot switch selection of either engine
to training idle will cause the selected engine to decrease power, simulating engine
failure for that engine.
Maintenance
MAINT provides access to four other soft keys: CYCLE COUNT, ENG MAINT, CAL,
and HIST. These functions are available only on the ground with weight-on-wheels
enabled.
CYCLE COUNT is available when the helicopter is on the ground with engines shutoff.
The information available includes duration in seconds and number of events that
each engine has experienced at 30-second and/or 2-minute power, and the number
of N1 and N2 cycles the engine has logged. The 30-second and/or 2-minute usage
counts are divided into cumulative durations and events and last flight durations and
events. OEI CUMULATIVE COUNTERS give a history of the total time the engine has
been at the indicated power level, and the total events that produced that time. LAST
FLIGHT OEI COUNTERS show the duration and event number for an OEI power
occurrence during the last flight. Since there can be several events of OEI power
in one flight, the IIDS has the capability of storing up to twenty. The LAST FLIGHT
OEI COUNTERS are stored during shutdown and reset during the next engine start.
CUMULATIVE CYCLE COUNTS show N1 and N2 cycles that are recorded and stored
for maintenance purposes. The cycles are stored when the aircraft is shut down and
can be viewed by activating the CYCLE COUNT soft key and using collective scroll
switch to scroll through the various screens.
Engine Maintenance (ENG MAINT) is available only on the ground and is used to
display engine data that is received from the DECU.
Calibration (CAL) is available only on the ground. Although prompts may be followed
to check calibration date information, further exploration is normally prevented by way
of a maintenance interlock. The RTN option may be used to back up one step at a
time, up/down keys control the cursor box, and SEL is used to gain further access
during calibration.
31-15
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 For Training Purposes Only S-76C+/C++

TST

B
R
RECALL ELEC START T

D
I
M
MENU

CAUTION CAUTION CAUTION

(SEE NOTE 1)
CAUTION WARNING WARNING
(SEE NOTE 2)
WARNING CAUTION CAUTION
CAUTION CAUTION WARNING
CAUTION WARNING CAUTION
CAUTION CAUTION CAUTION
CAUTION WARNING WARNING
WARNING CAUTION CAUTION DC VOLTS
CAUTION CAUTION WARNING
CAUTION WARNING CAUTION GEN 1 GEN 2 BATT AUX BAT EXT
DC VOLTS
GEN 1 GEN 2 BATT AUX BATT EXT
28.0 28.0 28.0 28.0 28.0 28.0 28.0 28.0 28.0 28.0
65 60 57 0 TST TST

DC AMPS (SEE
AC VOLTS NOTE 3) 300 300 300 300 TST
AC GEN INV 1 INV 2
115 115 115
400 400 400 B
R
B
R DC AMPS
FREQ T
ENG 1 ENG 2 T

D
I
D
I
AC VOLTS
M M
MENU MENU AC GEN INV 1 INV 2
115 115 115
(SEE NOTE 5) (SEE NOTE 4) B
400 400 400 R
T
FREQ
D
NOTES I
1. PRESSING THE MENU BUTTON CALLS UP THE SOFTKEY
ROTOR BRAKE
M
MAIN MENU PROMPTS. A SECOND PRESS OF THE
BUTTON CLEARS THE PROMPTS FROM THE SCREEN.
MENU
ENG 1 OIL T5 O/S N1 MGB OIL ENG 2 OIL
IF A FAIL MESSAGE APPEARS: PRESSING THE O
C PSI
625 17.3
O
C PSI O
C PSI
100 50 100 50 100 50
MENU BUTTON (UP TO FOUR TIMES), CLEARS THE
6
FAIL MESSAGE PAGE AND RETURNS THE IIDS DISPLAY 10

9 5
BACK TO NORMAL. 8 TST
8 4
2. PRESSING RECALL CAUSES THE LAST CAUTION / 7
6
S-76C+C++_AMM_31-60-00_CC2682
3
WARNING MESSAGE TO BE DISPLAYED AND FLASH ON 6 4
HYD 1 2 HYD 2
AND OFF. 4
2 B
R
2 1 T
3. THE ELECTRICAL POWER MONITOR DISPLAY IS MANUALLY 0 0 0
D
SELECTED AND DESELECTED WITH ONE EXCEPTION: I
M
A NEW WARNING OR CAUTION CAUSES THE DISPLAY TO MENU

RESET TO THE PRIMARY ENGINE DISPLAY.

4. PRESSING THE MENU BUTTON FROM THIS PAGE,
RETURNS TO THE ENGINE DISPLAY.
(SEE NOTE 5)
5. PRESSING THE MENU BUTTON FROM THIS PAGE,
RETURNS TO THE MAIN MENU PAGE.
S-76C+C++_AMM_31-60-00_CC2681

Figure 18 Figure 19
Center (Engine) IIDS Display Typical Electrical Power Monitor IIDS Display

R0
 INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)
(CONTINUED) subsequently moved to TRAIN IDLE the IIDS displays the OEI page for the good
Operation (Continued) engine. In the training mode, the DECU sends N1 and torque values to the IIDS that
are greater than the actual values in order to simulate a higher aircraft gross weight.
History (HIST) is a historical list of internal IIDS faults detected and recorded by the
This allows the use of the dual and single engine limiters without actually using the
IIDS. These faults are retained in nonvolatile memory and cannot be deleted unless
high power levels normally associated with the these limits.
ground support equipment is connected to connector J10 on the RDAU; refer to the
IIDS manufacture’s Operators Manual - Maintenance Port Operations, IIDS S-76
PM002. Each time a fault is recorded, the pilot is alerted by the display of a FAIL page

NOTES:
after the helicopter has landed (weight-on-wheels enabled). He can then use HIST to
recover the fault codes to report to maintenance. MAINT is not a menu option on the
engine display. Fault history of the center IIDS display may be reviewed by reverting
the center display to performance and then using the MAINT and HIST soft keys.

Engine Display Soft Key Functions

The engine display menu has three selection options: RECALL, ELEC, and START.

Recall
RECALL, when held, flashes at 1 Hz, the last caution or warning legend displayed.
This feature is intended to retrieve an intermittently occurring legend such as FUEL
LOW that may be difficult to catch and read initially due to detection duration.

Electrical
ELEC presents a volt/ammeter page. Although caution/warning information is
retained while the volt/ammeter page is in view, the addition of a legend and resultant
illumination of master caution results in the deletion of the volt/ammeter page to
enable direct review of temperature/ pressure instruments. If desired, the function can
be immediately reselected by touching MENU and ELEC. The menu, if in view, is not
deleted with the addition of a new caution/warning.

Start
START enables preselection of the start page if the pilot wants to review the format
before pressing the engine start button. Suboptions provide selection of engine 1 or
2. This page is not available when the selected engine is running, and if the feature
is selected for one engine but a start is initiated on the other, the display respects the
starter button selection.

Training
The words TRNG PWR are displayed in the menu location centered under the N1 and
TQ indicators when the DUAL TRAIN LIMIT switch is engaged. If the switch is

31-16
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

CALIBRATION CALIBRATION CALIBRATION CALIBRATION

CALIBRATION DATA MATCH FUEL NO. 2 SYS FUEL NO. 2 SYS DATE
LAST CAL 01/01/96 LAST CAL 01/01/96 05/01/96
VIEW CALIBRATION STATUS
TRANSFER FROM RDAU SET TEST SET TO 0 LBS SET TEST SET TO 900 LBS
TRANSFER FROM DU ADJUST READOUT TO 0 ADJUST READOUT TO 900 USE UP AND DOWN ARROWS
FUEL QUANTITY NO. 2 TST
DEPRESS CAL BUTTON TST
DEPRESS CAL BUTTON TST TO SET MONTH TST

T5 NO. 1 0 900
T5 NO. 2
MAINTENANCE INTERLOCK INSTALLED B B B B
R R R ENTER R

RTN SEL T
RTN CAL T
RTN CAL T
RTN MONTH
T

D D D D
I I I I
M M M M
MENU MENU MENU MENU

CALIBRATION PILOT CAL DATA STATUS CALIBRATION CALIBRATION

DATE ENTERED CAL DATA RDAU−C DU STATUS CALIBRATION DATA MATCH DATE
05/15/97 FQT NO. 1 05/15/97 05/15/97 MATCH 05/15/96
VIEW CALIBRATION STATUS
FQT NO. 2 05/15/97 05/15/97 MATCH
TRANSFER FROM RDAU
T5 NO. 1 05/15/97 05/15/97 MATCH
TRANSFER FROM DU USE UP AND DOWN ARROWS
T5 NO. 2 05/15/97 05/15/97 MATCH FUEL QUANTITY NO. 2 NOTES
TST TST TST TO SET DAY TST

T5 NO. 1 1. TO ENTER THE CALIBRATION PAGES,

T5 NO. 2 THE HELICOPTER MUST BE ON THE
MAINTENANCE INTERLOCK INSTALLED GROUND (WEIGHT−ON−WHEELS),
B B B B
R R R ENTER R MAINTENANCE INTERLOCK PLUG
RTN REENTER ACCEPT
T
RTN
T
RTN SEL T
RTN DAY
T

D D D
P2294 MUST BE INSTALLED, AND THE
D
I
M
I
M
I
M
I
M CORRECT SOFT KEYS MUST BE
MENU MENU MENU MENU PRESSED. REFER TO FIGURE 11. ON
HELICOPTERS PRIOR TO 0511, IIDS
INTLK RECEPTACLE J2294 IS
LOCATED ON THE RIGHT SIDE OF THE
CENTER CONSOLE. ON HELICOPTERS
0511 AND SUBSEQUENT, IIDS INTLK
RECEPTACLE J2294 IS LOCATED ON
THE RIGHT FORWARD SIDE OF THE
INSTRUMENT PANEL.
2. ONCE A MANUAL FUEL QUANTITY
CALIBRATION IS COMPLETED FROM
CALIBRATION TRANSFER STATUS CALIBRATION TRANSFER STATUS CALIBRATION CALIBRATION THE PILOT OR COPILOT DISPLAY UNIT,
FUEL NO. 2 SYS DATE THE CAL DATA STATUS IS CHECKED
FQT NO. 1 PASSED FQT NO. 1 IN PROCESS LAST CAL 05/15/97 05/15/97 ON ALL DISPLAY UNITS. THIS IS DONE
FQT NO. 2 PASSED FQT NO. 2 IN PROCESS ON EACH DISPLAY UNIT BY SELECTING
T5 NO. 1 PASSED T5 NO. 1 IN PROCESS VIEW CALIBRATION STATUS .
T5 NO. 2 IN PROCESS USE UP AND DOWN ARROWS EACH DISPLAY UNIT INDICATES THE
T5 NO. 2 PASSED CALIBRATION ACCEPTED
TST TST TST TO SET YEAR TST NEW CALIBRATION DATE AND STATUS
INDICATES MATCH FOR FQT NO. 1 ,
FQT NO. 2 , T5 NO. 1, AND T5 NO. 2.
B B 3. NO. 1 FUEL QUANTITY IS CALIBRATED
ENTER
B B
R R R R

RTN T
RTN T
RTN T
RTN YEAR
T FROM THE COPILOT DISPLAY UNIT AND
D
I
D
I
D
I
D
I
NO. 2 FUEL QUANTITY IS CALIBRATED
M M M M
FROM THE PILOT DISPLAY UNIT. THE
MENU MENU MENU MENU
CALIBRATION SEQUENCE FOR NO. 1
AND NO. 2 FUEL QUANTITY IS THE
(WITH NEW CALIBRATION DATE) SAME.

S-76C+C++_AMM_31-60-00_CC2683A

Figure 20
Fuel System- Manual Calibration

R0
 INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00)
(CONTINUED)
Operation (Continued)
Calibration
There are two methods of calibration; manual and automatic. Each replacement DU or
RDAU must be calibrated prior to ground run or flight; and this can be done using the
automatic calibration procedures.


WARNING: TO PREVENT TRANSFER OF UNCALIBRATED FUEL
QUANTITY DATA OR UNCALIBRATED POWER TURBINE
INLET TEMPERATURE (T5) DATA WITHIN THE INTEGRATED
INSTRUMENT DISPLAY SYSTEM (IIDS): IF AN IIDS DISPLAY
UNIT IS REPLACED, DO AN AUTOMATIC CALIBRATION
TRANSFER FROM EITHER OF THE OTHER TWO DISPLAY
UNITS. TRANSFER FROM RDAU OR TRANSFER FROM DU
MAY BE SELECTED AND IF A REMOTE DATA ACQUISITION
UNIT (RDAU) IS REPLACED, DO AN AUTOMATIC CALIBRATION
TRANSFER FROM ANY IIDS DISPLAY UNIT BY SELECTING
TRANSFER FROM DU.
Component Replacement
A component replacement, that affects the source of calibrated information provided to
the IIDS system, requires recalibration of that parameter using the manual calibration
procedures. After component replacement, maintenance interlock plug P2294 is
connected to the IIDS INTLK receptacle J2294 on the right side of the center console
to enable calibration of fuel quantity and power turbine inlet temperature (T5). On
helicopters 0511 and subsequent, the IIDS INTLK receptacle J2294 is located on
the right forward side of the instrument panel. During flight, the pilot cannot access
calibration information. When the helicopter is on the ground without maintenance
interlock plug P2294 installed, the pilot may call up the main menu and then, using the
soft key prompts, proceed to the calibration page to the point of confirming calibration
date information; further access is denied.
and down soft keys are used to box the desired parameter and SEL brings up the
calibration value to be adjusted. The appropriate up or down soft key is then used to
adjust the boxed value before being locked in with the CAL key when value agreement
is achieved. RTN is used at any time to back up one step at a time, and MENU results
in clearing the calibration page or menu if desired. When the calibration of all required
parameters is complete and with maintenance interlock plug P2294 removed, a check
of the calibration date information and verification that the calibration inhibit is effective
should be checked prior to procedure completion.
Scale Linearity
Performance display indicator scaling is not linear except for the torque indicator.
Expansive rescaling is used to improve resolution in ranges of normal use and
criticality, and additional rescaling is applied to the OEI presentations to accommodate
higher indicated values and limits. The range and limit graphics for the engine display
indicators are linear except for hydraulics.
Indicators
The IIDS display units replace the following indicators:
–– N1 Indicators
–– T5 Indicators
–– Engine Oil Temperature/Pressure Indicators
–– Transmission Oil Temperature/Pressure Indicator
–– Dual Fuel Quantity Indicator
–– Dual Hydraulic Oil Pressure Indicator
–– Fuel Flow Rate Indicators
–– Dual Torque Indicators
–– Triple Tachometers
–– Outside Air Temperature (OAT) Indicators
–– Caution/Advisory Panel

All three IIDS display units must be calibrated, because any one of them can be called Circuit Breakers
upon to act as engine or performance display using the IIDS REV command in the event 1. The following lower circuit breaker panel DC ESNTL bus circuit breakers are used
of a unit failure. Although fuel quantity is presented on the engine display, it is manually to power the IIDS system:
calibrated at the performance displays. This occurs because fuel quantity for the left –– PLT IIDS - PRI
and right side tanks are processed by the copilot channel and pilot channel respectively –– PLT IIDS - CONT
before being fed to the engine display by way of interchannel communication within
–– CPLT IIDS PRI
the RDAU. Calibration information is inserted simply by following the prompts. Up

31-17
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

CALIBRATION CALIBRATION CALIBRATION CALIBRATION

CALIBRATION DATA MATCH T5 NO. 1 SYS T5 NO. 1 SYS DATE
LAST CAL 01/01/96 LAST CAL 01/01/96 05/01/96
VIEW CALIBRATION STATUS
TRANSFER FROM RDAU SET TEST SET TO 855 C SET TEST SET TO 0 C
TRANSFER FROM DU ADJUST READOUT TO 855 ADJUST READOUT TO 0 USE UP AND DOWN ARROWS
FUEL QUANTITY NO. 2 TST
DEPRESS CAL BUTTON TST
DEPRESS CAL BUTTON TST TO SET MONTH TST

T5 NO. 1 855 0
T5 NO. 2
MAINTENANCE INTERLOCK INSTALLED B B B B
R R R ENTER R

RTN SEL T
RTN CAL T
RTN CAL T
RTN MONTH
T

D D D D
I I I I
M M M M
MENU MENU MENU MENU

CALIBRATION PILOT CAL DATA STATUS CALIBRATION CALIBRATION

DATE ENTERED CAL DATA RDAU−C DU STATUS CALIBRATION DATA MATCH DATE
05/15/97 FQT NO. 1 05/15/97 05/15/97 MATCH 05/15/96
VIEW CALIBRATION STATUS
FQT NO. 2 05/15/97 05/15/97 MATCH
TRANSFER FROM RDAU
T5 NO. 1 05/15/97 05/15/97 MATCH
TRANSFER FROM DU USE UP AND DOWN ARROWS
T5 NO. 2 05/15/97 05/15/97 MATCH FUEL QUANTITY NO. 2
TST TST TST TO SET DAY TST

T5 NO. 1
T5 NO. 2

B B
MAINTENANCE INTERLOCK INSTALLED B B
R R R ENTER R

RTN REENTER ACCEPT

T
RTN
T
RTN SEL T
RTN DAY
T
NOTES
D D D D
I
M
I
M
I
M
I
M
1. TO ENTER THE CALIBRATION PAGES,
MENU MENU MENU MENU THE HELICOPTER MUST BE ON THE
GROUND (WEIGHT−ON−WHEELS),
MAINTENANCE INTERLOCK PLUG
P2294 MUST BE INSTALLED, AND THE
CORRECT SOFT KEYS MUST BE
PRESSED. REFER TO FIGURE 11. ON
HELICOPTERS PRIOR TO 0511, IIDS
INTLK RECEPTACLE J2294 IS
LOCATED ON THE RIGHT SIDE OF THE
CENTER CONSOLE. ON HELICOPTERS
0511 AND SUBSEQUENT, IIDS INTLK
CALIBRATION TRANSFER STATUS CALIBRATION TRANSFER STATUS CALIBRATION CALIBRATION RECEPTACLE J2294 IS LOCATED ON
T5 NO. 1 SYS DATE THE RIGHT FORWARD SIDE OF THE
LAST CAL 05/15/97 05/15/97 INSTRUMENT PANEL.
FQT NO. 1 PASSED FQT NO. 1 IN PROCESS
FQT NO. 2 PASSED FQT NO. 2 IN PROCESS 2. ONCE A MANUAL T5 CALIBRATION IS
T5 NO. 1 PASSED T5 NO. 1 IN PROCESS COMPLETED FROM THE PILOT,
T5 NO. 2 PASSED T5 NO. 2 IN PROCESS USE UP AND DOWN ARROWS COPILOT, OR CENTER DISPLAY UNIT,
CALIBRATION ACCEPTED TO SET YEAR
TST TST TST TST THE CAL DATA STATUS IS CHECKED
ON ALL DISPLAY UNITS. THIS IS DONE
ON EACH DISPLAY UNIT BY SELECTING
B B
VIEW CALIBRATION STATUS . EACH
ENTER
B B
R R R R
DISPLAY UNIT INDICATES THE NEW
RTN T
RTN T
RTN T
RTN YEAR
T

D D D D CALIBRATION DATE AND STATUS

INDICATES MATCH FOR FQT NO. 1,
I I I I
M M M M
MENU MENU MENU MENU
FQT NO. 2 , T5 NO. 1, AND T5 NO. 2 .
3. CALIBRATION SEQUENCE FOR NO. 1
(WITH NEW CALIBRATION DATE) AND NO. 2 T5 SYSTEMS IS THE SAME.

S-76C+C++_AMM_31-60-00_CC2684A

Figure 21
Power Turbine Inlet Temperature (T5) System

R0
 INTEGRATED INSTRUMENT DISPLAY SYSTEM (IIDS) (31-60-00) FUEL FLOW NO. 1
(CONTINUED)
FUEL FLOW NO. 2
Operation (Continued)
NO. 1 FUEL QTY
–– CTR IIDS - PRI
NO. 2 FUEL QTY
–– CTR IIDS - CONT
NR
–– IIDS HTR - PLT
–– IIDS HTR - CTR
5. On the DC ESNTL bus, the 7.5 Amp CAUTION ADV circuit breaker is changed to
2. The following upper circuit breaker panel NO. 1 DC PRI bus circuit breakers are a 2 Amp MSTR CAU RESET circuit breaker.
used to power the IIDS system:
–– CPLT - IIDS HTR IIDS System Fault Codes
3. The following upper circuit breaker panel NO. 2 DC PRI bus circuit breakers are The IIDS system contains a built in test feature that continuously monitors system
used to power the IIDS system: integrity. If a fault is detected on the ground, a FAIL message page appears (black
–– CPLT IIDS - CONT letters on a red background) and the resulting fault code information is entered into the
–– IIDS SEC - PLT FAULT CODE HISTORY page. Pressing the MENU button (up to four times), clears the
–– IIDS SEC - CPLT FAIL message page and returns the IIDS display back to normal. The FAIL message
page is not displayed in flight. To read the fault codes, press soft key sequence on the
–– IIDS SEC - CTR
performance display: MENU, MAINT, HIST to bring up the FAULT CODE HISTORY
4. The following circuit breakers have been deleted from the upper and lower circuit page. The FAULT CODE HISTORY page has a column each for the board that failed,
breaker panels: the fault code, and fault description. Each FAULT CODE HISTORY page can log a
maximum of four faults. Multiple FAULT CODE HISTORY pages are available if more
DC ESNTL BUS NO. 1 DC PRI BUS NO. 2 DC PRI BUS
than four faults are logged and is indicated by PAGE 1 of 2 etc., to denote more than
T5 (NO. 1 ENG) N1 NR one page and may be accessed by pushing the NEXT and PREV soft keys. To exit the
N1 (NO. 1 ENG) T5 N1 FAULT CODE HISTORY page, press the MENU key or RTN soft key. For a list of fault
T5 (NO. 2 ENG) TORQ T5 codes and associated troubleshooting information, refer to the IIDS manufacture’s
Operators Manual, IIDS S-76 PM002.
N1 (NO. 2 ENG) N2 TORQ
AUX 5V LTG N2
ENG 1 OIL TEMP
ENG 1 OIL PRESS
OIL XMSN TEMP
OIL XMSN PRESS
HYD 1 PRESS
HYD 2 PRESS
ENG 2 OIL TEMP
ENG 2 OIL PRESS

31-18
22 23 24 25 31 33 34 39 45 R0
 TABLE OF CONTENTS
Lighting (33-00-00)................................................................................................. 33-1
Flight Compartment Lighting (33-10-00)................................................................ 33-2
Instrument and Console Panel Lighting (33-11-00)................................................ 33-3
Passenger Compartment Lighting (33-20-00)........................................................ 33-4
Cargo and Service Lighting (33-30-00).................................................................. 33-4
ATA 33 Exterior Lighting (33-40-00).................................................................................... 33-5
Emergency Lights (33-50-00)............................................................................... 33-11
LIGHTS
Wiring Diagram
Anti-collision Light.................................................................................................. 33-6
Recognition Light.................................................................................................... 33-6
Controllable Searchlight......................................................................................... 33-7
Logo Light............................................................................................................... 33-8
Strobe/Position Light.............................................................................................. 33-9

22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

POSITION
ANTI-COLLISION LIGHT (WHITE)
LIGHT UTILITY LIGHT
CONTR
TB1 O
F
NO SMOKING
F
BRT
POSITION FASTEN SEAT BELT
LIGHT (GREEN)
CKPT FLOOD LT

POSITION PASSENGER ADVISORY SIGN

CABIN
P316 / P332 / LIGHT (RED) DETAIL D
EMERGENCY H F
J316 J332
LIGHT P314 /
CABIN J314
EMERGENCY
LIGHT
P329 /
J329 P400 / J400 FLOOD AND UTILITY LIGHTS
E DETAIL C
D P315 / J315
C
P214 / J214
P216 / J216 G

A H
J (INSTALLED ON
OPPOSITE SIDE)

P313 / J313
M P359 / J359
P358 / J358
P357 / J357 BAGGAGE COMPARTMENT CABIN DOME LIGHT (3)
P215 / J215
TB2 LIGHT MICROSWITCH DETAIL E
TB6 S23 (LEFT SIDE)
TB5 GLARE SHIELD S22 (RIGHT SIDE)
UPPER CIRCUIT
BREAKER PANEL BAGGAGE DOOR (TYPICAL)
CONTROLLABLE P218 / J218 DETAIL H
SEARCHLIGHT L P213 / J213
P204 / J204
P247 / J247

MCR BCN
A 0 M

B 0 ANTI-COLLISION LIGHT POWER SUPPLY

9 1
8 2
DETAIL F
3 BAGGAGE COMPARTMENT LIGHT (2)
SECONDARY LIGHTING (6) 4
DETAIL G
(GLARE SHIELD LIGHT) GLARE SHIELD
DETAIL B DETAIL A S-76C+C++_AMM_33-00-00_CC0595_1A

Figure 1
Interior and Exterior Lighting Systems (Sheet 1 of 2)

R0
 LIGHTING (33-00-00)
Overview
The helicopter lighting system consists of interior and exterior lighting systems and
their control devices. The interior lighting system consists of the cockpit instrument and
console panel lighting, secondary (glare shield) lights, cockpit floodlight, cockpit utility
light, cabin dome lights, cabin emergency lights, emergency exit light, standby compass
system lighting, passenger advisory sign, and lights in the baggage compartment. The
exterior lighting consists of position lights, a landing light, an anti-collision light, and a
controllable searchlight. Controls for both lighting systems are on the “OVHD” master
switch panel except for the baggage compartment lights. The baggage compartment LANDING LIGHT
lights are both turned-on by opening either door to the baggage compartment. The RIGHT LANDING GEAR
indicator lights on the instrument panel and center console control panels may be DETAIL J

dimmed by their respective dimmer controls on the center pedestal.

Nose RH

EMER CABIN PASS ANTI STROBE/ LAND SEARCH

LTS LTS ADV EXIS COLL POS LT LT

ON BRT FSB/NS ON POS STOW

OFF OFF OFF OFF OFF OFF OFF OFF

ARM CONT FSB/NS ARM ON BOTH ON ON

OVERHEAD SWITCH PANEL

P107 P108 P109 P110

CENTER
CONSOLE
DIMMER
NON-FLIGHT
COPILOT PILOT
INSTRUMENT
FLIGHT FLIGHT
DIMMER
EMERG LTG INSTRUMENT INSTRUMENT
CIRCUIT BREAKER DIMMER DIMMER
2 AMP
FORWARD ELECTRICAL COMPARTMENT LIGHTING DIMMER UNITS
DETAIL M
DETAIL L S-76C+C++_AMM_33-00-00_CC0595_2A

Figure 2
Interior and Exterior Lighting Systems (Sheet 2 of 2)

33-1
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

Cockpit Floodlight and Switch

Cockpit Utility Light

Glareshield Flood Lights

R0
 FLIGHT COMPARTMENT LIGHTING (33-10-00)
Overview Helicopter Serial No. 0607 and Subsequent
The flight compartment lighting systems consist of cockpit floodlight, cockpit utility The cockpit secondary lights are supplied DC power from the DC ESNTL bus through
light, cockpit secondary (glare shield) lights, standby compass system lighting, and the LIGHTS SEC circuit breaker. The GLARE SHIELD control is located on the dimmer
instrument and console panel lighting. All flight compartment lighting systems include control panel on the center console.
a bright/dim control.
The control positions are OFF and turn clockwise to increase. In the OFF position,
Components the electrical circuit to the lamps is open. Turning the control clockwise varies the
resistance of resistor R5 to control transistor Q1 which in turn controls the current
Cockpit Floodlight
to the glare shield lights to vary the brightness. Power is also supplied from the DC
The cockpit floodlight is supplied 28 VDC from the No. 1 DC PRI bus through the upper circuit
ESNTL bus through the LIGHTS SEC circuit breaker to the standby compass system.
breaker panel LIGHTS FLOOD circuit breaker and a single-pole, double-throw, center-off
switch. The switch positions are CONTR, OFF, and BRT. When the switch is placed to BRT, Standby Compass System Lighting
28 VDC is supplied to the cockpit floodlight, which lights at full brilliance. When the
The standby compass system lighting is part of the standby compass indicator.
switch is placed OFF, 28 VDC is interrupted and the floodlight goes off. When the
switch is placed to CONTR, a rheostat is placed in series with the cockpit floodlight to
provide manual adjustment of cockpit floodlight brilliance.
OAT and Compass Light Switches
Cockpit Utility Light
The cockpit utility light is supplied 28 VDC from the DC ESNTL bus through the
LIGHTS UTIL circuit breaker. The utility light provides red or white lens selection,
dimming, and a lamp key switch. The utility lamp is stowed in a mechanical receptacle
mount on the side of the overhead switch panel. Power is supplied to the utility light
through a coiled cord.

Cockpit Secondary Lights

The cockpit secondary lights provide instrument panel lighting for low light conditions.
The lights are mounted to the underside of the glare shield. The lights are operated by
a control on the control panel (helicopters 543 and subsequent) on the lower console.

Helicopters Prior to Serial No. 0607

The cockpit secondary lights are supplied DC power from the DC ESNTL bus through
the LIGHTS SEC circuit breaker. The GLARE SHIELD selector switch is a single-pole,
double-throw, center-off selector switch located on the master switch panel on the
center console. The switch positions are BRT, OFF, and DIM. The BRT position
supplies 28 VDC to the lights for full brightness. The OFF position opens the electrical
circuit to the lamps. With the switch in the DIM position, a fixed resistor is placed in
series with the cockpit secondary lights. Power is also supplied from the DC ESNTL
bus through the LIGHTS SEC circuit breaker to the standby compass system.

33-2
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

Instrument Panel Light Switches

R0
 INSTRUMENT AND CONSOLE PANEL LIGHTING (33-11-00)
Overview
The flight instrument lighting systems for the pilot and copilot, the nonflight instrument
lighting system, and the console/panel lighting system consist of identical control
devices and are identical in operation. The systems differ only in the specific
components to be lit. The pilot flight instrument lighting system is described.
The remaining systems will be described only as to lighting loads. The pilot flight
instrument light dimming system consists of a INST LTG DIM PLT circuit breaker, a
FLT INST LTS control on the center console, and a dimmer unit. The FLT INST
LTS control receives power from the INST LTG DIM PLT circuit breaker. When the
switch/rheostat of FLT INST LTS control is OFF, the pilot instrument lights are off.
When the FLT INST LTS control knob is moved from OFF, an internal switch closes,
applying voltage to the dimmer unit. The dimmer unit then provides a voltage to the
control to provide a dimming signal to the dimmer unit as the control knob is turned.
The control switch/rheostat has a white index mark on the knob.
A white circular arrow arc is on the panel partially surrounding the knob. The narrowest
portion of the arrow (tail) is the area in which the lights are dimmest. The widest
portion of the arrow (head) is the area in which the lights are brightest. The voltage
range for dimming is 0-5 VDC. The control panel light is dimmed from an output of
the associated dimmer unit. The pilot instruments that dim are: attitude indicator aux,
clock, VOR master slave switch, cabin interphone control, radar altimeter, interphone
control, fuel placard, Vne placard, and outside air temperature indicator.
The pilot approach plate lighting receives power directly from the INST LTG DIM PLT
circuit breaker, and does not have a dimming function.
The copilot instrument dimming system consists of a INST LTG DIM CPLT circuit
breaker, a FLT INST LTS control on the instrument panel, and a dimmer unit. The
copilot instruments that dim are: marker beacon sense switch integral lighting, marker
beacon lights panel integral lighting, VOR master slave switch, clock, vertical speed
indicator, barometric altimeter, turn and slip indicator, heading indicator, radar altimeter,
interphone control, attitude indicator, . The copilot approach plate lighting receives
power directly from the INST LTG DIM CPLT circuit breaker, and does not have a
dimming function.
22 23 24 25 31 33 34 39 45
The console instrument dimming system consists of a INST LTG DIM CSL circuit
breaker, a LOWER CONSOLE control on the master switch panel, and the console
dimmer. The control panel lights that dim are: HF control panel, integral lighting
receptacle, No. 1 and No. 2 AFCS control panels when installed, AFCS indicator
panel when installed, heat and vent control panel, cockpit voice recorder control panel,
fire extinguisher switch panel, quadrant panels, UHF receiver-transmitter, compass
control panel, and overhead control panel. The non-flight instrument dimming system
consists of a NON-FLT INSTR DIM circuit breaker, a NON-FLT INST control on the
master switch panel, and the non-flight instrument dimmer. The instruments and
control panel lights that dim are: AC generator test panel, ADF control panel, No. 1
and No. 2 VHF COMM control panel, copilot’s VOR control, TDR-90 control panel,
DME digital indicator, landing gear control panel, VOR test switch lighting, pilot’s VOR
control, engine overspeed test panel lighting.
Pilot and Copilot Dimming Controls
The pilot and copilot FLT INST LTS dimming controls are on the lower left and right
sides of the instrument panel. The control is an OFF switch and rheostat combination.
The switch portion controls power to the associated dimmer unit. The rheostat portion
varies dimming of the instrument lights. A white arrow is on the panel above the control
knob. As the index mark on the control knob is turned clockwise (toward the widest
portion of the arrow), the instrument lights get brighter.
Dimmer Units
The solid state dimmer unit operates from a normal input voltage of 28 VDC; however,
the unit will operate from voltages in the range of 18 to 30 VDC. The dimmer unit is
used for pilot and copilot flight lights, non-flight lights, and console and panel lights.
The input voltage necessary for operation, and the desired degree of dimming, is
represented as a DC voltage and is provided from the associated dimmer control unit.
Twenty-two output voltages of 0 to 5 VDC are provided. The lighting loads supplied
from the dimmer are limited to 6.3 VDC in case of component failure within the dimmer,
which would result in an increasing output voltage. Dimmer rated output current for
the total of all loads is 7.5 Amps. The current to cold tungsten filaments is limited by
a soft start feature in the dimmer. The dimmer incorporates short circuit protection
which will automatically shut down the unit if an overload of 150% of rated output
current is sensed on any output channel. Recovery will be automatic upon removal of
the short circuit. The dimmer units are mounted in the upper portion of the electronic
compartment, forward of the windshield. The dimmer units are mounted in sequence;
copilot dimmer, pilot dimmer, non-flight instrument dimmer, and console dimmer.
33-3
R0
 For Training Purposes Only S-76C+/C++

Passenger Advisory Light

Cabin Dome and Map Lights

R0
 PASSENGER COMPARTMENT LIGHTING (33-20-00)
Overview
The passenger compartment lighting system consists of the three cabin dome light
assemblies and the two passenger advisory signs. Each dome light assembly provides
the normal cabin lighting. Also, the two forward and aft light assemblies each contain
one bulb that is used for emergency lighting. The other bulbs in the forward and aft
assemblies are normal cabin lighting.
supplied 28 VDC from the No. 1 DC PRI bus through the PASS SIGN circuit breaker.
The DC power is controlled by the PASS ADV LIGHTS switch on the copilot overhead
switch panel (upper). The PASS ADV switch has a FSB/NS and a FSB position. When
the PASS ADV LIGHTS switch is set to FSB/NS, the NO SMOKING and FASTEN
SEAT BELT legends will come on. When the PASS ADV LIGHTS switch is set to FSB,
the FASTEN SEAT BELT legend will come on.

Components CARGO AND SERVICE LIGHTING (33-30-00)

Cabin Dome Lights
The three cabin dome lights are supplied 28 VDC from the No. 2 DC PRI bus through
the LIGHTS CABIN circuit breaker. The DC power is controlled by the INTERIOR LTS
CABIN switch on the master switch panel. When the INTERIOR LTS CABIN switch
is placed to BRT, a white light in each cabin dome light assembly goes on. When the
INTERIOR LTS CABIN switch is placed to DIM, power is supplied to only the light
in the cabin center dome light assembly. When the INTERIOR LTS CABIN switch is
placed OFF, DC power is interrupted to all cabin dome lights.
Passenger Advisory Light
Helicopters Prior to 0419
The passenger advisory light contains two legends. A NO SMOKING legend lights
red and a FASTEN SEAT BELT legend lights white. The passenger advisory light is
supplied 28 VDC from the No. 2 DC PRI bus through the PASS SIGN circuit breaker.
The DC power is controlled by the NO SMOKING and SEAT BELTS switches on the
master switch panel. Each switch has an OFF and ON position.
Overview
The cargo and service lighting consists of the baggage compartment lighting.
Components
Baggage Compartment Lighting
The two baggage compartment lights are supplied 28 VDC from the DC ESNTL bus
through LIGHTS BAG circuit breaker. DC power is controlled by baggage door frame
mounted micro switches. When either baggage compartment door is open, DC power
is applied to the two baggage compartment lights. For maintenance practices and
adjustment/test of the baggage compartment micro switches.
Baggage Compartment Lights

Helicopters 0419 - 0510

The passenger advisory light contains two legends. A NO SMOKING legend lights
red and a FASTEN SEAT BELT legend lights white. The passenger advisory light is
supplied 28 VDC from the No. 2 DC PRI bus through the PASS SIGN circuit breaker.
The DC power is controlled by the PASS ADV LIGHTS switch on the copilot overhead
switch panel (upper). The PASS ADV switch has a FSB/NS and a FSB position. When
the PASS ADV LIGHTS switch is set to FSB/NS, the NO SMOKING and FASTEN
SEAT BELT legends will come on. When the PASS ADV LIGHTS switch is set to FSB,
the FASTEN SEAT BELT legend will come on.

Helicopters 0511 and Subsequent

The passenger advisory light contains two legends. A NO SMOKING legend lights red
and a FASTEN SEAT BELT legend lights white. The passenger advisory light is

33-4
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

Right Position and Strobe Lights Right Landing Light

R0
 EXTERIOR LIGHTING (33-40-00)
Overview
The exterior lighting systems consist of position lights, landing light, anti-collision light,
and the controllable searchlight.
Components
Position Lights
The position lights are on the outboard ends of the stabilizer and on the tail rotor
pylon. The position lights are supplied 28 VDC from the No. 2 DC PRI bus through
LIGHTS POS circuit breaker. The DC power is controlled by the POSITION switch
on the master switch panel. When the POSITION switch is placed ON, DC power is
applied to the stabilizer and tail rotor pylon position lights. The stabilizer has left and
right position lights. The left position light has a red lens and the right position light has
a green lens. The tail rotor pylon position light is white. The position lights system has
a filter installed to prevent radio frequency interference.
Landing Light
Helicopters Prior to Serial Number 0421
The landing light is installed on the right landing gear strut. The system is comprised
of the lamp, RH Landing Light Pallet, two relays- the Landing Light relay K12, located
on the pallet; the Right Down Landing Gear relay K18/1R, located on the No. 1 Relay
Panel, the LAND LT ON/OFF switch S21, located on the master switch panel and two
circuit breakers- the SEC LDG LT PWR and the SEC LDG LT CONT circuit breakers
both supplied by the No. 2 DC primary bus and located on the upper circuit breaker
panel.
Helicopters with Pulselite System
The Pulselite system is AC powered and the S76C can only generate AC power with
the main engines and there being no provision for external AC power inputs from a
ground power unit, a Pulselite monitor unit is installed to test the landing light lamps
and the Pulselite control unit without requiring operation of the engines.
The landing lights are installed on the landing gear struts. The landing light control
circuit is supplied 28 VDC from No. 1 DC PRI bus through the LDG LTS CONT circuit
breaker on the upper circuit breaker panel. DC power is controlled by the LAND LTS
switch on the copilot upper overhead switch panel through relay K18/1R on the No.1
relay panel. Relay K18/1R is energized when the landing gear is extended.
The landing lights are supplied 28 VAC from the AC junction box through the LANDING
LTS circuit breaker via energized contacts of the Pulselite relay K720, and through
circuitry within the Pulselite control unit. The Pulselite control unit also supplies a
signal through the Pulselite monitor unit which enables the LAND LT ON legend to be
displayed in the advisory area of the cockpit display units whenever the landing lights
are turned on.

For Helicopters Serial Number 0763 and Subsequent

The landing light is installed on the right landing gear strut. The system is composed
of the lamp, the RH Landing Light Pallet, five relays the Landing Light relay K12,
located on the pallet; the Right Down Landing Gear relay K18/1R, located on the No.
1 Relay Panel; the WOW relay K582, located on the Option Relay panel; the No. 1
Generator Contactor relay K1/DC and the No. 2 Generator Bus Sense relay K70/
DC, both located in the DC Junction Box, the LAND LT ON-OFF switch S21, located
on the copilot upper overhead switch panel and three circuit breakers- the DC GEN
RESET circuit breaker, supplied by the DC essential bus, and located on the lower
circuit breaker panel; the DC GEN WARN and the LDG LT PWR circuit breakers, both
supplied by the No. 2 DC primary bus and located on the upper circuit breaker panel.

33-5
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

Lower Anti-Collision Light

Figure 3
Anti-collision Light

R0
 EXTERIOR LIGHTING (33-40-00) (CONTINUED)
Components (Continued)
Anti-Collision Light
The anti-collision light power supply is supplied 28 VDC from the DC ESNTL bus
through the ANTI-COL LT circuit breaker. The DC power is controlled by the ANTI-
COLL switch on the master switch panel. When the ANTI-COLL switch is placed ON,
DC power is fed as an input to the anti-collision light power supply. The 400-600 Volt
output of the power supply lights the anti-collision light at a flash rate of 50 ± 10 flashes
per minute.

Recognition Lights
The recognition light control circuit is supplied 28 VDC from No. 1 DC PRI bus
through the RCGN LTS CONT circuit breaker on the upper circuit breaker panel. DC
power is controlled by the RCGN LTS switch on the copilot upper overhead switch
panel. The recognition lights are supplied 28 VAC from AC junction box through
the RCGNLTS circuit breaker and through circuitry within the pulse light control
unit. When the RCGN LTS switch is switched to ON, both the left-hand and right-
hand recognition lights shall come on. When the RCGN LTS switch is switched
to PULSE, the pulse light control unit shall alternately flashes the left-hand and
right-hand recognition lights 45 times per minute.

Figure 4
Recognition Light

33-6
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For Training Purposes Only S-76C+/C++

Figure 5
Controllable Searchlight

R0
 EXTERIOR LIGHTING (33-40-00) (CONTINUED) Search Light
Components (Continued)
Controllable Searchlight
Helicopters Serial No. 0303 and Subsequent
The controllable searchlight control circuit is supplied 28 VDC from the DC ESNTL bus
through the SEARCH LT CONT circuit breaker. DC power is controlled by the SRCH
LT ON-OFF-STOW switch on the copilot upper overhead switch panel. At the ON
position, DC power is supplied from the circuit breaker to the center contact of each of
the four-way SLT TRAIN thumb switches on the pilot and copilot collective stick grips
and to the SEARCH LT ON advisory legend on an IIDS display panel. The SLT TRAIN
switch provides control in the fore, aft, left, and right directions. DC power to light the
lamp and drive the controllable searchlight motors is supplied 28 VDC from the DC
ESNTL bus through the SEARCH LT PWR circuit breaker. When the SRCH LT switch
is placed to STOW, the light is shut off and automatically retracted and stowed.

Pilot’s Collective Grip Searchlight Control

33-7
22 23 24 25 31 33 34 39 45 R0
For Training Purposes Only S-76C+/C++

Figure 6
Logo Light

R0
 EXTERIOR LIGHTING (33-40-00) (CONTINUED)

NOTES:
Components (Continued)
Logo Lights
The logo light control circuit is supplied 28 VDC from No. 1 DC PRI bus through the
LOGO LTS CONT circuit breaker on the upper circuit breaker panel. DC power is
controlled by the LOGO LTS switch on the copilot upper overhead switch panel. The
logo lights are supplied 28 VAC from AC junction box through the LOGO LTS circuit
breaker and through circuitry within the pulse light control unit. When the LOGO LTS
switch is switched to ON, both the left-hand and right-hand logo lights shall come on.
When the LOGO LTS switch is switched to PULSE, the pulse light control unit shall
alternately flashes the left-hand and right-hand logo lights 45 times per minute.

33-8
22 23 24 25 31 33 34 39 45 R0
For Training Purposes Only S-76C+/C++

Figure 7
Strobe/Position Light

R0
 EXTERIOR LIGHTING (33-40-00) (CONTINUED)
Components (Continued)
Strobe/Position Lights
The strobe/position lights are on the outboard ends of the stabilizer and on the tail rotor
pylon. The position lights are supplied 28 VDC from the No. 2 DC PRI bus through
the LIGHTS POS circuit breaker. The strobe light power supply is supplied 28 VDC
from the No. 2 DC PRI bus through the STAB LTS circuit breaker. The DC power is
controlled by the STROBE/POS switch on the copilot upper overhead switch panel.
When the STROBE/POS switch is placed to POS, DC power is applied to the left,
Right Position and Strobe Lights
right, and tail position lights. The position lights have a filter installed to prevent radio
frequency interference. The stabilizer has left and right position lights. The left position
light has a red lens and the right position light has a green lens. The tail position light is
white. When the STROBE/POS switch is placed to BOTH, DC power is applied to the
left, right, and tail position lights and also to the strobe light power supply. A transient
suppression diode is installed to reduce voltage feedback from the strobe light power
supply. The strobe light power supply furnishes 425 VDC power, trigger voltage, and
ground to the left, right, and tail strobe lights. All three strobe lights have clear lenses
and emit flashing white light.

The left and right strobe lights flash alternately with the tail strobe light. On helicopters
0425 and subsequent, the strobe light power supply has an additional trigger selector
receptacle which is furnished with a plug containing an external jumper. If this jumper
plug is removed, the left and right strobe lights will not operate.

33-9
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

IGB Inspection Light TGB Inspection Light

R0
 EXTERIOR LIGHTING (33-40-00) (CONTINUED)
Components (Continued)
Tail and Intermediate Gear Box Inspection Lights
The tail and intermediate gear box inspection lights are located near each gear box
and supply light for maintenance or inspecting the oil level in each gear box. Both lights
are supplied with 28 VDC from the DC junction box ACCESS PWR circuit breaker. The
28 VDC power to lights are controlled by switches located on the tail section near each
gear box. Each switch will turn on both lights.
Operation
Landing Lights
Helicopters Serial Number 0421 Thru 0760
The landing light control circuit is supplied 28 VDC from the DC Essential bus through
the DC GEN RESET circuit breaker on the lower circuit breaker panel and from the No.
2 DC PRI bus through the DC GEN WARN circuit breaker on the upper circuit breaker
panel through the No. 1 Generator Contactor relay K1/DC and the No. 2 Generator
Bus Sense relay K70/DC to the WOW relay K582. When the weight of the helicopter
is on the landing gear, the WOW switch, S28 is closed; the WOW Interlock relay
K20/1R, WOW relay K14/1R and relay K600 are energized, which energizes WOW
relay K582, providing power to the Right Down Landing Gear relay K18/1R. Right
Down Landing Gear relay K18/1R is energized when the landing gear is extended.
With landing gear extended and weight on the wheels, the LAND LT ON/OFF switch
S21 on the copilot upper overhead switch panel controls power to the Landing Light
relay K12. DC power to energize the lamp and the IIDS advisory legend LAND LT
ON on serial no’s 0763 and subsequent is supplied from No. 2 DC PRI bus through
the LDG LT PWR circuit breaker and through the energized contacts of Landing Light
relay K12.
On the ground with the engines off, using battery or external power with the landing
gear extended and weight on wheels, DC power from both DC GEN RESET and DC
GEN WARN circuit breakers is sent through contact 22 of the de-energized No. 1
Generator Contactor relay K1/DC, through contacts 1 and 2 of the energized WOW
relay K582 to contacts B3 and B2 of the de-energized No. 2 Generator Bus Sense
relay K70/DC, through contacts C2 and C1 of the energized Right Down Landing
Gear relay K18/1R to the LAND LT ON/OFF switch S21 on the copilot upper overhead
switch panel to energize the Landing Light relay K12.
On the ground with both generators operating, with the landing gear extended and
weight on wheels, DC power from both DC GEN RESET and DC GEN WARN circuit
22 23 24 25 31 33 34 39 45
breakers is sent through contacts 22 and 21 of the energized No. 1 Generator Contactor
relay K1/DC, through contacts B1 and B2 of the energized No. 2 Generator Bus Sense
relay K70/DC (effectively by-passing the WOW relay K582), through contacts C2 and
C1 of the energized Right Down Landing Gear relay K18/1R to the LAND LT ON/OFF
switch S21 on the copilot upper overhead switch panel to energize the Landing Light
relay K12.
In flight with the landing gear extended and no weight on wheels, DC power from both
DC GEN RESET and DC GEN WARN circuit breakers is sent through contacts 22 and
21 of the energized No. 1 Generator Contactor relay K1/DC, through contacts B1 and
B2 of the energized No. 2 Generator Bus Sense relay K70/DC through contacts C2
and C1 of the energized Right Down Landing Gear relay K18/1R to the LAND LT ON/
OFF switch S21 on the copilot upper overhead switch panel to energize the Landing
Light relay K12.
For Helicopters Serial Number 0763 and Subsequent
The landing light control circuit is supplied 28 VDC from the DC Essential bus through
the DC GEN RESET circuit breaker on the lower circuit breaker panel and from the No.
2 DC PRI bus through the DC GEN WARN circuit breaker on the upper circuit breaker
panel through the No. 1 Generator Contactor relay K1/DC and the No. 2 Generator
Bus Sense relay K70/DC to the WOW relay K582. When the weight of the helicopter
is on the landing gear, the WOW switch, S28 is closed; the WOW Interlock relay
K20/1R, WOW relay K14/1R and relay K600 are energized, which energizes WOW
relay K582, providing power to the Right Down Landing Gear relay K18/1R. Right
Down Landing Gear relay K18/1R is energized when the landing gear is extended.
With landing gear extended and weight on the wheels, the LAND LT ON/OFF switch
S21 on the copilot upper overhead switch panel controls power to the Landing Light
relay K12. DC power to energize the lamp and the IIDS advisory legend LAND LT
ON is supplied from No. 2 DC PRI bus through the LDG LT PWR circuit breaker and
through the energized contacts of Landing Light relay K12. On the ground with the
engines off, using battery or external power with the landing gear extended and weight
on wheels, DC power from both DC GEN RESET and DC GEN WARN circuit breakers
is sent through contact 22 of the de-energized No. 1 Generator Contactor relay K1/
DC, through contacts 1 and 2 of the energized WOW relay K582 to contacts B3 and
B2 of the de-energized No. 2 Generator Bus Sense relay K70/DC, through contacts
C2 and C1 of the energized Right Down Landing Gear relay K18/1R to the LAND
LT ON-OFF switch S21 on the copilot upper overhead switch panel to energize the
Landing Light relay K12.
33-10
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 For Training Purposes Only S-76C+/C++

Right Landing Light

Copilot’s Switch Panel

Emergency Lights

R0
 EXTERIOR LIGHTING (33-40-00) (CONTINUED)
Operation (Continued)
On the ground with both generators operating, with the landing gear extended and
weight on wheels, DC power from both DC GEN RESET and DC GEN WARN circuit
breakers is sent through contacts 22 and 21 of the energized No. 1 Generator Contactor
relay K1/DC, through contacts B1 and B2 of the energized No. 2 Generator Bus Sense
relay K70/DC (effectively by-passing the WOW relay K582), through contacts C2 and
C1 of the energized Right Down Landing Gear relay K18/1R to the LAND LT ON-
OFF switch S21 on the copilot upper overhead switch panel to energize the Landing
Light relay K12. In flight with the landing gear extended and no weight on wheels,
DC power from both DC GEN RESET and DC GEN WARN circuit breakers is sent
through contacts 22 and 21 of the energized No. 1 Generator Contactor relay K1/DC,
through contacts B1 and B2 of the energized No. 2 Generator Bus Sense relay K70/
DC through contacts C2 and C1 of the energized Right Down Landing Gear relay
K18/1R to the LAND LT ON-OFF switch S21 on the copilot upper overhead switch
panel to energize the Landing Light relay K12.
Helicopters with Pulselite System
The operation of the Pulselite system is controlled by the LAND LTS switch located
on the copilot overhead switch panel. The LAND LTS switch has three positions: ON,
OFF, and PULSE. When the LAND LTS switch is switched to ON, both the left-hand
and right-hand landing lights come on. When the LAND LTS switch is switched to
PULSE, the Pulselite control unit alternately flashes the left-hand and right-hand
landing lights 45 times per minute.
22 23 24 25 31 33 34 39 45
EMERGENCY LIGHTS (33-50-00)
Overview
The emergency lights system consists of the cabin emergency lights
Components
Cabin Emergency Lights
The cabin emergency lights go on automatically and light the cabin area if power to
the No. 1 DC PRI bus is lost, or when the pilot turns the EMER LTS switch ON. Power
for the emergency lights is supplied by an emergency lighting battery power supply.
The DC power to the power supply is controlled by the EMER LTS switch on the
master switch panel. When the EMER LTS switch is OFF, 28 VDC battery bus power
from the EMERG LTG circuit breaker CB2/B, is routed to the disarm circuit of the
emergency lighting battery power supply preventing the lights from coming on. Also,
when the EMER LTS switch is OFF, 28 VDC No. 1 DC PRI bus power from the upper
circuit breaker panel EMERG LTG circuit breaker is used to charge the batteries in
the emergency lighting battery power supply. When the EMER LTS switch is placed
to ARM, 28 VDC from the EMERG LTG circuit breaker CB2/Bis removed from the
power supply disarm circuit, and is applied to the arm circuit. The charge voltage to
the power supply is now also monitored by the power supply. If power to the No. 1 DC
PRI bus is lost, the forward and aft emergency lights come on. The emergency lights
will also come on when the EMER LTS switch is placed to ON. This opens the power
path for the monitor/charge voltage. Once the emergency lights come on, power from
the battery bus is needed to turn the lights off. This is done by placing the EMER LTS
switch to OFF. The emergency lights are part of the cabin dome, forward and aft, light
assemblies.
33-11
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 TABLE OF CONTENTS
Navigation (34-00-00)............................................................................................. 34-1
Flight Environment Data (34-10-00)....................................................................... 34-1
Pitot-Static System (34-11-00)................................................................................ 34-2
Free Air Thermometer (34-15-00)........................................................................... 34-3
Air Data Computer (ADC) System (34-16-00)........................................................ 34-4
Air Data Accessory Unit System (34-17-00)........................................................... 34-6
Radio Altimeter System (34-18-00)........................................................................ 34-7
Weather Radar System(34-19-00)......................................................................... 34-9
Attitude and Direction (34-20-00)......................................................................... 34-12

ATA 34
Standby Compass System (34-23-00)................................................................. 34-13
Turn and Slip Indicators (34-24-00)...................................................................... 34-13
Attitude and Heading Reference System (AHRS) (34-25-00).............................. 34-14
NAVIGATION Standby Attitude Indicator System (34-26-00)...................................................... 34-17
Landing and Taxiing Aids (34-30-00).................................................................... 34-18
Dual Navigation Receiver System (34-31-00)...................................................... 34-19
Independent Position Determining (34-40-00)..................................................... 34-21
Enhanced Ground Proximity Warning System (EGPWS) (34-41-00)................... 34-22
Dependent Position Determining (34-50-00)........................................................ 34-26
Transponder System (34-51-00).......................................................................... 34-27
Distance Measuring Equipment (DME) (34-52-00).............................................. 34-28
Automatic Direction Finder (ADF) System (34-53-00).......................................... 34-30
Flight Management (34-60-00)............................................................................. 34-32
Electronic Flight Instrument System (EFIS) (34-61-00)........................................ 34-32

22 23 24 25 31 33 34 39 45 R0
For Training Purposes Only S-76C+/C++

Figure 1
Pitot-Static System

R0
 NAVIGATION (34-00-00)

NOTES:
Overview
This section contains information related to the pitot-static system and components,
the free-air thermometer, the compass system and components, the attitude indicating
system and components, and the standby compass systems.

FLIGHT ENVIRONMENT DATA (34-10-00)

Overview
Flight environment data includes: the pitot-static airspeed system; pitot-static tubes;
tail cone static ports; barometric altimeter; airspeed indicator; vertical velocity indicator;
and free-air thermometer, which provide indications of altitude, airspeed, rate-of-climb
or descent, height above sea level or ground, and outside ambient air temperature.

34-1
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 For Training Purposes Only S-76C+/C++

PITOT−STATIC PITOT−STATIC
TUBE TUBE
(COPILOT) (PILOT)

S1 S1

S2 S2

P P

PITOT PITOT
DRAIN DRAIN
(COPILOT) (PILOT)
P2 P1 AIR
AIR
DATA DATA
COMPUTER COMPUTER
S2 S1
STATIC STATIC
EXP ADAPTER ADAPTER EXP
CHAMBER (COPILOT) (PILOT) CHAMBER

AIRSPEED
INDICATOR

BAROMETRIC
ALTIMETER
PITOT
IIDS DRAIN
COMPUTER (CAPPED)

S4 S3
AFT STATIC AFT STATIC
DRAIN DRAIN
(COPILOT) (PILOT)
CPLT PLT

S3 S3

FWD PORTS FWD PORTS

(LH TAILCONE) (RH TAILCONE)

LEGEND
CPLT PLT

PITOT LINES
S4 S4
STATIC LINES (FWD)

STATIC LINES (AFT) AFT PORTS

S-76C+C++_AMM_34-11-00_CC3771A

Figure 2
Pitot-Static System (Helicopter with 5 of 6)

R0
 PITOT-STATIC SYSTEM (34-11-00)
Overview Pitot-Static Lines
On helicopters with EFIS 5 by 6, two separate and independent pitot-static systems The pitot-static lines consist of hoses, and plastic and aluminum tubes. These lines
are provided as well as a dual tail cone static system. The pitot systems transmit connect the pitot-static tube assemblies onto the nose of the helicopter, and the tail
impact air from outside the helicopter to the pilot and copilot airspeed indicators. The cone static ports to the pilot and copilot flight instruments and components.
static systems vent the airspeed indicator (IAS), the vertical velocity indicators, and
the barometric altimeter (ALT) to atmospheric pressure. A pitot-static tube, mounted


NOTES:
on each side of the nose of the helicopter, furnishes static and ram air pressure. The
right pitot tube is used for the pilot air data computer (P and G). The left pitot tube
is used for the copilot air data computer (P and G) and the airspeed indicator. Each
pitot-static tube mast has two sets of static ports. One set of ports from each mast is
connected together and supplies the pilot air data computer. The other set of ports
is connected together and supplies the copilot air data computer. The opening at the
head of each pitot-static tube furnishes pitot pressure, and the ports near the center of
each tube furnish static pressure. The static ports, two on each side of the helicopter
tail cone, furnish static pressure to the Integrated Instrument Display System (IIDS)
and the barometric altimeter. Flexible hoses, plastic tubing, and aluminum tubing
transmit pressure from pitot-static tubes and tail cone static ports through the fuselage
and up to the back portion of the instrument panel, where they are connected to the
back of the instruments. Capped tees in the lines, at the nose landing gear wheel well
and in the tail cone, allow for draining any possible accumulation of moisture from
within the lines. Two balance expansion chambers (EXP) are installed in the static
system lines to equalize air between the pilot and copilot static systems so that the
airspeed indicator response will balance, and both airspeed indicators will have the
same sensitivity.

Components
Pitot-Static Tube
The pitot-static tubes direct both ram and static air pressure to the airspeed instruments.
The pitot-static tubes are mounted on the left and right side of the nose, aft of the
nose fairing. Each pitot-static tube is hollow and provides ram air pressure created by
the forward speed of the helicopter. Holes in the outer shell of the tube are ports for
static pressure. Each pitot-static tube is electrically heated to prevent ice from forming
around the openings. Drain holes in the bottom of the tube permit water to escape. A
grounding rod is installed between each pitot-static tube and the helicopter airframe.
These grounding rods are used for protection in case of a lightning strike.

34-2
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

HOUSING

LIGHT
ASSEMBLY
CASE
WASHER
DISHED
WASHER
FREE AIR
SUNSHIELD THERMOMETER
C
CASE
WASHER

ELECTRICAL
CONNECTOR
DETAIL A

CMPS ON OAT
OFF

DIAL AND TO BE USED AS A

−10
−20 0
POINTER STAY COMPASS ONLY
−30 10
FREE AIR
−40 20

−50 30
−60 40 N−S E−W
−70 50

6 3 N 33 30
DETAIL C

STANDBY COMPASS
DETAIL B

S-76C+C++_AMM_34-15-00_CB0638

Figure 3
Free Air Thermometer

R0
 FREE AIR THERMOMETER (34-15-00)

NOTES:
Overview
The free air thermometer is mounted on the window sill, right side of cockpit with a
sunshield that extends through the skin below the windshield to the outside air. The
instrument is a bimetallic type, direct reading thermometer which indicates outside air
temperature in centigrade from -70° to +50°C (-94° to +122°F), marked in units of 2°C
(35.6°F). The thermometer is lit when the Outside Air Temperature (OAT) switch on the
standby compass bracket is set to ON.

Components
Outside Air Temperature Light Switch
The Outside Air Temperature (OAT) switch is a single-pole, single-throw, ON-OFF
switch, mounted on the standby compass support bracket. The switch controls the
0-5 VDC, supplied through the pilot flight instrument dimmer control, to light the FREE
AIR thermometer.

Free Air Thermometer Light Assembly

The light assembly contains two 5 Volt lamps that provide lighting for the FREE AIR
thermometer. The pilot flight instrument dimmer control and the OAT switch, on the
standby compass support bracket, control power to the lamps.

34-3
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

B R BARO
MPT SET
CO
TA
DA
AIR

BAROMETRIC SET PANEL

DETAIL C
D
A
OAT
PROBE

AIR DATA COMPUTER

DETAIL A

COPILOT PILOT
ADC REV ADC REV
SWITCH SWITCH
TRIM RELAY PANEL
INSTRUMENT PANEL
DETAIL D
DETAIL B
S-76C+C++_AMM_34-16-00_CC3047

Figure 4
Air Data Computer (ADC) System

R0
 AIR DATA COMPUTER (ADC) SYSTEM (34-16-00)

NOTES:
Overview
The Air Data Computer (ADC) system is a modular microprocessor-controlled system
that computes the following aircraft functions:
–– Pressure altitude
–– Altitude rate
–– Barometric corrected altitude
–– Height deviation
–– Computed airspeed
–– Indicated airspeed
–– True airspeed
–– Static air temperature
–– Maximum allowable airspeed

These values are calculated from indicated static pressure, indicated dynamic
pressure, total air temperature, and barometric setting inputs.

The ADC system consists of the following components:

–– Pilot’s and copilot air computers located in the nose section
–– Pilot’s and copilot ADC REV (reversionary) switches located on the pilot and
copilot sides of the instrument panel
–– Pilot’s and copilot barometric set panels located on the instrument panel
–– The two outside air temperature probes

34-4
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

PLT ADC

DC ESS 2
BUS 28 VDC
AMP
28 VDC
COPILOT
TCAS
PILOT PILOT DISPLAY AIR DATA
LIGHTS ADC REV PROCESSOR
ANNUNCIATOR CONTROLLER COMPUTER 429 AIR
DIM
DIMMER DATA

DETAIL A (SEE NOTE)

SEE DETAIL C REFER TO ELECTRONIC
CPLT ADC
PILOT AIR FLIGHT INSTRUMENT SYSTEM
DATA REV (EFIS), 34-60-00
NO. 2 COPILOT
2 SWITCH
DC PRI 28 VDC COPILOT DISPLAY LIGHTS ANNUNCIATOR
AMP ADC REV DIM PILOT
BUS CONTROLLER DIMMER TCAS
429 AIR PILOT SYMBOL AIR DATA
429 AIR PROCESSOR
28 VDC DATA GENERATOR COMPUTER
DATA
REFER TO ELECTRONIC
FLIGHT INSTRUMENT SYSTEM COPILOT AIR
DETAIL B (SEE NOTE)
(EFIS), 34-60-00 DATA REV
SWITCH

COPILOT SYMBOL 429 AIR 429 AIR DATA

GENERATOR DATA
429 AIR DATA SEE DETAIL B

DIFF PRESS
STATIC PRESS
NO.2
ANALOG OUTPUT
FLIGHT CONTROL
PILOT UNIT VALID
429 AIR DATA COMPUTER
AIR DATA
SEE DETAIL A COMPUTER
REFER TO DIGITAL
429 AIR DATA AUTOMATIC FLIGHT
CONTROL SYSTEM
(DAFCS), 22-12-00
DIFF PRESS
COPILOT
STATIC PRESS
NO.1 AIR DATA
ANALOG OUTPUT
FLIGHT CONTROL COMPUTER
UNIT VALID ADC ACCESSORY
COMPUTER 429 ADC IN 429 ADC IN AIR TEMP OAT PROBE
UNIT

REFER TO DIGITAL
AUTOMATIC FLIGHT REFER TO AIR DATA
CONTROL SYSTEM ACCESSORY UNIT
(DAFCS), 22-12-00 SYSTEM, 34-17-00
OAT PROBE

BAROMETRIC CORRECTION, BAROMETRIC

+
- 10 VDC REF CORRECTION

ADC 429 AIR

REV COPILOT DATA
CORRECTION

CORRECTION
BAROMETRIC

BAROMETRIC
AIR DATA TCAS
REV SWITCH LIGHTS PROCESSOR
DIM

DETAIL C (SEE NOTE)

TRIM
COPILOT BAROMETRIC CORRECTION RELAY BAROMETRIC CORRECTION PILOT
BAROMETRIC PANEL BAROMETRIC
SET PANEL LIGHT DIMMER LIGHT DIMMER SET PANEL

NOTE

APPLICABLE ON HELICOPTERS
EQUIPPED WITH TRAFFIC ALERT COPILOT FLIGHT PILOT FLIGHT
AND COLLISION AVOIDANCE INSTRUMENT INSTRUMENT
SYSTEM (TCAS). LIGHTS DIMMER LIGHTS DIMMER
S-76C+C++_AMM_34-18-00_CC3046

Figure 5
Air Data Computer (ADC) System

R0
 AIR DATA COMPUTER (ADC) SYSTEM (34-16-00) (CONTINUED)
Operation
The DC essential bus provides 28 VDC operating power to the pilot air data computer
through the PLT ADC circuit breaker located on the lower circuit breaker panel. The No.
1 DC primary bus provides 28 VDC operating power to the copilot air data computer
through the CPLT ADC circuit breaker located on the upper circuit breaker panel. The
28 VDC input power to both ADC is converted to +5 and +15 VDC for the internal
power supplies.
The barometric set potentiometers in the pilot and copilot barometric set panels output
barometric correction signals to the ADC and accept the high (excitation) input. The
pilot and copilot ADC output 429 ARINC data through the pilot and copilot ADC REV
switches to the respective symbol generators. The ADC REV switches control the
ADC reversionary modes by permitting selection of data from either air data computer
from both the pilot and copilot station in the event of a single air data computer failure.
The normal mode of operation (each ADC feeding its on-side EFIS only) is selected
with both switches in their extended positions. This mode is indicated by the absence
of an ADC annunciation on the EFIS.
The ADC also output a 28 VDC validity signal, analog pressure altitude/static
pressure, differential pressure/indicated airspeed, and an analog output low signal to
the respective flight control computers.
Electronic Flight Instrument System (EFIS)
The pilot and copilot symbol generators accept ARINC data from the respective ADC.
Air Data Computers accessory unit
The ADC accessory unit accepts ARINC 429 signals from the ADC and provides
altitude outputs used by the DAFCS, transponder, and other miscellaneous systems.
On Helicopters Equipped with Traffic Alert and Collision Avoidance System (TCAS)
The pilot and copilot ADC supply the TCAS processor with ARINC 429 air data
information. In addition, the copilot ADC REV switch permits the selection of air data
from the alternate air data computer.

The outside air temperature probes provide air temperature data to the pilot and
copilot ADC. The ADC convert the OAT probe resistance signal into DC Voltages (with
allowance for cable length) and generate an internal temperature reference.

The pilot annunciator dimmer controls lighting to the pilot ADC REV switch lighting.
The copilot annunciator dimmer controls lighting to the copilot ADC REV switch
lighting. The pilot flight instrument lights dimmer controls lighting to the pilot barometric
set panel. The copilot flight instrument lights dimmer controls lighting to the copilot
barometric set panel.

System Interfaces
The ADC system interfaces with the Digital Automatic Flight Control System (DAFCS),
Electronic Flight Instrument System (EFIS), ADC accessory unit, and the Traffic Alert
And Collision Avoidance System (TCAS).

Digital Automatic Flight Control System (DAFCS)

The barometric set potentiometers output a barometric potentiometer correction signal
through the trim relay panel to the No. 1 and No. 2 flight control computers. The
barometric set potentiometers also output + and -10 VDC reference signals to the No.
1 flight control computer.

34-5
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

CPLT ADC
ACCESS
NO. 1
NO. 1 FLIGHT
DC PRI 2 28 VDC ALTITUDE GRAY-CODE NO. 1
AMP CONTROL COMPUTER
BUS
PLT ADC
ACCESS REFER TO DIGITAL AUTOMATIC
DC
FLIGHT CONTROL SYSTEM
ESS 2 28 VDC
AMP (DAFCS), 22-12-00
BUS WOW

AVIONICS SWITCHING
AIR DATA
COMPUTER 429 ADC INPUT UNIT

REFER TO AIR DATA COMPUTER

SYSTEM, 34-16-00
GEAR DOWN

LEFT RELAY PANEL

RADIO ALTIMETER
RECEIVER / RAD ALT 250 TRIP INPUT WARN OUT
TRANSMITTER

REFER TO RADIO ALTIMETER REFER TO AUDIBLE-VISUAL

SYSTEM, 34-18-00 WARNING SYSTEM, 31-52-00

TRANSPONDER
ALTITUDE GRAY-CODE NO. 1
CONTROLLER

ADC ACCESSORY
UNIT
REFER TO TRANSPONDER
SYSTEM, 34-51-00

S-76C+C++_AMM_34-17-00_CC3077

Figure 6
Air Data Accessory Unit System

R0
 AIR DATA ACCESSORY UNIT SYSTEM (34-17-00)
Overview
The air data Accessory Unit System (ADC accessory unit) converts altitude inputs into
usable data for the flight director and transponder systems. The ADC accessory unit,
A
located on the bottom of the upper shelf in the electronics compartment, contains
two signal converters that are independently run by pilot and copilot electrical power
supplies and data inputs with separate data outputs.

Operation
Power Distribution ADC
B
The copilot’s side of the ADC accessory unit is supplied 28 VDC from the No. 2 28VDC ACCESSORY UNIT

PRI bus through the CPLT ADC ACCESS circuit breaker on the upper circuit breaker
panel. The pilot’s side of the ADC accessory unit is supplied 28 VDC from the 28 VDC
ESS bus through the PLT ADC ACCESS circuit breaker on the lower circuit breaker
panel.
D
FW
ADC Accessory Unit
The ADC accessory unit receives ARINC 429 serialized altitude and airspeed data
from the pilot’s and copilot’s ADCs. The pilot’s ADC supplies the pilot’s side of the ADC
accessory unit, and the copilot’s ADC supplies the copilot’s side.

The pilot’s and copilot’s sides of the ADC accessory units each convert the serialized
altitude nputs into ten gray code output signals, which are sent to their respective
flight director computers. The pilot’s side of the ADC accessory unit additionally sends DETAIL A

the gray code signals to the transponder control panel. The transponder uses these AMPLIFIER ASSEMBLY-
signals to transmit altitude data to an interrogating ground station. TONE GENERATOR

The ADC accessory unit also interfaces with audio-visual warning system. The ADC
accessory unit uses the airspeed and altitude data received from the ADC to provide
a landing gear warning to the pilot and copilot via the LANDING GEAR UP PUSH
TO RESET capsule on the instrument panel and an intermittent tone from the tone
generator.

D
FW

DETAIL B
S-76C+C++_AMM_34-17-00_CC3059

Figure 7
Air Data Accessory Unit System

34-6
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

D
C

A
B
INSTRUMENT PANEL
DETAIL C

DH

25
20
RADIO ALTIMETER ANTENNA 15
10 RAD A T
5
DETAIL B 4 1
3 2

RADIO ALTIMETER PILOT RADIO

RECEIVER/TRANSMITTER ALTITUDE INDICATOR
DETAIL A DETAIL D
S-76C+C++_AMM_34-18-00_CC3044

Figure 8
Radio Altimeter System

R0
 RADIO ALTIMETER SYSTEM (34-18-00)

NOTES:
Overview
The ALT-55B radio altimeter system or the ALT-1000 radio altimeter system, as
applicable, is a high-resolution, short-pulse radio altitude system designed for
automatic continuous operation over wide variations of terrain,target reflectivity,
weather, and helicopter attitude.

The system consists of the following components:

–– A radio altimeter receiver/transmitter located in the transition section avionics shelf
–– A radio altitude indicator located on pilot’s side of the instrument panel
–– A receive antenna and a transmit antenna, both located on the underside of the
cabin

The radio altimeter indicator provides an absolute altitude display from 20 to

+2,500 ft. It also provides a red warning flag, an integral TEST button for confidence
testing, a knob for selecting a Decision Height (DH), and a DH warning annunciator
that activates if the landing gear is up when descending below the higher of the two
DH settings.

An audio tone also activates when the helicopter ascends through the DH setting on
the pilot radio altitude indicator. The radio altimeter system interfaces with the EFIS,
DDAFCS, and air data accessory unit system.

34-7
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

RAD ALT
DC ESS 2 TRIM RELAY
BUS AMP PANEL
28 VDC

SELF TEST
ADC PILOT
250 FEET AUTO TRIP ACCESSORY SYMBOL
UNIT GENERATOR

DH

RADIO
ALTIMETER DH COPILOT
XMIT RF OPTIONS RELAY
TRANSMIT RAD ALT TEST DH SYMBOL
PANEL DH
ANTENNA PILOT GENERATOR
SYMBOL
GENERATOR

REFER TO ELECTRONIC
FLIGHT INSTRUMENT
SYSTEM (EFIS), 34-60-00
RADIO COPILOT OPTIONS RELAY
ALTIMETER SYMBOL 12 / 28 VDC
RCV RF PANEL
RECEIVE GENERATOR
ANTENNA

PILOT FLIGHT
REFER TO ELECTRONIC INSTRUMENT
RADIO ALTIMETER FLIGHT INSTRUMENT INSTR LTG
LIGHTS
RECEIVER / TRANSMITTER SYSTEM (EFIS), 34-60-00 DIMMER

PILOT RADIO
28 VDC POWER ALTITUDE INDICATOR
28 VDC VALID
DC ANALOG

PILOT
SYMBOL ALT 55 SEL
GENERATOR
NO. 1 FLIGHT NO. 2 FLIGHT PILOT SYMBOL COPILOT SYMBOL
CONTROL CONTROL GENERATOR GENERATOR
COMPUTER COMPUTER

COPILOT
REFER TO DIGITAL REFER TO ELECTRONIC SYMBOL ALT 55 SEL
AUTOMATIC FLIGHT CONTROL FLIGHT INSTRUMENT GENERATOR
SYSTEM, (DAFCS), 22-12-00 SYSTEM (EFIS), 34-60-00

+22, -15 FLAG PWR REFER TO ELECTRONIC

FLIGHT INSTRUMENT
SYSTEM (EFIS), 34-60-00

S-76C+C++_AMM_34-18-00_CC3045

Figure 9
Radio Altimeter System

R0
 RADIO ALTIMETER SYSTEM (34-18-00) (CONTINUED)

NOTES:
Operation
The DC essential bus provides 28 VDC operating power to the radio altimeter receiver/
transmitter and trim relay panel through the RAD ALT circuit breaker on the lower
circuit breaker panel. The receiver/transmitter outputs 28 VDC operating power to
the altitude indicator. This same Voltage is routed to the options relay panel where
it is converted to 12/28 VDC and output to the radio altitude indicator for the DH
annunciation.

Pressing the TEST button on the altitude indicator provides a ground through the
trim relay panel to the receiver/transmitter and initiates the self-test. The receiver/
transmitter outputs RF signals to the radio altimeter transmit antenna and receives RF
from the radio altimeter receive antenna. Both antennas are located on the underside
of the helicopter beneath the cabin section. The receiver/transmitter also outputs DC
analog altitude signals to the radio altitude indicator for display and +22 VDC and +15
VDC to the altitude indicator for flag power and reference Voltages.

The pilot flight instrument lights dimmer on the center console dimming control panel
provides variable control of panel lighting to the pilot radio altitude indicator.

System Interfaces
The radio altimeter system interfaces with the following:
Electronic Flight Instrument System (EFIS)
The pilot and copilot symbol generators receive DC analog altitude signals and a
28 VDC valid signal from the receiver transmitter. The symbol generators output
decision height data to the options relay panel for routing to the altitude indicator. The
symbol generators also accept the test ground provided when the altitude indicator
TEST button is pressed.

Dual Digital Automatic Flight Control System (DDAFCS)

The No. 1 and No. 2 flight control computers receive DC analog altitude signals from
the receiver/transmitter. The No. 1 flight control computer also receives a 28 VDC valid
signal from the receiver/transmitter.

Air Data Accessory Unit System

The altitude indicator provides a ground signal to the air data accessory unit via the
options relay panel. The receiver/transmitter provides a 250 ft. altitude trip ground to
the ADC accessory unit.

34-8
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

Honeywell

TRB
A
B 50A RANGE

STB
RECEIVER/TRANSMITTER/ANTENNA

DETAIL B 40
RCT AZ

TGT 30 SCT
20
RCT
WX/T 10
1 2 3 4 T
GMAP + SBY LX
WX FP PULL
VAR GAIN TILT+ CLR
SBY TST OFF
TST
OFF
PULL BRT
MIN MAX ACT –

WEATHER RADAR INDICATOR

DETAIL C

INSTRUMENT PANEL

DETAIL A
S-76C+C++_AMM_34-19-00_CC3039

Figure 10
Weather Radar System

R0
 WEATHER RADAR SYSTEM (34-19-00)
Overview The RTA includes the following features:
The Primus 440 weather radar system is lightweight, high-power, X-band digital radar –– Stabilized antenna
designed for weather detection. The primary purpose of the system is to detect storms –– 12 inch antenna
along the flight path and give the pilots a visual indication of rainfall intensity. After –– Maximum scan angle of 120°
proper evaluation, the pilot can chart a course to avoid the detected storm areas.
–– Maximum display range of 200 nm (WX mode only)
The system performs the functions of weather detection; it should not be relied upon
for proximity warning or anti-collision protection. In weather detection mode, storm –– Rain echo attenuation compensation technique (REACT)
intensity levels are displayed in five levels as black, green, yellow, red, and magenta –– Transmitter power of 10 kW
in increasing order of intensity. The Table below summarizes the rainfall rates and the
The weather radar indicator contains a complete set of system operating controls
displayed colors with the system at the preset gain level.
and is used in systems without a separate controller. The indicator is mounted on the
Rainfall Rates and Displayed Colors instrument panel. Target inputs are displayed on a 5 inch, full-color, high-contrast CRT
together with range and mode alpha-numerics to facilitate evaluation of the displayed
In/hr Mm/hr Quantity Displayed Color data. Status information and system fault analysis information are also displayed. The
0 - .04 0-1 Little or No Rainfall Black (Background) indicator interfaces with other system components through serial data and control
.04 - .16 1-4 Moderate Rainfall Green buses.
.16 - .47 4 - 12 Less Severe Yellow The weather radar system interfaces with the EFIS and Attitude and Heading Reference
Rainfall System (AHRS).
.47 - 2 12 - 50 Heavy Rainfall Red
>2 >50 Very Heavy Magenta
Rainfall

If selected at installation, the antenna sweep position indicator appears as a yellow

band at the top of the display. Range marks and identifying numerics, displayed in
contrasting colors, are provided to facilitate evaluation of storm cells.

The primary components of the weather radar system are the receiver/transmitter/
antenna (RTA) and a dedicated weather radar indicator. The receiver/transmitter/
antenna (RTA) is an integrated unit that incorporates all circuitry required for
transmitting, receiving, signal processing, scan conversion, serial data processing,
and control interface to other systems components. The RTA also incorporates an
antenna positioning and control mechanism. The transmitter and receiver components
are mounted on the rear of the antenna. The remainder of the circuitry is contained
in the electronics package, which forms the RTA base. The base of the RTA also
includes an XMIT (transmitter) switch and a SCAN switch. The two-position XMIT
switch enables or disables the transmitter. The two-position SCAN switch enables or
disables the antenna scan feature. The RTA is designed for cantilever mounting on the
bottom of the nose section.

34-9
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

FAIL
STAB
OFF
(SEE NOTE)

RANGE CONTROL

Honeywell

TRB RANGE RING

MARKERS
50A RANGE (120-DEGREE
SCAN SHOWN)
STB AZIMUTH
SWITCH
REACT:
40
RCT
RCT RCT AZ
SWITCH

TGT 30 SCT
RANGE RING
20
RCT MARKERS
(120-DEGREE
WX/T 10 SCAN SHOWN)
1 2 3 4 T
GMAP + SBY LX
WX FP PULL MODE:
DISPLAY AREA VAR GAIN TILT+ CLR
SBY TST OFF STBY
TST FSBY COLOR BAR:
OFF
PULL BRT WAIT
MIN MAX ACT – TEST 1 2 3 4 WX CALIBRATED GAIN
WX
FLTPLN V A R ! WX VARIABLE GAIN

GAIN CONTROL TILT CONTROL

BRIGHTNESS CONTROL 1 2 3 GMAP CALIBRATED GAIN
FUNCTION SWITCH
V A R GMAP VARIABLE GAIN

1 2 3 4 T WX / T CALIBRATED GAIN

V A R ! WX / T VARIABLE GAIN

NOTE

MESSAGES ARE LISTED IN PRIORITY

ORDER.
S-76C+C++_AMM_34-19-00_CC313

Figure 11
Weather Radar Indicator

R0
 WEATHER RADAR SYSTEM (34-19-00) (CONTINUED)
Overview (Continued)
Weather Radar Indicator Controls and Indicators
Index Control/ Function
No. Indicator
1 AZ (Azimuth) Alternate-action switch that enables and disables the
Switch electronic azimuth marks. When enabled, azimuth marks
at 30 intervals are displayed. The azimuth marks are the
same color as the other alpha-numerics.
2 RCT (rain Alternate-action switch that enables and disables rain
echo echo attenuation compensation technique (REACT).
attenuation The REACT circuitry compensates for attenuation of the
compensation radar signal as it passes through rainfall. The cyancolored
technique) field indicates areas where further compensation is not
Switch possible Any target detected within the cyan field cannot be
calibrated and should be considered dangerous. All targets
in the cyan field are displayed as fourthlevel precipitation
and colored magenta. REACT is available in the WX mode
only. Selecting REACT forces the system to a preset gain.
When engaged, the white RCT legend is displayed in the
REACT field. REACT’s three main functions (attenuation
compensation, cyan field, and forcing targets to magenta)
are switched on and off with the RCT switch.
3 Function A rotary switch used to select the following functions:
Switch OFF
Turns off the radar system
SBY (Standby)
Places the radar system in standby, a ready state, with
the antenna scan stopped, the antenna stored in a tilt-up
position, the transmitter inhibited, and the display memory
erased. Standby is usually selected when the pilot wants to
keep power applied to the radar without transmitting. The
STBY indication, in white, is displayed in the mode field.
If SBY is selected before the initial RTA warm-up period
is complete (approximately 90 seconds), the white WAIT
indication is displayed in the mode field. When warm-up is
complete, the mode field indication changes to SBY.
22 23 24 25 31 33 34 39 45
WX
Selects the weather radar mode of operation. When
selected, the system is fully operational and all internal
parameters are set for weather detection. Alphanumerics
are white and WX is displayed in the mode field. If WX is
selected before initial warm-up period is over, the WAIT
legend is displayed in the mode field. In wait mode, the
transmitter and antenna scan feature are inhibited and the
memory is erased. After warm-up is complete, the system
automatically switches to WX mode.
FP (Flight Plan)
Puts radar system in flight plan mode. Clears screen of
radar data so ancillary information such as electronic
checklists, navigation displays, and electronic discharge
(lightning) data can be displayed. In the FP mode, the radar
RTA is put in standby, the alphanumerics are changed to
cyan (blue) and the FLTPLN (flight plan) legend is shown in
the mode field.
TST (Test)
Selects the radar test mode. A special test pattern is
displayed to verify system operation. The TEST legend is
displayed in the mode field.
FSBY (Forced Standby)
FSBY is an automatic, non-selectable radar mode. When
not airborne (weight is on the wheels), the RTA enters FSBY
mode. In FSBY mode, the transmitter and antenna scan
feature are inhibited to eliminate the X-band microwave
radiation hazard, and the forced standby legend is displayed
in the mode field. In FSBY mode, normal operation; can be
restored by pulling the tilt control out, pushing it in, pulling it
out, and pushing it in within three seconds.
4 Display Area Provides the weather radar display.
34-10
R0
 For Training Purposes Only S-76C+/C++

RADAR IND

DC ESS NON−FLIGHT
2 5V DIMMER DIMMER
BUS AMP
28 VDC
WEATHER
RADAR
INDICATOR
RADAR RTA
NO. 1 AVIONICS
DC PRI CENTER PICTURE, W.O.W.
7.5 LEFT CTRL BUS SWITCHING
BUS AMP UNIT
28 VDC (SEE DETAIL A)
REMOTE ON

RADAR RTA
NO. 1
DC PRI 5
BUS AMP
28 VDC
HELICOPTERS WITH EFIS
FILTER MOD
DETAIL A

RIGHT EFIS
ROLL / PITCH CTRL BUS PILOT SYMBOL
NO. 1 AHRS HS RIGHT EFIS GENERATOR
PICTURE BUS

REFER TO
ATTITUDE AND
HEADING REFERENCE WEATHER RADAR
SYSTEM, 34−25−00 RECEIVER /
TRANSMITTER / LEFT EFIS
ANTENNA CTRL BUS COPILOT SYMBOL
LEFT EFIS GENERATOR
PICTURE BUS

COPILOT
AIR DATA 429 AIR DATA
COMPUTER REFER TO ELECTRONIC
FLIGHT INSTRUMENT
SYSTEM (EFIS),
34−60−00
REFER TO AIR DATA
COMPUTER SYSTEM,
34−16−00

AIR / ALT / STAB CONFIG,

STAB TRIM, TEXT FAULTS

S-76C+C++_AMM_34-19-00_CC3038

Figure 12
Weather Radar System

R0
 WEATHER RADAR SYSTEM (34-19-00) (CONTINUED)
Overview (Continued)
Weather Radar Indicator Controls and Indicators
Index Control/ Function
No. Indicator
5 Gain Single-turn rotary knob and push/pull switch used to control
Control receiver gain. Push GAIN switch to enter the preset calibrated
gain mode. (Preset gain is the normal mode of operation
and is used for weather avoidance.) In calibrated gain, the
rotary portion of the GAIN control does not function. The
color bar legend is labeled 1, 2, 3, 4 in WX mode. To enter
the system into the variable gain mode, pull out on the GAIN
switch. In variable gain mode the VAR legend is displayed in
the color bar. Variable gain is useful for additional weather
analysis. In WX mode, variable gain can increase receiver
sensitivity over the calibrated level to show very weak
targets, or it can be reduced below the calibrated level to
eliminate weak returns. Extreme caution must be used when
reducing gain setting; hazardous targets may be eliminated
from the screen. Minimum gain is set with the control at full
counterclockwise position. Gain increases as the control is
rotated clockwise. Full clockwise rotation provides maximum
gain. In variable gain, the color bar legend contains the
variable gain (VAR) annunciation. Selecting RCT or TGT
(target) forces the system into calibrated gain.
6 Tilt Control Rotary control used to select the tilt angle of the antenna
beam in relation to the horizon. Clockwise rotation tilts
beam upward to a +15; Counterclockwise rotation tilts beam
downward to -15. To avoid flying under or over storms,
frequent use of tilt is recommended to scan both above
and below your flight level. Stabilization is normally on to
compensate for pitch and roll maneuvers. Pulling out the
tilt control turns off stabilization. When turned off, the STAB
OFF legend will appear on the display. This control is also
used to operate in hidden modes.
7 BRT Adjusts brightness of the display. Clockwise rotation
(Brightness) increases display brightness. Counterclockwise rotation
Control decreases display brightness.
22 23 24 25 31 33 34 39 45
8 RANGE The range controls are two momentary-contact buttons used
Controls to select the operating range of the radar. Range selections
are from 55 to 200 NM full scale. In FP mode, additional
ranges of 500 and 1,000 NM are available. The up arrow
button selects increasing ranges, and the down arrow button
selects decreasing ranges. Each of the five range rings on
the display has an associated marker that annunciates its
range.
Operation
The DC essential bus provides 28 VDC operating power to the weather radar indicator
through the RADAR IND circuit breaker on the lower circuit breaker panel. The No. 1
DC primary bus provides 28 VDC operating power to the weather radar RTA through
the RADAR RTA circuit breaker on the upper circuit breaker panel. A REMOTE ON
output signal from the weather radar indicator provides on/off control of the RTA. The
NON-FLIGHT dimmer on the center console dimming control panel provides variable
lighting control to the weatherradar indicator panel lights. The avionics-switching unit
routes a weight-on-wheels signal from the landing gear to the weather radar indicator.
The weight-on-wheels signal automatically places the weather radar system in
forced-standby (FSBY) mode when the helicopter is not airborne. In FSBY mode, the
transmitter and antenna scan feature are inhibited to eliminate the X-band microwave
radiation hazard.
The Serial Control Interface (SCI) between the RTA and indicator consists of a left and
center SCI bus. The left and center SCI buses are bi-directional, half-duplex buses
that receive data from and transmit data to the RTA. Image data is output from the RTA
to the indicator over the center picture bus. The left control bus routes control data to
and from the RTA and indicator. The indicator controls the SCI bus.
The weather radar system is a stand-alone system. While the indicator is the primary
display, the RTA also outputs control and image data to the pilot and copilot symbol
generators in the EFIS system. The two Electronic Horizontal Situation Indicators
(EHSIs) in the EFIS system repeat the data displayed on the dedicated weather radar
indicator. System control remains with the weather radar indicator. The SCI between
the RTA and EFIS system consists of a left, right EFIS control bus and a left, and
right EFIS picture bus. The left and right EFIS buses are unidirectional; they route
information in one directional only, from the RTA to the indicator. The left and right
EFIS buses are dedicated to the copilot and pilot EFISs respectively.
34-11
R0
 For Training Purposes Only S-76C+/C++

WEATHER RADAR SYSTEM (34-19-00) (CONTINUED)

Operation (Continued) System Interfaces
System Modes The weather radar system interfaces with the following:
The weather radar system can be operated in any one of five primary modes: OFF, Electronic Flight Instrument System (EFIS)
SBY (Standby), WX (Weather), FP (Flight Plan), and TST (Test). These primary modes The weather radar RTA outputs positive (P) and negative (N) serial control interface
control the basic operation of the system. In off mode the radar system is turned off. In signals and weather radar picture data to the pilot and copilot signal generators for use
standby mode the antenna scan stopped and stored in a tilt-up position, the transmitter by EFIS. The two Electronic Horizontal Situation Indicators (EHSIs) repeat the data
is inhibited, and the display memory is erased. Standby is usually selected when the displayed on the dedicated weather radar indicator. System control remains with the
pilot wants to keep power applied to the radar without transmitting. weather radar indicator.
In weather mode, the system is fully operational and all internal parameters are set Air Data Computer System
for weather detection. In flight plan mode, only navigational data entered through the
The copilot Air Data Computer provides ARINC 429 air data to the weather radar RTA
indicator UDI port is displayed. In test mode, a test pattern with text fault information
for stabilization purposes.
is displayed. The text fault information appears when a ground is provided at RTA
connector P620R, pin 95. (Otherwise, fault codes are displayed.) Fault text messages
Attitude and Heading Reference System (AHRS)
are provided to the pilot during flight and to maintenance personnel on the ground.
The No. 1 AHRS outputs pitch and roll signals to the weather radar RTA for the weather
Maintenance Text Fault Messages radar stabilization system. The purpose of the stabilization system is to hold the
elevation of the antenna beam relative to the earth’s surface constant at all azimuths,
CODE DESCRIPTION
regardless of helicopter pitch and roll. The stabilization system uses AHRS No. 1 as
PULL RTA The RTA has failed. Remove and replace. the reference source.
CHK RADOME/ Check to make sure radome is fitted properly and that the
RTA radar antenna clears the radome in all orientations. Check to Typically the RTA is factory adjusted for correct pitch and roll stabilization. However,
make sure antenna scans in azimuth direction and moves to adjustments are allowed when the RTA or vertical reference has been replaced, or
commanded elevation position. when stabilization problems are observed in flight.
CHK CNTL SCR Check the radar controller device and/or helicopter wiring
CHK ATT SCR Check attitude source (AHRS) and/or helicopter wiring.
CHK SPEED SRC Check for ARINC 429 airspeed data from ADC and/or
helicopter wiring.
CHK ALT SRC Check for ARINC 429 airspeed data from ADC and/or
helicopter wiring.
CHK STRAPS Check ADC and/or helicopter wiring.
CHK ADC Check ADC and/or helicopter wiring.
CHK SWITCH Check SCAN and XMIT switches located at the base of the
RTA and make sure they are set to ON.

R0
 ATTITUDE AND DIRECTION (34-20-00)

NOTES:
Overview
The attitude and direction systems include the compass system, the attitude indicating
system, the standby magnetic compass, the turn and slip indicator, the AHRS, and the
standby attitude indicator (STBY ATT) system.

The compass system combines the functions of a magnetic compass and directional
gyro resulting in a slaved gyro magnetic compass system, providing accurate and
reliable heading for navigation. The attitude indicating system uses the property of
rigidity in space provided by the rotating wheel of a vertical gyro to measure and
provide for the display of the helicopter’s attitude in its lateral and longitudinal axes,
pitch and roll respectively, with regard to an artificial horizon.

The standby magnetic compass and its associated compass correction card are used
if there is a malfunction in the helicopter’s slaved gyro magnetic compass system. The
turn and slip indicator is a part of the pilot attitude indicator, directly above the turn rate
pointer near the bottom edge of the attitude indicator.

The AHRS provides accurate attitude and heading information to the EFIS. The
standby attitude indicator (STBY ATT) system is a self-contained vertical gyroscope
and indicator used to provide emergency pitch and roll attitude indications during an
emergency power failure.

Flux Valve and Dual Remote Compensator

The flux valve is a magnetic azimuth detector that senses the direction of the horizontal
component of the earth’s magnetic field relative to the longitudinal axis of the helicopter.
The flux valve is in the tail cone, for a stable magnetic location. The dual remote
compensator is a separate compact box unit containing two identical compensating
circuits. The circuitry consists of a regulated DC power supply, adjustment pots,
current limiting resistors and DC blocking capacitors. The adjustment pots insert small
DC currents through the flux valve coils to cancel errors caused by aircraft magnetic
disturbances. The flux valve mounting flange has elongated holes, indexed within ±
10° of zero position to aid adjustment after installation, or to correct false reading. The
main sensing unit of the flux valve is gimbal-mounted and hung within a sealed bowl
filled with fluid to dampen the pendulum movement against vibration and physical
shock. The pendulum points to the center of the earth, thus maintaining the sensing
unit horizontally with the earth’s magnetic or isogonic lines of force. The flux valve
sensing unit lines up with and follows isogonic lines on the earth’s surface and corrects
the gyro correspondingly. The correct heading indication thus corresponds to the flight
isogonic charts and correction table.

34-12
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

P24

LOWER CIRCUIT
BREAKER PANEL
P209 / J209
B

NORTH−SOUTH COMPASS LIGHT EAST−WEST

ADJUSTING SCREW SWITCH ADJUSTING SCREW

CMPS ON

OFF
COMPASS

SWUNG BY
TO FLY STEER TO FLY STEER

N 180
15 195
30 210
45 225
60 240
75 255
N−S E−W
90 270
105 285
120 300
135 315
150 330 6 3 N 33 30
165 345

COMPASS CORRECTION
CARD
DETAIL B

STANDBY COMPASS
DETAIL A
S-76C+C++_AMM_34-23-00_CB0640

Figure 13
Standby Compass System

R0
 STANDBY COMPASS SYSTEM (34-23-00) TURN AND SLIP INDICATORS (34-24-00)
Overview Overview
A standby magnetic compass and its associated compass correction card are used if The turn and slip indicator is a part of the pilot attitude indicator, directly above the turn
there is a malfunction in the helicopter’s slaved gyro magnetic compass system. rate pointer near the bottom edge of the attitude indicator. The turn and slip indicator
consists of a liquid-filled tube (inclinometer). The liquid provides damping for a highly
Components polished white sphere within the tube. At least two-thirds of the ball is visible at either
Standby Compass end of the tube.
The standby compass is a direct reading magnetic compass for use as standby/
emergency compass system. It consists of a magnetic compass in a non-ferrous metal

NOTES:
bowl filled with dampening fluid. Attached is a compass card marked in 5° increments
through 360 . To correct for magnetic variations, a permanent magnetic compensator
is attached. A compass correction card provides the compensated heading readings
for every 15 through 360 . The compass is lit by lamps; provided in a light case
mounted on the compass frame and turned on when the CMPS switch is set to ON.

Compass Light Switch

The compass (CMPS) light switch controls 28 VDC power to the standby compass
lights. The switch is mounted above the compass in a bracket attached to the
windshield center post.

Operation
The direct reading magnetic compass is for standby/emergency use only. It consists
of a non-ferrous metal bowl filled with a dampening fluid and a compass card marked
in 5-degree units. A permanent magnet compensator is attached to the compass to
correct for the effect of magnetic fields created by local operating electrical equipment,
and for differing variations based upon the geographical area of operation. A compass
correction card is mounted on either side of the windshield center post. The standby
compass light is part of the standby compass indicator and is controlled by the CMPS
light switch mounted on the standby compass support structure. Power for the light is
supplied by the DC ESNTL bus through the COCKPIT secondary lights, LIGHTS SEC
circuit breaker.

34-13
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

OVERHEAD CIRCUIT
BREAKER PANEL
P1040 / J1040
P1041 / J1041

C
NO. 1 AND NO. 2 ATTITUDE HEADING
REFERENCE UNIT (AHRU)
B DETAIL A

A
AHRS FAIL
ANNUNCIATOR
COPILOT PILOT
EADI EADI

UPPER CIRCUIT HONEYWELL HONEYWELL

BREAKER PANEL 67 HDG IAB

67 HDG IAB

P207 / J207 ALT ALTP 4 ALT ALTP 4

120 120 20
20 3 3

P208 / J208 100 C 10 ATT1 2 100 C 10 ATT1

BG1
2

BG1
87

COPILOT
87 4180

PILOT
4180

LOWER CIRCUIT
A A
D D 1
1 AHRS
C 10
C 10

EHSI
I

BREAKER PANEL EHSI

I 1 2
80 4000
80 4000
20 20
0

P209 / J209
0
DH 100 DH 100 140 28.52
140 28.52

P210 / J210
HONEYWELL
HONEYWELL

MAG2 HGS
MAG2 HGS FMS ATT
FMS ATT 63.9 HDG 000
63.9 HDG 000
DRK N 3
DRK N 3 33 3
33 3 2
2 AFF 1
AFF

30
1

6
30
F

6
F M

E
M 280

E
S
S 280
I

12
24
TX 1
I

12
24
TX 1 2
V V 21 15
V V 21 15 2 S 3
S 3 63.9 GSPD
63.9 GSPD 10 25 B3
10 DRK
DRK 25 B3

COMPASS CONTROL
FREE FREE
MAN SYN SYN MAN
AHRS

AHRS
AHRS

+ O + O TEST TEST
AHRS
SLAVE SLAVE TEST TEST
NO. 1 NO. 2 SWITCH SWITCH

COMPASS CONTROL PANEL

DETAIL C

PILOT AND COPILOT

FLUX VALVE INSTRUMENT PANEL
DETAIL D DETAIL B
S-76C+C++_AMM_34-25-00_CC3149

Figure 14
Attitude and Heading Reference System (AHRS)

R0
 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) (34-25-00)

NOTES:
Overview
The Attitude and Heading Reference System (AHRS) provides accurate attitude and
heading information to the EFIS. The AHRS provides attitude information to the EADIs
from the three rate gyros contained within each AHRU. Heading information is provided
to the EHSIs either by being slaved to the earth’s magnetic field when operating in the
SLAVED mode, or referenced to a stabilized magnetic gyro compass heading when
operating in the FREE mode. The AHRS consists of: No. 1 and No. 2 AHRU, located
in the nose compartment; a MSU CalProm, located on each AHRU; a compass control
panel, located in the lower console; and a magnetic sensor unit (flux valve), located in
tail section. The AHRS interfaces with the EFIS, and the DDAFCS.

Operation
Electrical power of 28 VDC for the No. 1 AHRU is supplied by the No. 2 DC PRI BUS
through the AHRS PRI No. 1 circuit breaker, and by the No. 1 DC PRI BUS through the
AHRS AUX No. 1 circuit breaker, and by the DC ESNTL BUS through the No. 1 AHRS
WARN circuit breaker (For some helicopters, the No. 1 AHRS WARN circuit breaker is
on the No. 1 DC PRI BUS). From the AHRS PRI No. 1 circuit breaker, the 28 VDC is
routed to the No. 1 AHRU’s primary power supply. The No. 1 AHRU then supplies 24
VDC to the cooling fan on the No. 1 AHRU mount and to the compass control panel.
Power for the No. 1 AHRU has a backup source if the No. 2 DC PRI BUS experiences
a malfunction. Alternate 28 VDC is supplied from the AHRS AUX No. 1 circuit breaker
and is routed to the No. 1 AHRU’s auxiliary power supply. Where upon loss of primary
system power the auxiliary power supply switches in and supplies power to the No. 1
AHRU and associated components. The 28 VDC from the No. 1 AHRS WARN circuit
breaker is routed to the No. 1 AHRU warning discrete circuitry to drive ATT, HDG, and
T/R warning indications on the pilot’s and copilot’s EADI and EHSI indicators.

34-14
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

AHRS AUX 24 VDC

28 VDC NO. 1
NO. 1
DC PRI 5 28 VDC SLEW LT
BUS AMP
AHRS PRI SLEW RT
28 VDC NO. 1
NO. 2
DC PRI 5 28 VDC DG MODE
BUS AMP

TURN RATE SEL

UPPER CIRCUIT BREAKER PANEL
COMPASS CONTROL
PANEL
NO. 1
28 VDC AHRS WARN
DC
ESNTL 1 28 VDC
BUS AMP
(SEE NOTE 1)
AHRS TEST (GND)
LOWER CIRCUIT BREAKER PANEL

NO. 1
AHRS HDG

NO. 1 AHRS TEST

1 26 VAC
AMP SWITCH
NO. 1
26 VAC NO. 1 MOUNTING RACK
BUS AHRS ATT COOLING FAN

26 VAC
1 26 VAC FLUX VALVE EXCITATION
AMP

FLUX VALVE A
OVERHEAD CIRCUIT BREAKER PANEL
FLUX VALVE B

DUAL DIGITAL PITCH FLUX VALVE C

AUTOMATIC
FLIGHT CONTROL ROLL
SYSTEM
(DDAFCS) HEADING COPILOT FLUX VALVE

AHRS ALERT NO. 1 ATT / HDG HI

COPILOT EFIS
SYMBOL GENERATOR
NO. 1 ATT / HDG LO
REMOTE DATA
NOTES ACQUISITION
NO. 2 ATT / HDG HI
UNIT (RDAU) PILOT EFIS
1. FOR SOME HELICOPTERS, NO. 1 AHRS AHRS WRN SYMBOL GENERATOR
(SEE NOTE 2)
WARN CIRCUIT BREAKER IS SUPPLIED DG MODE ANNUNCIATOR NO. 2 ATT / HDG LO
BY THE NO. 1 DC PRIMARY BUS.
WOW
2. FOR HELICOPTERS CONFIGURED
WITHOUT RDAU, AHRS 1 CAUTION EFIS SYSTEM
LIGHT IS ON INSTRUMENT PANEL. AVIONICS NO. 1 AHRU
SWITCHING UNIT
S-76C+C++_AMM_34-25-00_CC3150_1

Figure 15
No. 1 Attitude and Heading Reference System (AHRS)

R0
 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) (34-25-00)
(CONTINUED) The indicator display contains a fixed bar representing the helicopter, a moving sphere
Operation (Continued) with a distinct white horizon line dividing the two colors, blue above and brown below,
a fixed roll scale with white movable index on the top of the moving sphere, and a
Electrical power of 28 VDC for the No. 2 AHRU is supplied by the DC ESNTL BUS
pitch reference scale. The relative position of the fixed bar (helicopter) and the horizon
through the No. 2 AHRS PRI and No. 2 AHRS WARN circuit breakers, and by the No.
line indicates the helicopter’s attitude referenced to the earth’s horizon. Pitch and roll
2 PRI DC BUS through the AHRS AUX No. 2 circuit breaker. From the No. 2 AHRS
displacement signals from the level sensors causes the indicator sphere to move. The
PRI circuit breaker, the 28 VDC is routed to the No. 2 AHRU’s primary power supply.
amount of pitch is shown on the indicator by the position of the fixed bar relative to the
The No. 2 AHRU then supplies 24 VDC to the cooling fan on the No. 2 AHRU mount
pitch reference scale on the sphere. The position of the fixed bar, relative to the sphere
and to the compass control panel. Power for the No. 2 AHRU has a backup source if
horizon line, indicates the direction of pitch. The bar above the horizon line indicates
the DC ESNTL BUS experiences a malfunction. Alternate 28 VDC is supplied from the
climb, and the bar below the horizon line indicates dive.
AHRS AUX No. 2 circuit breaker and is routed to the No. 2 AHRU’s auxiliary power
supply. Where upon loss of primary system power the auxiliary power supply switches
The amount of roll is shown by the position of the roll index on the sphere relative to
in and supplies power to the No. 2 AHRU and associated components. The 28 VDC
the roll angle scale. The right or left movement of the roll index indicates the direction
from the No. 2 AHRS WARN circuit breaker is routed to the No. 2 AHRU warning
of roll. If an attitude source failure occurs in one AHRU, an attitude warning discrete
discrete circuitry to drive ATT, HDG, and T/R warning indications on the pilot’s and
signal is applied through the EFIS symbol generator to the EADI. This signal causes
copilot’s EADI and EHSI indicators.
the pitch scale and roll index to be removed, the sphere to change entirely blue, and
a red ATT annunciator (warning flag) to be displayed in the middle of the sphere. With
Electrical power of 26 VAC for the No. 1 AHRU is supplied by the No. 1 26 VAC BUS
the compass control panel SLAVE-FREE switches set to SLAVE, the gyro is slaved
and is routed through the No. 1 AHRS HDG and No. 1 AHRS ATT circuit breakers
to the earth’s magnetic field to provide accurate heading information to the pilot’s and
located on the overhead circuit breaker panel. The 26 VAC from the No. 1 AHRS HDG
copilot’s EHSI indicators.
and No. 1 AHRS ATT circuit breakers are routed to the No. 1 AHRU’s vertical gyro,
stabilized magnetic compass gyro and the three rate gyros for excitation. Electrical
The compass synchronization (SYNC) indicator on the EHSI, provides a visual
power of 26 VAC for the No. 2 AHRU is supplied by the No. 2 26 VAC BUS and is
indication when the AHRS is synchronized (electrically and mechanically aligned).
routed through the No. 2 AHRS HDG and No. 2 AHRS ATT circuit breakers located on
If the SYNC indicator initially reads off-center, setting the MAN/SYN +/v switches on
the overhead circuit breaker panel. The 26 VAC from the No. 2 AHRS HDG and No.
the compass control panel in the direction indicated will center the SYNC indicator,
2 AHRS ATT circuit breakers are routed to the No. 2 AHRU’s vertical gyro, stabilized
indicating AHRS synchronization. The magnetic sensor unit senses the direction of the
magnetic compass gyro and the three rate gyros for excitation. Helicopter pitch and
earth’s magnetic field and produces a heading signal that is applied to the stabilized
roll attitudes are sensed by the vertical gyro, and by the three rate gyros inside each
magnetic compass gyro inside each AHRU. This gyro is linked to a heading synchro,
AHRU. The gyros apply the pitch and roll rate attitude signals from each AHRU through
and the resultant rotation with respect to the gyro case creates a heading and slaving
the EFIS symol generators and out to the pilot’s and copilot’s EADI indicators for
differential (reference heading) signal. This signal is applied to the pilot’s and copilot’s
visual display. The gyro assembly consists of three laser optic gyros and level sensors
EFIS symbol generators. The generators apply he heading and slaving differential
that sense any changes in helicopter pitch and roll attitude with respect to the earth.
signals to the pilot’s and copilot’s EHSIs to reposition the compass cards to the correct
These changes in the helicopter’s attitude causes a change in the level sensors output
magnetic heading. Deviation that may be caused by unwanted magnetic fields is
displacement signal amplitude, which is proportional to the change in the helicopters
compensated for by the MSU CalProm. When the position of the EHSI compass card
pitch or roll attitude.
is in disagreement with the helicopter’s magnetic heading, the slew synchro applies a
slaving error signal to each AHRU. Each AHRU then provides a new slaving signal in
Each AHRU’s level sensors output displacement signals are also applied to the
response to the compass card displacement. This output signal is then applied to the
DDAFCS. Helicopters pitch and roll attitudes are visually displayed on the pilot’s and
EHSI +/- indicator to indicate the amount of AHRS misalignment (non-synchronization).
copilot’s EADI.

34-15
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

AHRS AUX 24 VDC

28 VDC NO. 2
NO. 2
PRI DC 5 28 VDC SLEW LT
BUS AMP

SLEW RT

UPPER CIRCUIT BREAKER PANEL DG MODE

TURN RATE SEL

NO. 2
AHRS PRI COMPASS CONTROL
PANEL
28 VDC 5 28 VDC
AMP
DC
ESNTL NO. 2
BUS AHRS WARN

1 28 VDC
AMP
AHRS TEST (GND)
LOWER CIRCUIT BREAKER PANEL

NO. 2
AHRS HDG

NO. 2 AHRS TEST

26 VAC 1 26 VAC
AMP SWITCH
NO. 2 MOUNTING RACK
26 VAC NO. 2
AHRS ATT COOLING FAN
BUS

1 26 VAC FLUX VALVE EXCITATION

AMP

FLUX VALVE A
OVERHEAD CIRCUIT BREAKER PANEL
FLUX VALVE B

DUAL DIGITAL PITCH FLUX VALVE C

AUTOMATIC
FLIGHT CONTROL ROLL
SYSTEM
(DDAFCS) HEADING PILOT FLUX VALVE

AHRS ALERT NO. 1 ATT / HDG HI

COPILOT EFIS
SYMBOL GENERATOR
NO. 1 ATT / HDG LO
REMOTE DATA
ACQUISITION
NO. 2 ATT / HDG HI
UNIT (RDAU) PILOT EFIS
(SEE NOTE) AHRS WRN SYMBOL GENERATOR
NOTE DG MODE ANNUNCIATOR NO. 2 ATT / HDG LO
WOW
FOR HELICOPTERS CONFIGURED
WITHOUT RDAU, AHRS 2 CAUTION EFIS SYSTEM
LIGHT IS ON INSTRUMENT PANEL. AVIONICS NO. 2 AHRU
SWITCHING UNIT
S-76C+C++_AMM_34-25-00_CC3150_2

Figure 16
No. 2 Attitude and Heading Reference System (AHRS)

R0
 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) (34-25-00)

NOTES:
(CONTINUED)
Operation (Continued)
With the control panel SLAVE-FREE switches placed to FREE, the AHRS slaving
circuits are e-energized. Free drift of the stabilized magnetic compass gyro outer
gimbal, as a result of changes in helicopter heading, creates a heading synchro signal
as in the SLAVE mode. The heading synchro signal is then applied to the EFIS symbol
generators. This signal is then sent to the pilot’s and copilot’s EHSI to reposition the
compass cards to the new heading. Since rotation of the earth creates an apparent drift
in the differential signal from the heading synchro, drift cancellation is done manually
by setting the MAN/SYN +/v switch in the direction required to bring compass card
back to the correct magnetic heading. If a heading source failure occurs, the heading
warning discrete signal is applied through the EFIS symbol generator to the EHSI.
This causes the HDG warning flag to be illuminated, the bearing warning flag, bearing
pointers, course select pointer, course deviation pointer, and course scales to be
removed.

34-16
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

B
40 40

A 30 30

20 20

10 10

STANDBY ATTITUDE INDICATOR

DETAIL D

MOUNTING BRACKET
DETAIL A

D E

SBY ATT 9006

BAT TEST
OFF ON ALRM OFF

40 40

30 30

20 20

10 10

SBY ATT GOOD

BAT TEST
OFF ON ALRM OFF

ALTERNATE MOMENTARY
ACTION ACTION
SWITCH SWITCH

EMERGENCY BATTERY
DETAIL E
INSTRUMENT PANEL DETAIL B SONALERT
DETAIL F
DETAIL C S-76C+C++_AMM_34-26-00_CC3065

Figure 17
Standby Attitude Indicator System

R0
 STANDBY ATTITUDE INDICATOR SYSTEM (34-26-00)

NOTES:
Overview
The standby attitude indicator (STBY ATT) system is a self-contained vertical
gyroscope and indicator used to provide emergency pitch and roll attitude indications
during an emergency power failure. The STBY ATT system consists of a standby
Attitude Director Indicator (ADI), located at the center of the instrument panel; an
emergency power supply, located in the nose compartment; an emergency power
switch (SBY ATT switch), located at the center of the instrument panel; a battery test
switch (BAT TEST switch), located at the center of the instrument panel; a sonalert
warning alarm, located behind the instrument panel; and TB1, located on the back of
the emergency battery rack. TB1 consists of a transistor, a resistor, a relay (K1), and
a diode for emergency backup switching.

Operation
Normal Power Distribution
The STBY ATT system is supplied 28 VDC during normal helicopter operation from
the No. 2 DC PRI bus the STBY ATT circuit breaker on the upper circuit breaker
panel. The 28 VDC is routed through the STBY ATT circuit breaker on the back of the
emergency power supply rack to the SBY ATT switch. Activating the standby attitude
system using the SBY switch allows power to flow through relay K1 through the BAT
TEST switch and on to the ADI. The 28 VDC is also routed through to the emergency
battery power supply to provide a steady charge on the battery.

34-17
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

STBY ATT
NO. 1
DC PRI 15 28 VDC 5V LTG
BUS AMP

28 VDC
0−5 VDC
STANDBY ATTITUDE
INDICATOR

PILOT FLIGHT
INSTRUMENT
LIGHTS DIMMER

5 / 2.7 VDC

24 VDC

PILOT ANNUNCIATOR 5V OUT 5 / 2.7 VDC

DIMMING
24 VDC BAT PWR

MOUNTING RACK

AVIONICS SWITCHING
UNIT

GND OUT WHEN GOOD

TEST PWR

EMERGENCY
BATTERY
24V INV PWR IN

EMER BAT PWR

MOMENTARY ACTION
SONALERT SWITCH
S-76C+C++_AMM_34-26-00_CC3080

Figure 18
Standby Attitude Indicator System

R0
 STANDBY ATTITUDE INDICATOR SYSTEM (34-26-00) (CONTINUED) LANDING AND TAXIING AIDS (34-30-00)
Operation (Continued) Overview
Emergency Power Distribution Landing and taxiing aids include the dual navigation receiver system. The dual
Power for the standby attitude indicating system has a backup source. If the No. 2 navigation receiver system receives VHF Omni Range (VOR), Localizer (LOC),
DC PRI BUS experiences a failure, backup 28 VDC power is supplied to the standby glideslope, and marker beacon signals to provide the pilot and copilot with visual and
ADI from the emergency battery when the SBY ATT switch is activated. This backup aural VOR/Instrument Landing System (ILS) information.
Voltage is routed through relay K1 to the BAT TEST switch and on to the ADI as in
normal operation, and from relay K1 to the warning alarm. Emergency power is also


NOTES:
routed from relay K1 to the BAT TEST switch and on to the inverter circuitry of the
emergency battery power supply to create a 5 VDC source for backup lighting of the
ADI, BAT TEST switch, and SBY ATT switch.

Attitude Indications
Helicopter pitch and roll attitudes, referenced to a level attitude, are sensed by the
vertical gyroscope contained inside the ADI. The gyroscope consists of a gyro rotor
mounted on a pitch gimbal, which in turn, is mounted on a roll gimbal. A change in
helicopter pitch attitude, with respect to the earth, creates a relative change in the pitch
gimbal causing the vertical gyro’s position to change. This change in the vertical gyro
position causes a change in the ADI’s display in pitch. Similarly, a change in helicopter
roll attitude, with respect to the earth, creates a relative change in the roll gimbal
causing the vertical gyro’s position to change. This change in the vertical gyro position
causes a change in the ADI’s display in roll. Helicopter pitch and roll attitudes displays
are achieved by a mechanical coupling between the display sphere and the vertical
gyroscope. The indicator dial face contains a fixed bar representing the helicopter, a
moving sphere with a distinct white horizon line dividing the two colors, blue above
and black below, a fixed bank angle scale, and a bank index on the moving sphere.
The relative position of the fixed bar (helicopter) and the horizon line indicates the
helicopter’s attitude referenced to the earth’s horizon. Pitch and roll displacement from
the vertical gyro causes the indicator sphere to move. The amount of pitch is shown
on the indicator by the position of the fixed bar relative to the pitch reference scale on
the sphere. The position of the fixed bar, relative to the sphere horizon line, indicates
the direction of pitch. The bar above the horizon line indicates climb, and the bar below
the horizon line indicates dive. The amount of roll is shown by the position of the bank
index on the sphere relative to the bank angle scale.

The left or right movement of the bank index indicates the direction of roll.

34-18
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

D COLLINS

XFR
113.00
MEM
111.00
MEM
NAV
STO
ON HLD
C OFF TEST
B ACT
V

A
NAV CONTROLLER
DETAIL B

DIPLEXER

MARKER BEACON ANTENNA

DETAIL C

NAVIGATION RECEIVER
DETAIL A
S-76C+C++_AMM_34-31-00_CC3073_1

Figure 19
Dual Navigation Receiver System

R0
 DUAL NAVIGATION RECEIVER SYSTEM (34-31-00)
Overview
The dual navigation receiver system consists of two systems: a No. 1 (copilot) and
a No. 2 (pilot) navigation receiver system. Each system receives VHF omnirange
(VOR), localizer (LOC), glideslope, and marker beacon signals to provide the pilot and
copilot with visual and aural VOR/Instrument Landing System (ILS) information. Visual
information permits VOR bearing, course deviation, to/from glideslope, and marker
beacon indications. Aural information permits voice and code identification of VOR/
LOC and marker beacon signals. The dual navigation receiver system consists of:
a No. 1 VIR-32 receiver in the lower left nose; a No. 2 VIR-32 receiver in the lower
right nose; two CTL-32 navigation (NAV) controllers (No. 1 and No. 2) on the lower
console; a marker beacon diplexer, a VOR diplexer, and a glideslope diplexer all in
the right nose; a shared marker beacon antenna (MB antenna) on the underside of
the fuselage center section; a shared glideslope antenna (GS antenna) on the lower
fairing ; and two shared VOR/LOC antennas on the left and right sides of the fuselage
tail cone. The VIR-32 receiver contains three separate receiver sections which receive
and process navigation signals within their respective frequency ranges. The VOR/
LOC receiver section receives 160 VOR channels in the frequency range of 108.00 to
117.95 MHz, spaced at 50 kHz intervals, and 40 localizer channels in the frequency
range of 108.10 to 111.95 MHz, spaced at 50 kHz intervals. The glideslope receiver
section receives 40 channels in the frequency range of 329.15 to 335.00 MHz, spaced
at 150 kHz intervals. ILS operation is selected by tuning the NAV controller to the
odd tenth-MHz frequencies between 108.00 and 112.00 MHz. These frequencies
are those where the decimal value in the tenth MHz position is an odd number. For
example: 108.10, 108.15, 108.30, 108.35, 108.50, 108.55, etc. When the VOR/LOC
receiver section is tuned to the selected frequency, the glideslope receiver section is
automatically tuned to a corresponding glideslope frequency. When VOR channels
are selected, the glideslope receiver is disabled. The marker beacon receiver section
is a 75 MHz fixed-frequency receiver for tone-modulated marker beacon signals.
Sensitivity of the marker beacon receiver is controlled by the MB SENS switch on
the ICS control panel. A self-test feature, activated by the TEST switch on the NAV
controller,permits a functional check of the VOR and of the marker beacon lamp
circuits. All visual navigation signals are applied to the copilot’s EFIS for display on the
copilot’s EHSI and EADI. The marker beacon and VOR/LOC audio signals are applied
to the ICS.
22 23 24 25 31 33 34 39 45
Operation


NOTE: In the following discussion, only the operation of the No. 1 system is
discussed since the operation of the No. 2 system is the same.
Power Distribution
The No. 1 VIR-32 receiver and No. 1 NAV controller are supplied 28 VDC from the PRI
No. 1 RADIO MSTR bus through the No. 1 VOR circuit breaker on the upper circuit
breaker panel. The No. 2 receiver and No. 2 NAV controller are supplied 28 VDC from
the DC ESS bus through the No. 2 VOR circuit breaker on the lower circuit breaker
panel.
VOR
The navigation receiver is turned on by placing the NAV controller OFF/ON/HLD switch
ON. The receiver is placed in the VOR mode by selecting a local VOR frequency in the
range of 108.00 to 117.95 MHz (except the odd tenth-MHz between 108.00 and 112.00
MHz, which are for localizer operation only). The VOR RF signal is received by the left
and right VOR/LOC antennas and applied through the VOR diplexer to the VOR/LOC
receiver section. The VOR RF signal is made up of a carrier frequency that is amplitude
modulated by a 9960 Hz subcarrier. The 9,960 Hz subcarrier is frequency-modulated
by a 30 Hz reference phase signal. Within the receiver, the RF signal is amplified
and detected, producing an audio signal and a navigation signal made up of the 30
Hz reference signal, the modulated 9960 Hz subcarrier, and a 30 Hz variable phase
signal. The VOR audio signal is routed to the ICS. The composite VOR navigation
signal is applied to a circuit in the VOR/LOC receiver section that removes the 30
Hz reference signal from the 9960 Hz subcarrier. The 30 Hz reference signal and the
30 Hz variable phase signal are rectified. The bearing signal is applied to the pilot’s
EFIS that in turn applies it to the copilot’s EFIS. When selected, the bearing signal
drives the VOR bearing pointer on the pilot’s and/or copilot’s EHSI to indicate relative
VOR station bearing with respect to true north reference. The desired VOR radial is
selected with the EFIS course/heading control panel COURSE 1 knob, providing a
signal to the copilot’s EFIS. The EFIS compares the VOR bearing input to the selected
VOR radial and generates a deviation signal that is displayed by the course deviation
bar on the copilot’s EHSI. Movement of the bar indicates the direction the helicopter
must fly to reach a selected VOR radial. Once the radial is reached, the pilot centers
the bar and follows that course to the VOR station. When the received VOR signal
strength is weak or erratic, the NAV warning flag is displayed on the copilot’s EHSI.
34-19
R0
 For Training Purposes Only S-76C+/C++

28 VDC NO. 1 VOR

PRI NO. 2 3 28 VDC
RADIO AMP
MSTR BUS

GLIDESCOPE 0-5V DIM

GLIDESCOPE GLIDESCOPE LOWER CONSOLE

ANTENNA DIPLEXER DIMMER
SER DATA OUTPUT

MKR BCN

MARKER BEACON MARKER BEACON

ANTENNA DIPLEXER COPILOT SYMBOL
GENERATOR
SER CNTRL OUTPUT
VOR / LOC

ANTENNA COUPLER VOR DIPLEXER

NO. 2 NAV CONTROLLER

SER CNTRL INPUT

VOR / LOC AUDIO

RH SIDE VOR ANTENNA MB HI LO SENS IN

MB AUDIO MB AUDIO

NO. 1 NAVIGATION NO. 1 NAV

RECEIVER CONTROLLER

LH SIDE VOR ANTENNA

COPILOT PILOT
AUDIO AUDIO
CONTROLLER
CONTROLLER

REFER TO INTERCOMMUNICATION
SYSTEM (ICS), 23-51-00

S-76C+C++_AMM_34-31-00_CC3074_1

Figure 20
No. 1 Navigation Receiver System

R0
 DUAL NAVIGATION RECEIVER SYSTEM (34-31-00) (CONTINUED)
Operation (Continued) unequal, the output will be either positive or negative by an amount proportional to the
Localizer glideslope deviation. The glideslope deviation and GS warning signals are applied to
the copilot’s EFIS for display on the copilot’s EHSI and EADI.
The navigation receiver is placed in the localizer mode by selecting a localizer
frequency in the range of 108.00 to 112.00 MHz (odd tenth-MHz only). The NAV VOL
Marker Beacon
control, on the NAV controller, is used to vary the VOR/LOC audio gain. The localizer
Marker beacon RF signals are received by the marker beacon antenna and applied
RF signal is received by the left and right VOR/LOC antennas and applied through the
through the marker beacon diplexer to the marker beacon receiver section. The
VOR diplexer to the VOR/LOC receiver section. The localizer RF signal is made up
marker beacon RF signal is a 75 MHz carrier amplitude-modulated with a 400 Hz
of a carrier frequency containing 90 and 150 Hz signals. The RF signal is amplified
(outer marker), 1,300 Hz (middle marker) or 3,000 Hz (inner marker) tone. The signal
and detected, producing an audio signal and a composite localizer signal. The
is amplified and detected to produce an audio signal consisting of 400 Hz, 1,300 Hz,
localizer audio is routed to the ICS. The composite signal is applied to two bandpass
and 3,000 Hz tones. The signal is applied to an audio amplifier and a lamp driver
filters: one that separates out the 90 Hz signal and one that separates out the
circuit. From the audio amplifier, the signal is routed to the ICS. The lamp driver circuit
150 Hz signal. The bandpass filter outputs are amplified and applied to a summing
provides 400 Hz, 1,300 Hz, and 3,000 Hz lamp return outputs to the copilot’s EFIS for
network and a difference network. The summing network develops the LOC flag output
display on the copilot’s EADI.
that indicates whether the received signal strength is weak or erratic. The difference
network, by comparing the 90 and 150 Hz signal strengths, develops an output that
Self-Test
indicates whether the helicopter is on the localizer course, or to the left or right of it
and by how much. When the signal strengths are equal, the difference network output A self-test routine is initiated by pressing the TEST button on the NAV controller.
is zero which indicates that the helicopter is on the localizer course. If the signals are During self-test, the brightness of the upper and lower displays on the NAV controller
unequal the output will be either positive or negative by an amount proportional to the alternates between minimum and maximum to indicate that self-test is in progress.
localizer course deviation. The course deviation and LOC warning signals are applied For the first 2 or 3 seconds after initiating self-test, a 2 digit code may be displayed in
to the copilot’s EFIS for display on the copilot’s EHSI. the lower window. This code represents the conditions existing immediately before the
TEST button was pressed.
Glideslope
About 15 seconds after the TEST button is pressed, self-test is complete. If no out-
Glideslope is activated, along with localizer, when a localizer frequency is select. This
of-tolerance conditions are detected, the NAV controller displays the normal active
combined glideslope and localizer function constitutes ILS operation. Depending upon
and preset frequencies in the upper and lower windows respectively. If an out-of-
the localizer frequency setting from among the 40 channels in the range of 108.00
tolerance condition is detected, either the word “dIAG” or “FLAG” is displayed in the
to 112.00 MHz (odd tenth-MHz only), the glideslope receiver is automatically tuned
upper window and a 2 digit code is displayed in the lower window. The word ”dIAG”
to one of the 40 glideslope channels in the range of 329.15 to 335.00 MHz. The
indicates that a failure has been detected. The word “FLAG” indicates that something
glideslope RF signal is received by the glideslope antenna and applied through the
is abnormal but a failure has not occurred.
glide slope diplexer to the glideslope receiver section. The glideslope signal is made
up of a carrier frequency containing 90 and 150 Hz signals. The RF signal is amplified,
detected and applied to two bandpass filters. One filter separates out 90 Hz and the
other 150 Hz. The bandpass filter outputs are amplified and applied to a summing
network and a difference network. The summing network develops the GS flag output
that indicates whether the received signal strength is weak or erratic. The difference
network, by comparing the 90 and 150 Hz signal strengths, develops an output that
indicates whether the helicopter is on the correct glideslope, or above or below the
correct glideslope and by how much. When the signal strengths are equal, the output
is zero, indicating that the helicopter is on the correct glideslope. If the signals are

34-20
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

28 VDC NO. 2 VOR

DC 3 28 VDC
ESSENTIAL AMP
RADIO MSTR
BUS

GLIDESCOPE 0-5V DIM

GLIDESCOPE GLIDESCOPE LOWER CONSOLE

ANTENNA DIPLEXER DIMMER
SER DATA OUTPUT

MKR BCN

MARKER BEACON MARKER BEACON

ANTENNA DIPLEXER PILOT SYMBOL
GENERATOR
SER CNTRL OUTPUT
VOR / LOC

ANTENNA COUPLER VOR DIPLEXER

NO. 1 NAV CONTROLLER

SER CNTRL INPUT

VOR / LOC AUDIO

RH SIDE ANTENNA MB HI LO SENS IN

MB AUDIO MB AUDIO

NO. 2 NAVIGATION NO. 2 NAV

RECEIVER CONTROLLER

LH SIDE ANTENNA

COPILOT PILOT
AUDIO AUDIO
CONTROLLER CONTROLLER

REFER TO INTERCOMMUNICATION
SYSTEM (ICS), 23-51-00

S-76C+C++_AMM_34-31-00_CC3074_2

Figure 21
No. 2 Navigation Receiver System

R0
 DUAL NAVIGATION RECEIVER SYSTEM (34-31-00) (CONTINUED)
Operation (Continued) 30 GS dev out of tolerance
Navigation Receiver Diagnostic Codes 32 Marker beacon fault
CODE DESCRIPTION
00 No fault found
INDEPENDENT POSITION DETERMINING (34-40-00)
02 RAM test failed
Overview
03 No serial data to unit
Independent position determining systems includes the Enhanced Ground Proximity
04 No serial freq word Warning System (EGPWS). The EGPWS is used to help prevent accidents caused by
05 Invalid NAV freq Controlled Flight Into Terrain (CFIT). The EGPWS uses inputs from helicopter sensors,
06 Microprocessor fault in combination with its database information, to provide the pilot with a display of
helicopter position relative to the surrounding terrain and known obstacles. Helicopter
09 Microprocessor fault
sensors include radar altitude, barometric altitude, airspeed, vertical speed, pitch and
10 Microprocessor fault roll altitude, magnetic, heading, temperature, navigational radios, and FMS GPS.
11 A/D fault
12 A/D failed accuracy test The EGPWS provides annunciation alerts, aural warnings, and visual displays to the
pilot if the helicopter flies into a danger area where a conflict with terrain or a known
13 +13 V DC power supply fault obstacle is imminent. The EGPWS also provides alerts for excessive rates of descent,
14 -13 V DC power supply fault bank angle, and inadvertent descents or altitude after take off. The EGPWS also warns
15 VOR sin u/LOC D/A fault against descending below the glidescope on an ILS landing and against high pitched
altitudes near the ground to guard against tail strike.
16 VOR cos u/GS D/A fault
17 VOR smo unlocked
18 VOR AFC not locked
19 Low 30 Hz reference signal
20 Low 30 Hz variable signal
21 400 Hz pwr supply unusable
22 OBI sin out of tolerance
23 OBI cos out of tolerance
24 OBS return out of tolerance
25 LOC smo unlocked
26 LOC signal level low
27 LOC dev out of tolerance
28 GS smo unlocked
29 GS signal to low

34-21
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

E
C
MARK XXII J3
EGPWS
EXTERNAL
FAULT
COMPUTER
OK

COMPUTER
FAIL

J1 J2

E
HARDWARE
MOD STATUS
1 8
2 9
3 10
4 11
5 12

A
6 13
7 14
INSTRUMENT PANEL
ENHANCED GROUND PROXIMITY WARNING COMPUTER
DETAIL D
GPS
F ANT

EGPWC FRONT PANEL

DETAIL B
D
FW

ELECTRICAL
CONNECTOR
P180R

GPWS
ENHANCER

CONFIGURATION
MODULE

ENHANCED GROUND
PROXIMITY WARNING PILOT AND COPILOT EFIS
COMPUTER SYMBOL GENERATOR CONFIGURATION MODULE GPS ANTENNA GPWS SWITCHING UNIT
DETAIL A DETAIL E DETAIL C DETAIL G DETAIL F
S-76C+C++_AMM_34-41-00_CC3821_1_CC3821_2_R

Figure 22
EGPWS

R0
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) customer should the configuration module require replacement. The restoration of
(34-41-00) these parameters requires a laptop computer and the use of WinVIEWS. WinVIEWS is
a software tool developed by Honeywell to communicate with the EGPWS. It enables
Overview
quick identification of the system configuration and is also used for programming the
The EGPWS provides aural and visual alerts to warn the pilot of approaching hazardous configuration module. The laptop computer connects to connector P180R via an RS-
terrain and obstacles and potentially hazardous maneuvers. It uses helicopter sensor 232 interface.
inputs (radar altitude, barometric altitude, airspeed, vertical speed, temperature, pitch
and roll altitude, magnetic heading, navigational radios, GPS positioning) to establish A smart cable is used to transfer software, terrain and obstacle data from a PCMCIA
precise helicopter altitude and position and compares it with topographical terrain data data card into the EGPWC’s memory. The smart cable attaches to connector J3 on the
of the local region in its database. front panel of the EGPWC. The data card is inserted into the PCMCIA card slot on the
smart cable. Data transfer requires approximately 70 mins.
The EGPWS provides alerts under the following flight conditions:
–– Approach to a hazardous geographical terrain
–– Approach to a known man-made obstacle
–– Excessive rate of descent or bank angle
–– Loss of altitude after takeoff
–– Descent below glidescope during ILS approach
–– High pitch altitude during landing

The EGPWS system uses an EGPWC, a GPWS switching unit, and a configuration
module. These components interface with the EFIS, the Flight Management System
(FMS), and the ICS. The EGPWC is the core of the EGPWS. It is located in the RH
nose e-bay shelf. The EGPWC uses an algorithm based on data from GPS, barometric
pressure, and radio altitude to provide a geometric altitude. This geometric altitude
provides an accurate vertical position to the EGPWS.

The front panel of the EGPWC has a PCMCIA interface for downloading fault history and
loading software, a maintenance test connector for system check and troubleshooting,
and EGPWC status LEDs that indicate EXTERNAL FAULT, COMPUTER OK, and
COMPUTER FAIL conditions.

The GPWS switching unit is located in the LH nose e-bay shelf. The unit contains
relays, diodes, and resistors for avionic system interfacing. Functions handled by the
GPWS switching unit include pilot and copilot EFIS reversionary circuitry interfacing, S-76C+C++_AMM_34-41-00_CC3812

EGPWS press-to-test annunciator lighting, and switching logic for flight control and
navigational data.

The configuration module, wired directly to connector P180R, specifies EGPWS

operational parameters for the helicopter configuration as selected by the customer Figure 23
and set by Sikorsky Aircraft at the factory. These parameters can be restored by the Smart Cable

34-22
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

EFIS

EGPWS INPUT / OUTPUT

PILOT / COPILOT
DISCRETE
DISPLAY CONTROLLER
4 28 VDC FUNCTIONS
DC ESS
AMP
BUS
DISPLAY CONFIGURATION

28 VDC DISPLAY CONFIGURATION

CONFIGURATION SYSTEM CONFIGURATION

MODULE

GPWS
SWITCHING
UNIT RADIO ALTIMETER
ALTITUDE
R/T
EGPWC

RADAR R / T
ALTITUDE ANTENNA
INPUT / OUTPUT
AIR DATA AIR DISCRETE
COMPUTER DATA FUNCTIONS

ADC
ALTITUDE ACCESSORY
UNIT

GPS NO. 1 & 2 NAVIGATION RECEIVER

POSITION GLIDESCOPE
ANTENNA
NO. 1 & 2
ENGINE
DIGITAL ENGINE
TORQUE
CONTROL UNITS

MAIN
ATTITUDE GEAR SWITCH LANDING NO. 1 & 2 FLIGHT
INSTRUMENT LANDING SYSTEM
AHRS MAGNETIC GEAR CONTROL COMPUTER
HEADING

AUDIO
ICS

S-76C+C++_AMM_34-41-00_CC3810

Figure 24
EGPWS

R0
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)

NOTES:
(34-41-00) (CONTINUED)
Operation
Power Distribution
The EGPWC and the GPWS switching unit is supplied 28 VDC from the ESS BUS
through the EGPWS circuit breaker on the on lower circuit breaker panel.

EGPWS
The EGPWS accepts helicopter sensor inputs and parameters, compares these
inputs to an internal terrain database, and applies alerting algorithms. In the event
that the limits of any alerting parameters are exceeded, the EGPWC warns the pilot
with visual and aural alerts. The system is activated when electrical power is turned
on. Pilot input to the system is not required, other than activation of the cockpit self-
test function. The EGPWS operates in non-database mode and database mode. The
non-database mode of operation uses helicopter sensor inputs to detect hazardous
terrain and obstacles.

34-23
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

1000

(FEET * SECONDS)
90
24000

RADIO ALTITUDE (FEET)

RADIO ALTITUDE (FEET)

1500 500

MIN TERRAIN CLEARANCE

TIME * ALTITUDE
22,500
350
21000 325
RADIO ALTITUDE (FEET)

1200 400 300 TOO LOW TERRAIN

800 14000 “DONT
275 WARNING AREA
Speed Expansion 250
900 300 SINK” 225 TOO LOW GEAR

(FT)
7000 200 WARNING AREA
600 E” 10 175
AT
150

”IN
600 200

KR
0

RA
0 25 50 75 100 125 150 175 125
N “PULL UP!” “TERRAIN TERRAIN”
100

TER
“SI
ALTITUDE LOSS (FEET) 75
300 100
400 50

IN
RRA
25

“TE
0
0 0 “DON’T 0 50 100 150 200

200 “PULL UP!” 0 2000 4000

TERRAIN CLOSURE RATE (FEET/MIN)
6000 8000 10000 0 2000
TERRAIN CLOSURE RATE (FEET/MIN)
4000 6000 8000 10000 SINK”
COMPUTED AIRSPEED (KTS)
“TERRAIN
“TERRAIN TERRAIN”
“TERRAIN”
TERRAIN” “PULL UP !”
0 “TOO LOW
TERRAIN”
AIRCRAFT SLOWED TO
LESS THAN 60 KTS
0 1000 2000 3000 4000
DESCENT RATE (FEET/MINUTE)

“TOO LOW TERRAIN” “TOO LOW GEAR”

RUNWAY
Mode 1 — Excessive Descent Rate
Mode 3 — Descent After Takeoff
Mode 2 — Terrain Closure Rate Modes 4A — Unsafe Terrain Clearance

1400
300

MIN TERRAIN CLEARANCE

375
MIN TERRAIN CLEARANCE

280
MIN TERRAIN CLEARANCE

350 1000 1200 60

260

RADIO ALTITUDE (FT)

325 900

RADIO ALTITUDE (FT)

300 240 1000 56 Deg
220 50
275 800 SOFT
250 200 700 ALERT 800
180 WARNING AREA HARD 40

(FT)
225 TOO LOW TERRAIN 45 Deg
(FT)

160 600 ALERT AREA

(FT)

200 600
WARNING AREA 140 500 AREA 500 Ft 30
175 120
150 400 400 “TAIL TOO
100 20 LOW”
125 80 300 200
100 60 200
75 50 Ft
40 0 10 11
50 100
20 0 10 20 30 40 50 60 3
25 0 0 0
0 0 1 2 3 4 ROLL ALTITUDE (DEGREES)
0 50 1 0 0 1 5 0 200 2 5 0 300 3 5 0 0 5 10 15 20 25 30 35 40 45 50
0 50 100 150 200 BANK
RADIO ALTITUDE (FT) GLIDESLOPE DEVIATION (DOTS FLY UP) ANGLE PITCH ALTITUDE (DEGREES)
COMPUTED AIRSPEED (KTS)

“TOO LOW “SOFT

TERRAIN” GLIDESLOPE” TAIL TOO LOW
“HARD TAIL TOO LOW
“TOO LOW AIRCRAFT SLOWED TO GLIDESLOPE”
TERRAIN” LESS THAN 120 KTS
GEAR DOWN

“TOO LOW TERRAIN”

RUNWAY
Mode 6 — Altitude Call-Outs
SOFT ALERT HARD ALERT
AREA AREA

Mode 4B and 4C — Unsafe Terrain Clearance Mode 5 — Descent Below Glidescope

Figure 25
Modes of Operation

R0
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)
(34-41-00) (CONTINUED)
Operation (Continued)
In non-database mode, the EGPWS provides alerts in six modes of helicopter operation
Mode 1 Excessive Descent Rate
This mode provides alerts when the helicopter is descending at an excessive rate.
This mode is desensitized to eliminate unwanted alerts when the EGPWS detects the
helicopter is above a glidescope beam.
Mode 2 - Terrain Closure Rate
This mode provides alerts when the helicopter is approaching the terrain at an
excessive rate. The terrain closure rate is computed by the EGPWS by combining
radio altitude and vertical speed. There are two sub modes; Mode 2A and Mode 2B.
Mode 2A is active when the landing gear is up. Mode 2B is enabled when the landing
gear is lowered, during the first 60 seconds of takeoff, or when the helicopter is making
an ILS approach and is within ± 2 dots of the glidescope centerline.
Mode 3 - Descent After Takeoff
This mode provides alerts when the helicopter loses significant altitude after takeoff
or during a missed approach. Mode 3 is enabled after takeoff or Go-Around when the
landing gear is up or when the airspeed is greater than 50 Kts. This mode remains
active until the EGPWS detects that the helicopter has gained sufficient altitude and
is no longer in the takeoff phase of flight (approximately 60 seconds). The amount of
altitude loss permitted before an alert is generated is a computation of the height of the
helicopter above the terrain and the length of time since takeoff.
Mode 4 - Unsafe Terrain Clearance
This mode provides alerts when insufficient terrain clearances are detected with
respect to the helicopter’s phase of flight, height above ground, and airspeed. There
are three sub modes; Mode 4A, Mode 4B, and Mode 4C. Mode 4A is active during
cruise and approach with landing gear up. Mode 4B is active during cruise, approach,
or descent when the landing gear is down with respect to the helicopter’s height above
ground. Mode 4C is active during takeoff when the landing gear is up. This mode
is based on minimum terrain or ground clearance that increases with radio altitude
during takeoff.
22 23 24 25 31 33 34 39 45
Mode 5 - Descent Below Glidescope
This mode provides two alerts when the helicopter descends below the glidescope
beam on front course ILS approaches. The first alert activation occurs when the
helicopter is more than 1.3 dots below the glidescope beam. This alert is called a soft
glidescope alert because the volume of the alert is approximately one half (-6 db) the
volume of normal alerts. The second alert is activated when the helicopter is more
than 2 dots below the glidescope beam. This alert is called a hard glidescope alert
because the volume of the alert is louder than the volume of normal alerts.
Mode 6 - Altitude Call–Outs
This mode provides the following alerts
“TAIL TOO LOW”
This tail strike alert, based on radio altitude, pitch altitude, pitch rate, and barometric
altitude rate, will be continuously generated while the helicopter is within the warning
boundary.
“BANK ANGLE”
This alert, based on radio altitude and roll altitude and rate, is given twice and then
suppressed unless the roll angle of the helicopter increases by an additional 20%.
“MINIMUMS”
This alert is generated when the helicopter descends through the highest decision
height (DH) and the landing gear is down. DH is an above ground level (AGL)
parameter set by the pilot or copilot.
“ALTITUDE”
This alert is generated when the helicopter descends through the highest decision
height (DH) and the landing gear is up. DH is an AGL parameter set by the pilot or
copilot.
“ONE HUNDRED”
This alert occurs when the helicopter descends to 100 ft AGL.
“TOO LOW, GEAR”
This autorotation alert is based on engine torque. This alert is given when the
helicopters descends to 400 ft AGL and the landing gear is not down.
34-24
R0
 For Training Purposes Only S-76C+/C++

+250'
50% RED
100% GREEN
S
R EE +500'
G
DE 50% YELLOW
=6
PE
SLO 0'
FLIGHT PATH 25% YELLOW

VECTOR -500'
TERRAIN 50% GREEN
-1500'
FLOOR OR
16% GREEN 100' +MIN
16% GREEN
SLOPES VARY WITH
FLIGHT PATH ANGLE BLACK BLACK

LOOK-AHEAD DISTANCE

S-76C+C++_AMM_34-41-00_CC3820

S-76C+C++_AMM_34-41-00_CC3813

Figure 26 Figure 27
Look Ahead EFIS Display Colors

R0
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)
(34-41-00) (CONTINUED)
Operation (Continued)
“BE ALERT, TERRAIN INOP”
This alert is generated when the internal terrain and obstacle database is inoperative.
The database mode of operation uses an internal terrain and obstacle database to
detect potential flight hazards. The terrain and obstacle database includes known
man-made obstacles such as towers, buildings, and antennas. Power lines are not
currently included in the database. Obstructions less than 100 ft tall will not produce
obstacle alerts, but will produce terrain alerts. The terrain and obstacle database has an
accuracy of ± 25 ft. Honeywell periodically updates their terrain and obstacle database
with new terrain, obstacle, and runway data. These updates should be obtained and
loaded into the EGPWC as soon as they become available.
The EGPWS uses its internal terrain and obstacle database to provide a look-ahead
function. The EGPWS compares helicopter position, altitude, and flight path information
to its internal data of the local region. If the EGPWS detects a terrain or obstacle
hazard approximately thirty seconds ahead of the helicopter, an alert is heard in the
headsets. If the flight path continues, the alert will be repeated every seven seconds. If
the terrain awareness functions fail, as in the case of the GPS shadowing during turns
or during flights in mountainous terrain, the TERRAIN INOP annunciator will light, and
an alert will be heard in the headsets. The look-ahead function is independent of the
terrain data shown on the EFIS displays.
EGPWS Displays
The EGPWS uses information from helicopter systems to calculate track, ground
speed, and vertical velocity to provide a three-dimensional picture of the helicopter’s
position. The EGPWS also uses continuously processed GPS signals to provide
information about the helicopter’s horizontal and vertical position. This position is
compared to the terrain and obstacle database information resident in the EGPWC’s
memory to produce a virtual image on the EFIS displays.
The EGPWS interfaces with the EADI and EHSI displays of the EFIS system via an
ARINC 429 (duplex) data bus, and an ARINC 453 (simplex) data bus. The ARINC
429 data bus directs control data and helicopter sensor inputs to the EGPWC for
processing. The ARINC 453 data bus supplies processed data directly to the pilot and
copilot symbol generators in the EFIS system.
22 23 24 25 31 33 34 39 45
The EFIS displays use different colors to distinguish elevations of terrain and obstacles
above and below the helicopter:
–– Green - Terrain/Obstacle is below the helicopter altitude, indicating safe clearance
–– Yellow - Terrain/Obstacle is close or above helicopter altitude. There may not be
safe clearance.
–– Red - Terrain/Obstacle is well above helicopter altitude (500 ft AGL or higher).
There is no safe clearance
When the helicopter is more than 250 ft above all terrain in the displays, the terrain
will appear in up to three shades of green. This allows the pilot to distinguish terrain
features such as valleys. Mountains will appear in red. Terrain below the helicopter will
be shown in dark yellow, dark green, green black (near sea level), and cyan (bodies of
water). These colors will change as helicopter altitude changes.
The FULL/MAP button on the display controllers allows selection of full, arc, or map
EHSI compass views. The full mode displays a 360° compass card on the EHSI.
The arc mode displays an expanded 90° arc of heading. The map mode displays an
expanded 90° arc of heading combined with a waypoint map display.
The toggling sequence of the FULL/MAP button is ARC, MAP, FULL, and repeats. The
MAP RNG (map range) button on the display controllers provide selection of the map
mode and map range. In the map mode, the range function is only active when the
weather radar is off. If the weather radar is on, range selection will be controlled by
the weather radar. To select the range, press the MAP RNG button repeatedly until the
desired range appears at the inner range ring on the EHSI.
EGPWS Audio Alerts
The EGPWS interfaces with the ICS to deliver aural alerts to the pilot headsets. This
interface includes the ability to mute lower priority aural alerts when a higher priority
alert is generated. If the helicopter is in a situation that meets more than one condition
for an alert at the same time, the higher priority alert will be heard until that condition
is resolved. If the lower priority alert is still in effect at that time, the lower priority alert
will then be heard.
Table shows the audio alert and the associated annunciator activated for each warning,
caution, or advisory condition. The alerts are arranged from the highest priority (top of
the table) to the lowest priority (bottom of the table).
34-25
R0
 For Training Purposes Only S-76C+/C++

ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)

(34-41-00) (continued) EGPWS Annunciators
Operation (Continued) There are seven annunciators associated with the EGPWS. These are located on the
EGPWS Alerts instrument panel, with a set for the pilot and a set for the copilot.

CONDITION MODE AUDIO ALERT ANNUNCIATOR Terr Display

Excessive Terrain Closure 2A “WARNING, TERRAIN” GPWS (red) This annunciator is used to select EGPWS terrain display. This annunciator illuminates
Excessive Terrain Closure 2A “PULL UP” GPWS (red) when display of terrain is selected. The TERR DISPLAY annunciator also illuminates
Obstacle Awareness 1 “WARNING, OBSTACLE” GPWS (red) when EGPWS warnings or alerts exist.
Warning
GPWS/GPWS Test
Excessive Terrain Closure 2 “TERRAIN, TERRAIN” GPWS (amber)
Inhibits the terrain and obstacle alerts without inhibiting the display of the terrain. This is
Terrain Awareness 1 “CAUTION, TERRAIN” GPWS (amber) used when flying close to high terrain or high rise buildings. Holding the GPWS/GPWS Test
Caution annunciator initiates a self test that determines the operational status of the EGPWS
Obstacle Awareness 1 “CAUTION, OBSTACLE” GPWS (amber) system. When the test is initiated, the following will occur in sequence:
Caution –– GPWS INOP/TERRAIN INOP lights turn on
Insufficient Terrain 4 “TOO LOW, TERRAIN” GPWS (amber) –– GPWS (amber) lights turn on
Clearance
–– ‘GLIDESCOPE’ is heard in the headsets
Glidescope Alert 5 “GLIDESCOPE” GPWS (amber) –– GPWS (amber) light goes off
Insufficient Terrain 4 “TOO LOW, GEAR” GPWS (amber) –– G/S CAN light turns on, then goes off
Clearance –– GPWS (red) light turns on
Inadvertent Descent 3 “SINKRATE, SINKRATE” GPWS (amber) –– “TERRAIN, TERRAIN, PULL UP” is heard in the headsets
Inadvertent Descent 3 “DON’T SINK, DON’T GPWS (amber) –– Terrain test pattern is displayed on the EFIS displays
SINK” –– GPWS (red) light goes off
Altitude Warning 6 “MINIMUMS, MINIMUMS” None –– Terrain test pattern goes off after several sweeps on the EFIS displays
Altitude Warning 6 “ALTITUDE, ALTITUDE” None –– GPWS INOP/TERRAIN INOP lights go off
No GPS Input to EGPWS 1 “BE ALERT, TERRAIN None
System INOP”
Altitude Warning 6 “BANK ANGLE, BANK None
ANGLE”
Altitude Warning 6 “TAIL TOO LOW, TAIL None
TOO LOW”
Altitude Warning 6 “ONE HUNDRED, ONE None
HUNDRED”
Altitude Warning 6 “TWO HUNDRED, TWO None
HUNDRED”

R0
 DEPENDENT POSITION DETERMINING (34-50-00)
LOW ALT/ON Overview
Inhibits and reduces many of the alerts associated with flights below 500 ft AGL. This Dependent position determining systems include the transponder system, the DME,
function is used when flying in high density metropolitan environments, below 1250 ft and the ADF.
AGL when GPS is operating poorly or not at all, at airports, or on some IFR offshore
platforms. Pressing this annunciator again restores normal operation of the EGPWS. The transponder system provides idenification and uncorrected barometric altitude of
The following modes are affected by this function: the helicopter to ATC and to aircraft equipped with a TCAS. The distance measuring
–– Mode 1 is inhibited equipment is used to measure line-of-sight distance (slant range) between the
helicopter and a selected DME ground station.
–– Mode 2 alert boundaries are reduced
–– Mode 3 alerts are inhibited above 100 ft AGL The automatic direction finder system provides relative bearing between the aircraft
–– Mode 4 alert boundaries are reduced and a selected ground station.
–– Mode 6 alert “ALTITUDE” is enabled
–– Terrain advisory look ahead distances are reduced

NOTES:
AUDIO INHIBIT/ON
Turns off all EGPWS aural alerts for five mins without affecting display alerts. Pressing
this annunciator again restores the aural alerts.

GPWS/GS/CAN
Disables glidescope alerts when the helicopter is more than 1.3 dots below the center
of the glidescope beam. The glidescope alert will be re-enabled when the helicopter
climbs above 2000 ft, when it descends below 50 ft, or when the pilot tunes into an
inactive ILS frequency.

TERRAIN INOP
This annunciator illuminates when the look-ahead functions of the internal terrain and
obstacle database are inoperative. This annunciator also illuminates when the GPS
signal is invalid.

GPWS INOP
This annunciator illuminates when some or all of the EGPWS non-database modes
1–6 are inoperative.

34-26
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

A TRANSPONDER ADAPTER CENTER CONSOLE

DETAIL B DETAIL C

0236
I d
tx

ATC
IDENT
ON
STBY ALT

OFF
TEST
PRE

TRANSPONDER CONTROL PANEL

TRANSPONDER ANTENNA
TRANSPONDER R / T DETAIL D
DETAIL E
DETAIL A
S-76C+C++_AMM_34-51-00_CC3069

Figure 28
Transponder System

R0
 TRANSPONDER SYSTEM (34-51-00)
Overview
The TDR-90 transponder system (transponder system) provides identification and
uncorrected barometric altitude of the helicopter to a Air Traffic Control (ATC) ground
controller’s plan position indicators. When an interrogation signal is received from a
ground station, the transponder system replies automatically with identification and
altitude information with a series of reply pulses. The interrogation frequency for the
transponder system is 1,030 MHz and the reply frequency is 1090 MHz.
The transponder system consists of a transponder receiver/transmitter (R/T), located
in the nose compartment; a CTL-92 control panel (control panel), located on the
center console; a CAD-62 control adapter (transponder adapter), located in the nose
compartment; and antenna, located on the underside of the cabin.
Operation
Power Distribution
The transponder system is supplied 28 VDC from the DC ESS bus through the XPDR
circuit breaker on the lower circuit breaker panel. Electrical power is supplied from the
XPDR circuit breaker to the control panel, R/T, and control adapter.
Control Panel
The control panel contains all operating controls for the transponder system. The
control panel allows for the selection of a code (code select knob), storing a preset
code (PRE), a standby mode (STBY), mode A transmission (ON), mode C transmission
(ALT), an identification reply (IDENT), and a self-test (TEST).
Power ON
The transponder system receives power by moving the POWER/MODE switch from
OFF to either the STBY, ON, or ALT positions. There is a 60-second delay after power
is applied before the system will operate fully.
Code Selection
The reply code, which is displayed on the control panel upper display window, is
selected by rotating the code select knobs. The outer code select knob changes the
two left-hand digits on the display window, and the inner knob changes the two right-
hand digits on the display window. The selection range is from 0000 to 7777. There
is a 4 to 5 second delay after a new code is selected before it is applied to the R/T
in order to prevent the transmission of a code before the full code has been entered.
22 23 24 25 31 33 34 39 45
PRE
A single preset code can be stored in the nonvolatile memory of the control panel for
future recall. Pressing and holding the PRE button, while selecting a code with the
code select knobs, will set a code in the memory. The preset code will be recalled from
memory by momentarily pressing the PRE button again. After a code has been stored
in memory, it will be remain there until another preset code is selected The memory
is retained even when the system has been turned off for an extended period of time.
STBY
In the STBY mode, power is applied to the system, but the system is preventied from
transmitting codes. The STBY mode allows the operator to circumvent any problems
associated with the 60-second delay after power is applied. This mode should only be
used when taxiing or when requested by an ATC ground controller.
ON and ALT
When the POWER/MODE switch is placed into the ON position, the system will
transmit an identification code whenever it receives an interrogation signal. In the
ALT position, the transponder will transmit both an identification code and uncorrected
barometric altitude data when it receives an interrogation signal.
IDENT
When the IDENT switch on the control panel is pressed, an additional pulse is
added to the normal reply signal and a special identification pulse is displayed on
the ATC ground controller’s radar scope. This identification pulse is transmitted for
approximately 5 seconds after the switch has been pressed.
Test
The TEST button on the control panel provides a means of self-testing the transponder
set. When the TEST button is pressed, a simulated interrogation signal is validated in
the R/T, and a coded reply signal is applied to the antenna and the monitor circuit. The
code display lights on the control panel alternately change from maximum to minimum
brightness. If an error is found by the system, dIAG will be displayed on the upper
display window of the control panel, and a diagnostic code will appear in the lower
display window.
34-27
R0
 For Training Purposes Only S-76C+/C++

D
INSTRUMENT PANEL

DETAIL B

CH SEL PWR

DME INDICATOR
DETAIL C

DME RECEIVER/TRANSMITTER DME ANTENNA

DETAIL A DETAIL D
S-76C+C++_AMM_34-52-00_CC3061

Figure 29
Distance Measuring Equipment

R0
 TRANSPONDER SYSTEM (34-51-00) (continued)

NOTES:
Operation (Continued)
Control Adapter
The control adapter functions as an interface between the control panel and the R/T.
The R/T requires parallel control data, and the control panel outputs serial commands.
The control adapter converts the serial data from the control panel into parallel
commands for the R/T, and converts parallel data from the R/T into serial data for the
control panel.

DISTANCE MEASURING EQUIPMENT (DME) (34-52-00)

Overview
The Distance Measuring Equipment (DME) is used to measure line-of-sight distance
(slant range) between the helicopter and a selected DME ground station. DME ground
stations are strategically located to provide enroute and terminal distance and are
selected by their assigned operating frequency. A total of 126 VHF tuning frequencies
(DME or NAV channels) have been assigned from 108.00 to 135.90 MHz. Each of these
is divided into X and Y channels for a total of 252 different operating channels. The
DME ground station frequencies are selected by the pilot navigation (NAV) receiver
control panel frequency controls. The DME interfaces with the pilot’s and copilot’s
EFIS for display of DME data, the ICS for DME audio, and the transponder to suppress
transponder receiver operation during DME transmissions. The DME set consists of a
receiver/transmitter (R/T) in the lower left nose, an indicator on the instrument panel,
and an antenna located under the cabin section.

34-28
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

DME
DC
ESS 2 28 VDC
BUS AMP

5V LTG

RT ON / OFF
PILOT FLIGHT INSTRUMENT
LIGHTS DIMMER
NO. 1 DIGITAL DATA

RF INPUT

DME ANTENNA

SUPPRESSION TRANSPONDER
DIM BUS

REFER TO
TRANSPONDER
SYSTEM, 34-51-00 REFER TO INSTRUMENT
AND CONSOLE LIGHTING,
DME INDICATOR 33-11-00

PILOT
SERIAL CONTROL NAVIGATION
CONTROLLER

REFER TO DUAL
NAVIGATION RECEIVER
SYSTEM, 34-31-00

PILOT COPILOT
DME NO. 1 / NO. 2 AUDIO AUDIO AUDIO
CONTROLLER CONTROLLER

REFER TO INTERCOMMUNICATION
SYSTEM (ICS), 23-51-00

SYMBOL
NO. 2 DIGITAL DATA
GENERATOR

DME RECEIVER/
TRANSMITTER REFER TO ELECTRONIC
FLIGHT INSTRUMENT SYSTEM
(EFIS), 34-60-00

S-76C+C++_AMM_34-52-00_CC3079

Figure 30
Distance Measuring Equipment

R0
 DISTANCE MEASURING EQUIPMENT (DME) (34-52-00) (CONTINUED)
Operation (2, 3, or 4 letter station identifier). The channel (CH) switch sequentially selects the
Power Distribution information from the next DME channel and lights the appropriate channel annunciator
(1, 2, or 3). The DME digital data output is also applied to the pilot’s and copilot’s EFIS
The DME R/T and DME indicator are supplied 28 VDC from the DC ESS bus through
for display on the EHSI distance, DME identifier, and groundspeed displays.
the DME circuit breaker on the lower circuit breaker panel.
The DME can be placed into hold by placing the NAV control panel OFF/ON/HLD
DME Operation switch to HLD. When the DME is put into hold, the HLD annunciator on the DME
The DME provides distance, groundspeed, time to/from station, and station identifier indicator illuminates and the ID display is automatically selected. An amber H is also
data to the pilot and copilot. This information is displayed on the DME indicator. It is also displayed to the right of the distance indication on the EHSI.
supplied to the pilot’s and copilot’s EFIS for display on each EHSI. On/off control of the
DME indicator and DME R/T is by the PWR switch on the DME indicator. The serial control Self-Test
input to the R/T is applied directly from the pilot NAV control panel. The copilot NAV control An extensive self-test diagnostic routine is initiated by pressing the TEST button on the NAV
panel provides control via the pilot NAV control panel. Serial data is used to tune a Voltage control panel. After initiating self-test, all display segments and annunciators on the DME
controlled oscillator in the R/T to the transmit frequency. At the same time, a D/A converter indicator illuminate for a lamp test. If an out-of-tolerance condition is detected, the word
in the R/T is used to generate a DC Voltage to tune the receiver to the receive frequency. ’dIAG’ is displayed in the numeric display, the diagnostic code is displayed in the
The R/T is initially configured as a receiver that listens for station squitter signals. The alphanumeric display, and the test sequence ends. Following the lamp test, and if no
presence of squitter at the selected frequency establishes a signal presence condition out-of-tolerance conditions are detected, the numeric display shows a test distance of
that allows transmission to begin. The R/T transmits an interrogation pulse pair and a 100 NM. The alphanumeric display depends on what is selected; ID, MIN, or KT, and
suppression output pulse. The suppression pulse suppresses the IFF receiver during will show ’AOK’ at the completion of the test routine if no out-of-tolerance conditions
DME transmissions. When a valid reply signal is received, an R/T video processor signals have been detected. DME audio output will be the Morse code for the characters A,
the R/T microprocessor that there is a valid reply code. The microprocessor samples the O, and K.
time at which the valid signal arrived, relative to the transmission time, and stores the
data in its memory. The DME cycles from one station to the next every 12.5 ms. With a DME Receiver/Transmitter Diagnostic Codes
maximum range of 300 NMI and allowing for signal processing and the time occupied
in actual transmission, there is time for at least three interrogation/receiver cycles in Code Description
the 12.5 ms time period. The R/T microprocessor looks for a repeated time interval 01 Power supply
between transmission and video interrupt from one sample period to another. The value 02 Synthesizer
of an identified repeated time interval is loaded into memory and becomes the center
03 Transmitter
of a tracking window. The microporcessor now reduces the interrogation rate and
looks for return signals fairly close to the center of the tracking window. An error signal 04 Video processor
is developed based on the deviation from the center of the window. This information is 05 Receiver
used to smooth the displayed range and compute the groundspeed and time to station. 06 Distance processor
The microprocessor also determines whether there is an audio signal present in the 07 Microprocessor ROM
reply signal. If present, it gates the audio and stores the information for decoding 08 Microprocessor RAM
purposes. The decoded station identifier audio is applied to the pilot’s and copilot’s
ICS stations. The DME indicator mode selector (SEL) switch selects the information to
be displayed. When power is initially applied, NM (distance) is shown in the numeric
display and ID (DME station identifier) is shown in the alphanumeric display. Pressing
the SEL switch sequentially selects KT (velocity), MIN (time-to/from station), and ID

34-29
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

ADF RECEIVER
DETAIL A
ADF ANTENNA
DETAIL D

COLLINS

1600.0 XFR

326.0 MEM
MEM

ADF
STO

V
ADF
ANT TONE
TEST
OFF PRE

ADF CONTROLLER
DETAIL C CENTER CONSOLE
DETAIL B
S-76C+C++_AMM_34-53-00_CC3066

Figure 31
Automatic Direction Finder (ADF) System

R0
 DISTANCE MEASURING EQUIPMENT (DME) (34-52-00) (continued)

NOTES:
Operation
DME Indicator Diagnostic Codes
Code Description
90 Bus failure (no data)
91 TEST mode failure (no response)
92 Distance word missing
93 VEL, TTS word missing
94 IDENT word missing
95 Microprocessor RAM
96 Microprocessor ROM

AUTOMATIC DIRECTION FINDER (ADF) SYSTEM (34-53-00)

Overview
The Automatic Direction Finder (ADF) system provides relative bearing between the
aircraft and a selected ground station. The ADF system consists of the CTL-62 control
panel (control panel), located in the center console; the ADF-462 receiver (receiver),
located in the nose compartment; and the ANT-462A antenna (antenna), located on
the located on the underside of the cabin.

Using the POWER/MODE switch on the control panel, the ADF system can operate as
an automatic direction finding system (ADF mode), an AM radio receiver (ANT mode),
and can receive keyed-carrier Continuous Wave (CW) signals (TONE mode). In the
ADF mode, the system functions as both an audio receiver and an automatic direction
finder, by providing signals that represent a relative bearing of a transmitting ground
station. In the ANT mode, only the received audio portion of the signal is provided. In
the TONE mode, the system produces both a relative bearing to the ground station
and also produces a 1,000 Hz audio tone when a carrier signal is detected.

34-30
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

ADF
NO. 1
DC PRI 2 28 VDC
RAD AMP
MSTR

28 VDC INPUT
AVIONICS SWITCHING
UNIT

28 VDC SWITCHED 28 VDC SWITCHED COS / SIN MOD

AUDIO RF OUTPUT

LOOP B

COPILOT ADF ANTENNA

AUDIO
CONTROLLER

PILOT
AUDIO AUDIO
CONTROLLER

REFER TO
INTERCOMMUNICATIONS
SYSTEM (ICS), 23-51-00 ADF VALID PILOT
SYMBOL
GENERATOR
ADF BEARING

5V PNL LTS LOWER CONSOLE

DIMMING BUS DIMMER

REFER TO INSTRUMENT ADF VALID

AND CONSOLE LIGHTING,
33-11-00
ADF BEARING COPILOT
SYMBOL
GENERATOR
SERIAL DATA CONTROL

SERIAL DATA CONTROL

ADF CONTROLLER ADF RECEIVER

REFER TO ELECTRONIC
FLIGHT INSTRUMENT SYSTEM
(EFIS), 34-60-00

S-76C+C++_AMM_34-53-00_CC3078

Figure 32
Automatic Direction Finder (ADF) System

R0
 AUTOMATIC DIRECTION FINDER (ADF) SYSTEM (34-53-00)
(CONTINUED) TONE Mode
Operation The TONE mode is selected by placing the control panel POWER/MODE switch to the
Power Distribution ADF position. The TONE mode can be used in combination with ADF or ANT mode.
When TONE mode is selected, the receiver activates an internal Beat Frequency
Electrical power of 28 VDC from the 28 VDC No. 1 PRI RADIO MST bus through the ADF
Oscillator (BFO) circuit, which develops a 1,000 Hz modulated audio signal to the ICS
circuit breaker on the upper circuit breaker panel is supplied to the control panel and the
when a CW signal is received by the antenna.
avionics-switching unit. The avionics-switching unit applies the 28 VDC to the receiver
when the control panel is placed in an operating mode. When the receiver is supplied
Self-Test
power and a valid signal, the 28 VDC is also applied to the pilot’s and copilot’s symbol
generators as an ADF valid signal. The antenna is supplied with 15 VDC (ANT B+) and The ADF system also contains a functional self-test mode. With a signal selected
-12 VDC (LOOP B-) from the receiver. The control panel receives 0-5 VDC from the and a bearing indication present, pressing and holding the control panel TEST button
lower console dimmer for control panel lighting. causes the bearing pointer on the EHSIs to deviate 90° counterclockwise from their
previous position and a 1,000 Hz audio output tone will be generated to the headsets.
Antenna If any faults are detected, a diagnostic code will be displayed on the control panel
lower display. Releasing the TEST button will cause the pointer to return to its original
The ADF antenna consists of two directional loop antennas and one omni directional
position and the tone will no longer be heard.
sense antenna (sense antenna). The ADF mode uses both the loop antennas and
the omni directional antenna. In the ANT and TONE modes, only the sense antenna
is used. The antenna also includes the balanced modulators, the first RF amplifier
stages, and the summing circuits.

ADF Mode
Automatic direction finding (ADF mode) is selected by placing the control panel
POWER/MODE switch to the ADF position. After using control panel to select the
frequency of the ground station to be detected, modulated sine and cosine signals
are output from the receiver to the antenna. The modulated signals are mixed with the
antenna output producing a signal phase equal to the bearing to the ground station.
The receiver changes the phase of the output signal to remove the modulated input
signal from the output. The amount of phase shift in the sine and cosine signals needed
to remove the input signal represents the bearing to the ground station.

ANT Mode
The ADF system is placed in the ANT mode by turning the POWER/MODE switch to
the ANT position. In the ANT mode, the receiver removes the LOOP B- power from
the antenna and only the sense antenna portion is used. The ADF valid signal is also
removed from the symbol generators. The system operates as an AM receiver and
no bearing indication will be present. The received audio signal is passed on to the
intercommunication system (ICS).

34-31
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

OVERHEAD CIRCUIT
BREAKER PANEL
P1040 / J1040
P1041 / J1041
COURSE 1 HEADING COURSE 2

B PULL
DIR
PULL
SYNC
PULL
DIR

G P
A
S

COURSE HEADING
C CONTROL PANEL
UPPER CIRCUIT DETAIL B
BREAKER PANEL TEMPERATURE
D P207 / J207 PROBE
P208 / J208 PILOT AND COPILOT EFIS
LOWER CIRCUIT DETAIL F
SYMBOL GENERATOR PILOT AND COPILOT
BREAKER PANEL AIR DATA COMPUTER
P209 / J209 DETAIL A
E J P210 / J210 DETAIL C
A
C

H
F E
FW
D

EADI

FULL MAP GSPD ATT HDG

NAV LNAV
MAP RNG TTG REV REV

LNAV LNAV EHSI

ADF TEST ADF
NAV1 NAV2
OFF OFF
OFF OFF
ADI DH HSI WX
BRG DIM TST DIM DIM BRG EFIS DISPLAYS LOW SPEED DETECTOR
COOLING FAN
DETAIL H
DETAIL G

DISPLAY CONTROLLER (NON-SAR VERSION)

K
ADC REVERSION ADC REVERSION
SWITCH SWITCH
FULL APR GSPD COPILOT SIDE PILOT SIDE
MAP HOV NAV LNAV
ARC HOV TTG INSTRUMENT PANEL (TYPICAL)
DETAIL J
DF LNAV LNAV DF
ADF TEST ADF
NAV1 NAV2
OFF OFF
OFF OFF
ADI DH HSI WX
BRG DIM TST DIM DIM BRG

EFIS FILTER
DISPLAY CONTROLLER (SAR VERSION)
AIR DATA COMPUTER DETAIL E
ACCESSORY UNIT
DETAIL K
DETAIL D

Figure 33
Electronic Flight Instrument System (EFIS)

R0
 FLIGHT MANAGEMENT (34-60-00)
Overview The symbol generators supply a flight control computer flight director with command
Flight management system includes the Electronic Flight Instrument System (EFIS). cue tracking information. In turn, the EADIs display the lateral, vertical and collective
The EFIS integrates and displays air data, Attitude Director Indicator (ADI) data, and modes that are engaged. Each pilot’s system contains a Symbol Generator (SG), a
Horizontal Situation Indicator (HSI) data to the flightcrew. Display Controller (DC) and two Electronic Displays (EDs). A course heading control
panel serves both systems.
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
The SGs transform all incoming data into a video format that is then transmitted to
Overview the EDs. Additionally, the two SGs communicate with each other over the Avionics
The EFIS consists of the following components: Standard Communication Bus (ASCB). The EFIS operates with a display controller
–– Electronic Attitude Director Indicators (EADIs) that provides the pilot with the means to control the display formatting for partial
compass display, map range control, weather data, and hover displays (optional). The
–– Electronic Horizontal Situation Indicators (EHSIs)
DC is also used to select and display navigation and bearing. Auxiliary switches select
–– EFIS Displays Cooling Fans and Low Speed Detector alternate heading and attitude sources and symbol generator reversionary modes.
–– Inclinometer Kit
–– Display Controllers The Electronic Displays contain a full-color, high-resolution Cathode Ray Tube (CRT)
–– Course Heading Control Panel and the necessary electronics to convert the video format from the SG into graphic
symbology. Photo sensors located to the left and right of the CRT automatically
–– Symbol Generators
increase brightness as required for daytime operation.
It may also include one or more of the following options:
Cooling fans mounted on the back of the EFIS display housing on each side of the
–– Beacon/Color Weather Radar instrument panel provide forced air to cool EFIS displays at both pilot and copilot
–– Weather Radar positions. A low speed detector supplies a ground signal to the Remote Data Acquisition
–– Lightning Sensor Unit (RDAU) which activates a caution display on the Integrated Instrument Display
–– Data NAV III/V Information Display System (IIDS) in case of fan failure.

The dual EFIS consists of a pilot’s system and copilot’s system, each of which integrates
and displays air data, ADI data, and HSI data to the flightcrew. The components of
each system are identical and interchangeable.


NOTE: Since a helicopter pilot-in-command may be seated in either the left or
right seat, depending on the helicopter type, the left side of the helicopter
will be designated the No. 1 side, and the right side will be designated
the No. 2 side. This includes all avionics systems installed; EFIS, flight
controls, radios, gyros, etc.
Each SG drives an EADI and an EHSI. The displays are identical and fully
interchangeable. An inclinometer is fastened to the EADIs to provide slip and skid
information. The course heading control panel is used to select course and heading
on the EHSIs. Remote switches select some EFIS options and air data set values.
Primary and secondary electrical power of 26 VAC is supplied to each symbol
generator. Primary power is supplied to the pilot SG by the PLT SG PRI circuit breaker
of the No. 2 26 VAC bus on the overhead circuit breaker panel. Secondary power is
supplied to the pilot SG by the PLT SG SEC circuit breaker of the No. 1 26 VAC bus on
the overhead circuit breaker panel. Primary power is supplied to the copilot SG by the
CPLT SG PRI circuit breaker of the No. 1 26 VAC bus on the overhead circuit breaker
panel. Secondary power is supplied to the copilot SG by the CPLT SG SEC circuit
breaker of the No. 2 26 VAC bus on the overhead circuit breaker panel.

34-32
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

FULL MAP GSPD ATT HDG

NAV LNAV
MAP RNG TTG REV REV

LNAV LNAV
ADF TEST ADF
NAV1 NAV2
OFF OFF
OFF OFF
ADI DH HSI WX
BRG DIM TST DIM DIM BRG

NON-SAR VERSION

FULL APR GSPD

MAP HOV NAV LNAV
ARC HOV TTG

DF LNAV LNAV DF
ADF TEST ADF
NAV1 NAV2
OFF OFF
OFF OFF
ADI DH HSI WX
BRG DIM TST DIM DIM BRG

SAR VERSION
S-76C+C++_AMM_34-61-00_CC3155

Figure 34
Display Controller

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation
The pilot EFIS cooling fan is supplied 28 VDC power from the DC ESS bus through the
EFIS FAN PLT circuit breaker on the lower circuit breaker panel and through the low
speed detector. The copilot EFIS cooling fan is supplied 28 VDC power from the No.
1 DC PRI bus through the CPLT EFIS FAN circuit breaker on the upper circuit breaker
panel and through the low speed detector.
Display Controller
The Display Controller is used to select the desired display format and the data sources
to be displayed. The buttons are used to select the display formats and sources;
the knobs control bearing pointer selection, dimming, weather radar (WX) display,
composite mode selection, flag test and selection of Decision Height (DH).
Electrical power of 28 VDC for the display controllers is supplied by the PLT SG/DC
circuit breaker of the DC ESS bus on the lower circuit breaker panel and the CPLT SG/
DC circuit breaker of the No. 2 DC PRI bus on the upper circuit breaker panel.
The display controller continually sends a digital identifier to control the symbol
generator, verifying that it is operating. If the display controller should fail, the identifier
is lost and the failure causes the symbol generator to default to the displays normally
shown at system power-up. In addition to the power-up reversion, the failure becomes
evident when the displays fail to respond to pilot input. The typical functions of the
Display Controller are described below. Refer to figure 1 for the location of controls
being described.
FULL/ARC Button
The FULL/ARC button allows selection of the FULL 360° compass card, or ARC 90°
compass card. The 360° FULL mode on the EHSI is combined with various bearing
pointers. This mode is displayed at power-up.
The 90° ARC mode on the EHSI is combined with various bearing pointers, as well as
weather radar (WX).
The toggling sequence, beginning at power-up is:
–– Power-up = FULL
–– First press = ARC
–– Second press = FULL
22 23 24 25 31 33 34 39 45


NOTE: Some installations force the EHSI display to the ARC mode if the display
was in ARC MAP and an Instrument Landing System (ILS) frequency
was selected.


NOTE: Some installations force the EHSI display to a FULL compass format
if an ILS frequency was selected and the display was in either of the
following modes:
–– 360° MAP Mode (heading up) (optional)
–– 360° PLAN Mode (North up) (optional)


NOTE: System powers up in the ARC mode if the DC WIX DIW knob is out of
the OFF detent.
MAP Button
The MAP button is a deep toggle button that cycles the EHSI display between the
following three modes:
–– ARC MAP (90° partial arc with current heading up)
–– 360° MAP (360° view with current heading up) (optional)
–– PLAN view (360° view with true north up) (optional)


NOTE: As with the FULL/ARC button, some installations automatically deselect
this format when an ILS frequency is selected.
APR HOV (Approach to Hover) Button
When the APR HOV button is pressed, the EHSI displays a 360° heading up map
display with reduced map range and the required long range navigation (LRN) source
selected. An expanded radar altitude scale with decision height bug is also displayed.
Weather radar data is not available in this mode. Map range is controlled by an external
range (RNG) button.


NOTE: When selected to return to the FULL/ARC/MAP displays, the system
retains the last values displayed for the following parameters:
–– Groundspeed, time-to-go or elapsed time
–– Selected navigation source
HOV (Hover) Button
The HOV button selects the HOVER display mode on the EHSI. The HOV display
is similar to the approach to hover format and adds superimposed longitudinal and
lateral Doppler velocity scales. Weather radar is not available in the HOV mode.
34-33
R0
 For Training Purposes Only S-76C+/C++

PLT COMP
NO. 2 AC PILOT FLIGHT
1 115 VAC INPUT
BUS AMP INSTRUMENT
26 VAC
PILOT RMI DIMMER

26 VAC HDG COMMON

HEADING
PLT RMI

26 VAC HDG PWR

28 VDC RMI PWR
NO. 2

INPUT

5 VDC LIGHTING
DC PRI 1 28 VDC
BUS AMP

GROUND

0-5 VDC
VALID
COMP PLT
NO. 2

Z
26 1 26 VAC
VAC AMP
BUS
GYRO 28 VDC
RMI ANNUN B5
NO. 1 SCREWDRIVER MOTOR
N-S E-W AMPL
26 1 26 VAC ADJUSTMENTS 26 VAC
VAC AMP
BUS
26 VAC +24 VDC
COMP PLT REGULATED
DC DC POWER POWER -24 VDC POWER ADEQUACY
ESS 2 28 VDC SUPPLY SUPPLY AND GYRO
BUS AMP SPEED MONITOR
+
CURRENT
ANNUNCIATORS LIMITING B3
RESISTORS
DS1
PRIMARY

FREE
LOWER CONSOLE
D
DIMMER
SLAVE
+ DC
BLOCKING B2 B4
CAPACITORS

SECONDARY
PROVISIONAL
MAN SYNCH SLAVING
FLUX VALVE DUAL REMOTE COMPENSATOR AMPL AC DEMOD
AMPL DC SLAVING
COMPASS (SEE NOTE) CIRCUIT P
POWER M COILS
CONTROL PANEL AMPL

SLAVE AMPL
AND EXCITATION +24 VDC
+24 VDC CIRCUIT MONITOR
K2

28 VDC RMI PWR

26 VAC HDG PWR

26 VAC HDG COMMON

GROUND

5 VDC LIGHTING
VALID

0-5 VDC
Y
X

Z
AUTOMATIC
SYNCHRONIZATION
CIRCUIT
NOTE -24 VDC

HEADING
INPUT
SINGLE COMPASS SYSTEM USES ONLY
ONE SECTION OF THE DUAL REMOTE DIRECTIONAL GYRO-C14A DIRECTIONAL GYRO-C14A
COMPENSATOR.
28 VDC
COPILOT RMI COPILOT FLIGHT
INSTRUMENT
DIMMER

S-76C+C++_AMM_34-21-00_CC0222_1A_CC0222_2

Figure 35
Compass System

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED) The selections are as follows:
Operation (Continued)
Bearing O Bearing ◊


NOTE: When selected to return to the FULL/ARC/MAP displays, the system
retains the last values displayed for the following parameters. OFF OFF
–– Time-to-go or elapsed time NAV1 NAV1
–– Selected navigation source ADF ADF
GSPD/TTG (Groundspeed/Time-to-Go) Button LNAV LNAV
Pressing the GSPD/TTG button alternately displays either groundspeed or time-to-go DF DF
in the lower right corner of the EHSI. Groundspeed is always displayed on power-up.

NOTE: Depending on the installation options selected, either bearing pointer
may allow some combination of the selections listed above with the
NAV (Navigation) Button
following:
Selects the desired short range navigation source for display on the EHSI. Upon –– DF
power-up, each SG displays navigation information from its primary short range NAV –– LNAV
source. Short range NAV sources are annunciated in green on the left side of the EHSI.
–– ADF
The toggling sequence on the NAV button depends on the short range navigation
equipment installed. ADI (Attitude Director Indicator) DIM Knob (Outer Concentric)
Turning the DIM knob adjusts the overall brightness of the EADI screen. Once the
Typical installations consist of two VHF omnirange (VOR) receivers, pilot’s and reference level is set, photoelectric sensors maintain the brightness level no matter
copilot’s, that are primary sources for their respective symbol generators. For this what the ambient light conditions. The OFF position turns the EADI off and selects the
configuration, the toggling sequence for the NAV button is CROSS-SIDE VOR to composite mode on the EHSI.
PRIMARY VOR repeated. An amber source annunciation is displayed whenever both
sides are using the same source. DH (Decision Height) Knob (Inner Concentric)
The DH knob is used to adjust the value of the decision height that is displayed on
LNAV or FMS Button
the EADI. Rotating the DH knob completely counterclockwise (CCW) removes the
The LNAV or FMS button selects the desired Long Range Navigation (LRN) system decision height from the display.
for display on the EHSI. If more than one LRN system is installed, repeated presses
of the button toggles through the selections available. LNAV sources are annunciated TEST Button (Inner Concentric)
in green on the left side. An amber source annunciation is displayed when both sides Pressing the TEST button while on the ground displays the flags and caution legends
are using the same source. on the EADI and EHSI. These test displays are inhibited while in flight. A magenta
PASS and TEST are displayed on the EADI when TEST is pressed, unless over-
Bearing Pointers (O and ◊) - The EHSI can display two independent bearing pointers.
ridden by an amber FD FAIL message that indicates the flight director is invalid.

In most installations, pressing TEST also engages the radio altimeter test mode.
The test altitude value received from the radio altimeter is displayed on the EADI.

34-34
34-
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

COURSE 1 HEADING COURSE 2

PULL PULL PULL

DIR SYNC DIR

S-76C+C++_AMM_34-61-00_CC3156

Figure 36
Course Heading Control Panel

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation (Continued)


NOTE: A nominal radio altimeter value is also displayed during TEST. Once
airborne, the radio altimeter readout is the only function of TEST.

NOTE:

When the helicopter is on the ground and DH set to between 900 and 990
ft., pressing TEST and the GSPD/TTG button causes the EHSI display to
list maintenance data.


NOTE: If the installation includes a flight director system, pressing TEST while
the helicopter is on the ground, displays a red boxed FD in the upper
left of the EADI.
HSI (Horizontal Situation Indicator) DIM Knob (Outer Concentric)
Rotating the DIM knob adjusts the brightness of the EHSI. Once the reference level
is set, photoelectric sensors maintain the brightness level no matter what the ambient
light conditions. The OFF position turns the EHSI off and selects the composite mode
on the EADI.
WX (Weather Radar) DIM Knob (Inner Concentric)
Rotating the WX knob clockwise (CW) out of the detent OFF position, selects the
WX for display and changes the FULL compass format to the ARC format. Further
CW rotation controls weather radar brightness on the EHSI if the EHSI is in the ARC
format. Full CW rotation brings the WX to maximum brightness.
Whenever the WX knob is past detent and in the brightness control range, MAP range
selection through the remote RNG button is disabled. Range in this case, is controlled
by the weather radar controller. If the display controller becomes invalid, the selected
functions default to the following conditions:
–– FULL HSI with:
• GSPD
• Primary VOR with bearing
–– ADI with:
• Installation defined default airspeed bug
• Altitude and heading with the primary source selected
• SG REV and ADC REV not selected
22 23 24 25 31 33 34 39 45
Course Heading Control Panel
The Course Heading Control Panel is used to adjust the heading bug and course
selection on the EHSI.
COURSE Knob
Rotating the COURSE knob selects the desired course on the associated EHSI.
HEADING Knob
Rotating the HEADING knob selects the desired heading on the both EHSIs.
PULL DIR (Pull Direct) Knob
Pulling the PULL DIR knob actuates the pull direct function that automatically points
the course select arrow on the EHSI at the selected short range navigation aid. For
example, if the pilot pulls the course select knob while displaying a VOR (annunciated
in the upper right corner of the EHSI), the course select arrow automatically points to
the station tuned on the VOR receiver. This function is used when the pilot wants to
fly directly to the VOR.


NOTE: The DIR (direct) function operates only if the VOR is selected on the
EHSI.
PULL SYNC (Synchronization) Knob
Pulling the PULL SYNC knob actuates the PULL SYNC function that automatically
aligns the heading bug with the current helicopter heading (lubber line). This function
is used to set the heading bug when the pilot wants to fly the current helicopter
heading. This function is particularly useful in the ARC or COMPOSITE modes since
the heading bug location may not be visible as it would be on a FULL compass card.
Remote Switches and Controls
Some additional EFIS functions and optional sources are controlled by remote switches
located elsewhere in the cockpit. Refer to the appropriate flight manual supplement
for the location of the switches described below and for a description of any additional
switches not described in this manual.
Airspeed Set Knob
The airspeed set knob is used to set the selected speed bug on the airspeed tape.
Indicated Airspeed (IAS) Select PUSH CHG (Push to Change) Switch
The IAS push to change switch is used to select which airspeed bug (white or cyan) is
to be set with the airspeed set knob.
34-35
R0
 For Training Purposes Only
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation (Continued)
BARO (Barometer) Set Knob
The BARO set knob is used to set the barometric altimeter for barometric pressures in
terms of inches of mercury (in Hg) or hecto-pascals (HPa).
SG REV (Symbol Generator Reversionary) Switch
The SG REV switch allows continued use of all displays after the failure of a single
SG. If an SG has failed, the SG REV switch on the failed side is put in the reversionary
position. This removes power from the malfunctioning SG and provides duplicate
displays from the remaining SG. The SG driving the displays is annunciated in amber
on both EADls.


NOTE: SG REV is always a remote switch that prevents loss of reversionary
capability in the event of a display controller malfunction.


NOTE: If both pilot’s and copilot’s SG REV switches are pressed, the pilot’s
switch overrides the copilot’s.
ATT REV (Attitude Reversionary) and HDG REV (Heading Reversionary) Switches
The ATT REV and HDG REV switches are pressed to respectively display the alternate
attitude or heading information on the EADI or EHSI. Upon initial power-up, each SG
displays attitude and heading from its primary sources. Pressing the ATT REV or HDG
REV button selects attitude or heading information from the secondary source for
display on the EADI or EHSI. Toggling sequences of buttons are dependent on the
number of alternate sources available.
The following sequences are identical for attitude and heading, assuming the primary
source is initially displayed: SECONDARY, PRIMARY, SECONDARY, etc. for two
sources. An amber source annunciation is presented in the appropriate location on
both electronic displays whenever both sides are using the same source.


NOTE: Pressing the HDG REV button while the optional flight director is coupled
in the HDG mode may result in a turn to recenter the heading bug on the
EHSI, since some variation in directional gyro outputs is likely.
ADC REV (Air Data Computer Reversionary) Button
Pressing the ADC REV displays airspeed, altitude and vertical speed information on
the EADI and EHSI from alternate air data computers.
S-76C+/C++
RNG (Range) Button
Toggling the RNG button changes the ranges for the MAP and hover display modes.
Each display has its own display range.


NOTE: The installed WX range controls EHSI range in the ARC mode anytime
weather radar data is displayed.
If WX data is not displayed, the remote RNG button can toggle the MAP display range.
The toggling sequence for the MAP range is: 50, 25, 12.5, 5, 2.5, 1.25, 0.5, 0.25, 150,
100, and then repeats starting at 50. The range is annunciated on the inner range ring.
The actual display range is twice the range shown on the inner ring.
The display range for the EHSI APR HOV or hover display is always controlled by the
RNG button. The toggling sequence for the hover range is 25, 10, 5, 2.5, 1, and then
repeats starting at 25. The range is displayed in the lower right corner of the hover
display.
FD CMD (Flight Director Command) Bars Switch
With an optional flight director installed, pressing this switch toggles the command
bars between single cue or cross pointer styles.
ET (Elapse Time) Switch
Pressing the optional ET switch replaces the groundspeed/time-to-go display on the
EHSI with elapsed time. When elapsed time is displayed, the button toggling sequence
becomes START, STOP, RESET, REPEAT. Selection of the groundspeed/time-to-go
function replaces the time display, however, the timer continues to run if it is started.
COMP MON (Comparison Monitor) RESET Switch
The COMP MON RESET switch is used to reset the EFIS comparison monitor
functions. Pressing the switch removes the miscompare annunciation and resets the
monitors for the next event.
R0


NOTES:

NOTES:

34-36
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

ROLL ROLL PITCH FD

SCALE POINTER SCALE BARS MARKER
BEACON

OM
MM
HDG IAS MM IM

COLLECTIVE
120 ALT 4
CUE
20
3
100 10
2
87 41 60
ALTITUDE
80 1 SCALE
10
ATTITUDE 4000
SPHERE 60
20
9 BARO SET
FLIGHT DIRECTOR MODE DH 100 1240 29.92 (IN OF HG)
ANNUNCIATIONS

DECISION HEIGHT AIRCRAFT ROT SCALE RADIO

AIRSPEED ALTITUDE READOUT AND SYMBOL (SEE NOTE) ALTITUDE
DISPLAY DISPLAY ANNUNCIATOR

ADI SAR MODES LATERAL LATERAL VERTICAL

(GREEN) ARM CAPTURE CAPTURE
DISPLAY (OPTIONAL) (WHITE) (GREEN) (GREEN)

MOT LNV LOC LNV LOC IAS DCL

CLMB AZ BC BC AZ VS ALTP
APR1 VAP NAV HDG VAP GS GP
APR2 NAV ALT VHLD

COLLECTIVE VERTICAL
CAPTURE ARM
(GREEN) N LOC HDG IAS GS (WHITE)
MOT DCL
GA 120 ALT ALTP 4 ALP
GS 20 GS
RA GP
3
GP DCL
VS 100 10
ALT 2
ALTP 87 4160 VERTICAL
80 DEVIATION
1 SCALE
10
4000 GLIDESLOPE /
60 20 GLIDEPATH
S-76C+C++_AMM_34-61-00_CC3157 DEVIATION
9
DH 100 140 1130 LRN
VERTICAL
DEVIATION

EXPANDED
LOCALIZER
NOTE
WHEN NOT TUNED TO AN ILS
FREQUENCY THE RATE-OF-TURN
POINTER AND SCALE IS PRESENT IN
PLACE OF THE EXPANDED LOCALIZER
DISPLAY. S-76C+C++_AMM_34-61-00_CC3158

Figure 37 Figure 38
EADI Functional Divisions EADI Symbol

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED) Full-Time ADI Displays
Operation (Continued) Displays that are always present are described below. The location of each display
Electronic Attitude Director Indicator (EADI) description.
The EADI combines the familiar true sphere-type attitude display with lateral and
Attitude Sphere: The blue and brown attitude sphere moves with respect to the aircraft
vertical computed steering signals to provide the pilot commands required to intercept
symbol to display actual pitch and roll attitude.
and maintain a desired flight path. The EADI provides the following display information:
–– Autopilot (AP) Engage Status (option) Pitch Scale: Pitch is displayed by the relationship of the pitch scale reference marks to
–– Flight Director (FD) Mode Annunciators (option) the aircraft symbol. The pitch scale has white reference marks at 0°, 5°, 10°, 15°, 20°,
–– Roll and Pitch Attitude Pointer and Scale 25°, 30°, 45°, 60° and 90° nose-up and nose-down on the attitude sphere.
–– Marker Beacon Annunciation
Roll Scale: The roll scale is displayed by the relationship of the white moveable roll
–– Comparison Monitor Annunciation “C” index to the fixed roll scale at the top of the EADI. The roll scale has reference marks
–– Glide slope (GS) a 0°, 10° 20°, 30°, and 45° of left and right bank angles.
–– Cross-side Attitude Source
–– Radio Altitude Aircraft Symbol: The stationary miniature aircraft symbol depicts the helicopter attitude
with respect to the moving attitude sphere.
–– Cross-side Air Data Source
–– Expanded Localizer Inclinometer: The EADI uses a conventional inclinometer that provides the pilot with
–– Decision Height (DH) display of helicopter slip or skid information.
–– Flight Director (FD) Command Cues (option)
–– Airspeed Display and Set Bugs Part-Time ADI Displays
–– Altitude Display Several displays are in view only when being used. When not in use, these displays
are automatically removed from the display.
–– Rate of Turn Display

The EADI is divided into the following displays:

NOTE: Most of the displays described in this section are in the ADI display area
of the EADI. Those that are not are noted as such.
–– Attitude Director Indicator (ADI)
–– Flight Director Mode Annunciations (option) Air Data or Attitude Source Annunciation: Depending on the source being displayed,
–– Airspeed Display a source annunciation is present near the right corner of the attitude sphere. A white
source annunciation is shown on the appropriate ADI when the primary (on-side)
–– Altitude Display
source is NOT being displayed. When the primary attitude source is being displayed,
Electrical power of 28 VDC for the pilot EADI is supplied by the PLT EADI circuit as in normal operation, the annunciation is not shown.
breaker of the 28 VDC ESS bus on the lower circuit breaker panel. Electrical power
of 28 VDC for the copilot EADI is supplied by the CPLT EADI circuit breaker of the 28
VDC PRI bus on the upper circuit breaker panel.

34-37
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

ROLL ROLL PITCH FD

SCALE POINTER SCALE BARS MARKER
BEACON

OM
MM
HDG IAS MM IM

COLLECTIVE
120 ALT 4
CUE
20
3
100 10
2
87 41 60
ALTITUDE
80 1 SCALE
10
ATTITUDE 4000
SPHERE 60
20
9 BARO SET
DH 100 1240 29.92 (IN OF HG)

DECISION HEIGHT AIRCRAFT ROT SCALE RADIO

READOUT AND SYMBOL (SEE NOTE) ALTITUDE
ANNUNCIATOR

SAR MODES LATERAL LATERAL VERTICAL

(GREEN) ARM CAPTURE CAPTURE
(OPTIONAL) (WHITE) (GREEN) (GREEN)

MOT LNV LOC LNV LOC IAS DCL

CLMB AZ BC BC AZ VS ALTP
APR1 VAP NAV HDG VAP GS GP
APR2 NAV ALT VHLD

COLLECTIVE VERTICAL
CAPTURE ARM
(GREEN) N LOC HDG IAS GS (WHITE)
MOT DCL
GA 120 ALT ALTP 4 ALP
GS 20 GS
RA GP
3
GP DCL
VS 100 10
ALT 2
ALTP 87 4160 VERTICAL
80 DEVIATION
1 SCALE
10
4000 GLIDESLOPE /
60 20 GLIDEPATH
DEVIATION
9
DH 100 140 1130 LRN
VERTICAL
DEVIATION

EXPANDED
LOCALIZER
NOTE
WHEN NOT TUNED TO AN ILS
FREQUENCY THE RATE-OF-TURN
POINTER AND SCALE IS PRESENT IN
PLACE OF THE EXPANDED LOCALIZER
DISPLAY. S-76C+C++_AMM_34-61-00_CC3158

Figure 39
EADI Symbol

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation (Continued)
When the same attitude sources are displayed on both sides, an amber source
annunciation is displayed on both ADls.
Radio Altitude
The radio altitude is a four digit display with a range of -20 to 2,,550 ft. Display resolution
above 200 ft is in 10 ft increments; display resolution below 200 ft is in 5 ft increments.
Depending on the installed radio altimeter, at altitudes above 2,050 (or 2,550) ft above
ground level, the display is not shown.
Decision Height (DH)
The selected DH is a three digit blue display in the lower left corner of the EADI.
Display resolution between 5 and 200 ft is in 5-ft increments. Above 200 ft, the DH
setting resolution is in 10-ft increments. Total setting range is between 0 and 999 ft.
When the radio altitude is at 50 ft or less above the decision height, the cyan DH
annunciator flashes. When radio altitude reaches and goes below DH, both the DH
annunciator and the radio altitude set digits turn amber.
Marker Beacon
Marker beacon information is displayed in the upper right corner of the EADI above
the barometric altitude display. The markers are standard colors of a blue ‘OM’
(outer), amber ‘MM’(middle) and white ‘IM’. When the marker beacon is received, the
appropriate OM, MM or IM appears and flashes approximately once per second.
Glide slope (GS), Vertical Navigation (VNAV), or Glide path (GP) Deviation
A vertical deviation scale and pointer are automatically displayed on the attitude
director indicator (ADI) for Instrument Landing System (ILS), Microwave Landing
System (MLS) and VNAV when required. Helicopter placement from beam center is
indicated by the relationship of the aircraft symbol to the pointer (i.e. the helicopter is
below glide slope if the pointer is placed upward). For ILS and MLS each dot on the
scale represents 1/3 degree of displacement from beam center. For VNAV, each dot
represents the linear displacement from the computer vertical path center. Scaling is
dependent on the VNAV installed.


NOTE: When the Back Course (BC) knob is selected on the flight director,
the glide slope scale and pointer are automatically removed from the
displays.
22 23 24 25 31 33 34 39 45
Expanded Localizer
Tuning to an ILS/LOC frequency while the VHF omnirange (VOR) is the selected
navigation (NAV) causes the rate-of-turn display to be replaced by an Expanded
Localizer (EX LOC) display. Raw localizer displacement data from the navigation
receiver is amplified 7.5 times so the EX LOC display can be used as a sensitive
reference of the localizer center line. When tuning to other than an ILS/LOC frequency,
the EX LOC display is replaced by the rate-of-turn display.


NOTE: When the back course (BC) mode is selected on the flight director, or
when the selected course is more than 90 from helicopter heading, the
expanded localizer deviation is automatically reversed to provide proper
deviation sensing with respect to the localizer centerline.
Rate-of-Turn (ROT)
By tuning to other than an ILS/LOC frequency the Rate-Of-Turn (ROT) is displayed at
the bottom of the EADI. Alignment of the turn needle with the left or right index (“dog
house”) indicates a standard rate of turn (i.e. 3 °/sec).
Flight Director (FD) Modes (Option)
FD vertical and lateral modes are annunciated along the top of the EADI. Armed
vertical and lateral modes are annunciated in white. Captured mode annunciators are
displayed in green. Lateral modes are displayed in the top left center of the display,
vertical modes are shown in the upper right center.
Flight Direct or Command Cues (Option)
FD steering commands are presented using cross pointers or a single cue. When a
flight director mode is engaged, the cross pointers or single cue come into view. To
satisfy the flight director steering commands, the aircraft symbol is flown to center the
cross pointers on the symbol or to align the symbol with the single cue. Depending on
the flight director installed, loss of valid pitch or roll information biases the cue(s) out
of view.


NOTE: The display of cross pointer versus single cue is determined by SG
installation wiring.


NOTE: An optional single cue/cross pointer switch may be installed that allows
cue style selection at the pilot’s discretion. Refer to the display controller
description.
––
34-38
R0
 For Training Purposes Only S-76C+/C++

Vmo IAS BUG SYMBOL

70 LOC AND READOUT
GS
MOT DIGITAL
AIRSPEED DCL
SCALE 120 ALT ALTITUDE
4
READOUT ALTP
ALTITUDE
IAS DIGITAL
READOUT 20 TREND
VECTOR
BELOW 3
100 10,000 FEET
INDICATOR 10
ALTITUDE
CYAN IAS IAS REFERENCE 2 REFERENCE
BUG
87 LINE
41 60 LINE

80
AMBER IAS BUG AIRSPEED TREND
1
(NOT SETTABLE) VECTOR 10
4000
60 GROUND
WHITE IAS BUG AWARENESS 20
CUE
9 BARO SET
DH 100 1130 mb
in-HG

S-76C+C++_AMM_34-61-00_CC3160
S-76C+C++_AMM_34-61-00_CC3159

Figure 40 Figure 41
Indicated Airspeed Display Altitude Scale

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED) Vne Range (CAA only): The Vne range is an amber region shown at the beginning of
Operation (Continued) the Vmo area. Vne depicts the region from Vne to Vmo less 10 Kts or Vne less 10% of
Vmo (whichever is less).
Collective Cue and Scale (Option)
Selecting a collective vertical mode on the flight director brings the collective cue and IAS Scale and Digital Readout: The IAS scale and digital readout are displayed
scale into view on the left side of the ADI. The yellow collective cue displays collective anytime a valid DADC is selected. The scale is white and the digital readout is green.
commands from the flight director. The vertical mode that is controlled by the collective The scale range is 0 to 450 Kts. The digital readout turns red if the IAS exceeds the
is annunciated in green above the scale identification. The command is satisfied Vmo indicator. The 0-30 kts range is displayed in amber to indicate that airspeed data
by moving the collective stick as required to center the cue between the magenta is unreliable in this region.
triangles. SAR (Search and Rescue) Modes (Option): If SAR modes are available;
they are displayed on the upper left side of the display, when they are engaged.

NOTE: The airspeed scale can be displayed with large numbers at the top
or bottom of the display. This location is determined at installation. If
They include the following: large numbers are displayed at the bottom, no airspeed trend vector is
–– MOT (Mark on Target) provided.
–– CLMB (Climb) Airspeed Trend Vector: The magenta trend vector provides an indication of IAS when
–– APR1 (Approach stage 1) airborne. The trend vector is inhibited for airspeeds below 30 Kts IAS.
–– APR2 (Approach stage 2)
Altitude Display
Indicated Airspeed (IAS) Display The barometric altitude display contains the functions described below.
The IAS contains the functions described below. for the location of each element
described. IAS Speed Bug Definitions: Barometric Altitude Scale and Digital Readout: The altitude scale and digital readout are
displayed anytime a valid DADC is present. The white scale has a range from -5,000 to
Speed Bug Set Range 65,000 ft, with index marks every 100 ft. The five-digit readout is green. A V-shaped
Cyan triangle > 30 to 220 Kts notch marks every 500 ft. Below 0 ft, an amber ”N” is displayed in the left most digital
readout location to annunciate negative altitudes. White diagonal dashes replace the
White arrow > 30 to 220 Kts
ten thousand digit below 10,000 ft. The whole thousand altitudes are marked by a
Amber arrow > Non-settable. This bug is always 10 Kts > the white bug. double chevron on the altitude tapes. The half thousand (500 ft) altitudes are marked
by a single chevron. When flying either a whole or half thousand altitude value, the
Three IAS bugs move along the airspeed scale. Each bug set value is shown in the chevrons fit around the digital altitude readout window.
IAS bug readout box above the airspeed tape for 5 seconds after it is set. The IAS
readout box is always the same color as the bug being set. The bugs are set and BARO (Barometric) Set Display: The cyan BARO set value is displayed below the
controlled with the remote mounted airspeed set and bug select controls. On powerup, altitude scale whenever BARO set and BARO altitude are valid. The display can be
the white bug is set at 35 Kts, the cyan bug is at 220 Kts. inches of mercury (in Hg). Barometric pressure is set by a BARO knob and values
between 00.01 and 31.00 in Hg, or 1 to 1,051 millibars (mb) can be displayed. If the
Maximum Operation Velocity Indicator: The red maximum operation velocity indicator BARO set or altitude information is invalid, the display is removed.
Vmo moves up and down the IAS scale to indicate the maximum operating velocity
(airspeed) as calculated by the Digital Air Data Computer (DADC).

NOTE: The pilot’s BARO set knob controls only DADC 2 BARO and the copilot’s
BARO set knob controls only DADC 1 BARO.

34-39
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

MM
140 1300
4

120 10 3

20 2
100 12 00
1
80
30
MM 1000
140 LOC DCL 1300

GS 4 60 45 3

20
120 3
10
2 S-76C+C++_AMM_34-61-00_CC3162

100 12 00 Figure 43
1 EADI in Declutter Mode
80 10 COMPARISON ATT REV
1000 MONITOR ANNUN ANNUN

20
9
60 96 MM
DH 200 200 120 4
20 SG REV
ATT 1 3 ANNUN
C
100 10 SG 1
2
87 41 60
80 1
S-76C+C++_AMM_34-61-00_CC3161 10
4000
60 20
9
DH 100 1240 1130

S-76C+C++_AMM_34-61-00_CC3163

Figure 42 Figure 44
EADI on ILS Approach EADI Caution Annunciations

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation (Continued)


NOTE: The BARO set display is normally selected to be in inch Hg or mb at the
time of installation. In some installations, the selection could be made
with a cockpit mounted switch.


NOTE: The actual range of the BARO set is determined by the installed ADC.
Ground Awareness Indicator: An amber tape indicator is displayed when the radio
altitude is below 300 ft to warn the pilot of the helicopter’s proximity to ground. At
50 ft radio altitude, the top of the indicator is aligned with the bottom of the digital
altitude window. On the ground, the two indicator tick marks align with the bottom
of the window. Altitude Trend Vector: The cyan altitude trend vector originates at the
altitude reference line. It indicates the current altitude rate and predicts the altitude
expected in 6 seconds. The vector is segmented approx 500 ft/min. blocks. When the
trend vector reaches or exceeds 1500 ft/min. (3 segments) a small bar is placed in the
end of the vector. Altitude rate is an output of the DADC.
EADI Typical Approach Display
The EADI during a typical ILS approach.
EADI Declutter Display
The declutter display removes certain symbology when the following pitch or roll limits
are exceeded:
–– Pitch: +30° or greater: -20° or lower
–– Roll: ± 65° are exceeded
The normal declutter symbology includes the following:
–– Attitude sphere
–– IAS scale with Vmo
–– Barometric (BARO) altitude scale with ground proximity
–– Comparator monitor “C”
When the declutter display is presented, the following functions are removed from the
display:
–– IAS bugs and digital readouts
–– Flight director (option) cue and mode annunciation
–– Vertical deviation scale
–– Radio altitude decision height (DH) set
–– Expanded localizer with rate of turn scales
EADI Caution Annunciators
The conditions described below result in amber caution annunciations. For the location
of each caution element described.
Common Attitude Source: When both pilot and copilot display the same attitude
source, an amber source annunciation is presented in the right corner of both EADls. If
the pilot and copilot swap sources (i.e. both use their secondary source), white attitude
annunciations are present.
Common Symbol Generator (SG): When in the SG REV mode, one symbol generator
is driving both the pilot’s and copilot’s display tubes. In this mode, a reversionary
annunciation is given in amber indicating the display source. This annunciation
appears in the right side of the attitude sphere and displays SG1 or SG2 depending
on which symbol generator is the source.
Decision Height (DH): When the radio altitude is below the selected DH, the DH
annunciator, the numerical DH value set, and the radio altitude data all turn amber.
Comparison Monitor: The input data selected by the pilot and copilot is compared in
each symbol generator, if the difference (split) between the selected data exceeds
predetermined level, a flashing amber “C” is displayed in the upper left corner of the
altitude sphere. The flashing stops after 5 seconds. The “C” can then be removed and
reset with the external COMP MON reset button. The upper left corner of the EHSI
annunciates the miscompare condition.

34-40
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

TEST ATTITUDE
ANNUNCIATOR FAIL
FLIGHT
DIRECTOR
FAIL

FD

TEST

IAS
FAIL ATT
I G A ALTITUDE
A L FAIL SG
S
S T

GS (GP)
FAIL

RA
LOC

LOC (AZ) RADIO

FAIL ALTITUDE

S-76C+C++_AMM_34-61-00_CC3165
S-76C+C++_AMM_34-61-00_CC3164

Figure 45 Figure 46
EADI Failure Annunciations Display System SG Failure

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED) Horizontal Situation Indicator (HSI) Display: The HSI display provides compass
Operation (Continued) displays and also map and weather information.
EADI Failure Annunciations
Vertical Speed (VS) Display: The VS display is an analog scale with a pointer and
The conditions described below cause red failure annunciations to be displayed. digital readout of vertical speed from the digital air data computer (DADC).

Attitude Failure: In the event of an attitude source failure, the pitch scale and roll
pointer are removed, the sphere changes to entirely blue and a red ATT is displayed
in the middle of the sphere.

Glide slope (GS), Expanded Localizer (EX LOC) and Rate-of-Turn (ROT) Failures: In
the event of a failure of any of these systems, the pointer and scale are removed. A
red GS, LOC and ROT annunciation are displayed in place of the pointer and scale.

Indicated Airspeed (IAS) and Altimeter Failure: IAS or altimeter failures are indicated
by the removal of the respective scale and a red IAS or ALT annunciation is displayed.

Radio Altitude (RA): If the RA fails, the radio altitude data is removed and is replaced
with a boxed red radio RA annunciation.
VERTICAL
HSI
Symbol Generator (SG) Failure Annunciation: In the event of internal SG failures, a SPEED
DISPLAY
red SG is displayed in the center of the EADI and/or EHSI DISPLAY

Flight Director (FD) Failure (if installed): Flight director failures are indicated by the
removal of the FD modes and cues, a red FD annunciation is displayed in the upper
left corner of the EADI.

Symbol Generator Failure: Certain failures in the SG are shown by a red SG on the EADI
and/or EHSI.

Electronic Horizontal Situation Indicator (EHSI)

The electronic horizontal situation indicator (EHSI) combines numerous displays that
provide a map-like display of helicopter position. The indicator displays helicopter
displacement relative to VOR radials, long range navigation (LRN) tracks or localizer
S-76C+C++_AMM_34-61-00_CC3166
inputs. The desired display (full compass, partial compass. partial compass with map
or weather) is selected using buttons on the display controller. The EHSI is divided into
two functional areas. Electrical power of 28 VDC for the pilot EHSI is supplied by the
PLT EHSI circuit breaker of the 28 VDC ESS bus on the lower circuit breaker panel.
Electrical power of 28 VDC for the copilot EHSI is supplied by the CPLT EHSI circuit Figure 47
breaker of the 28 VDC PRI bus on the upper circuit breaker panel. EHSI Functional Divisions

34-41
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

NAVIGATION SOURCE DME HOLD HEADING HEADING COMPASS LRN MSG

ANNUNCIATOR ANNUNCIATOR SELECT SOURCE SYNC ANNUN
BUG
TARGET ALERT

DISTANCE HEADING SET

BUG READOUT
WAYPOINT / FMS MAG2 MSG T
63.9 H +10 000 COURSE / DESIRED
DME IDENT TRACK POINTER
DRK 3
N 2
LRN APP ANNUN 33 3 BRG #1 POINTER
APP
1 TO / FROM ANNUN

W 30

6
F L LATERAL DEV SCALE
M O 250

E
S C BRG #2 POINTER SRN
1 1

12
24
1
BEARING SOURCE TX 21 15
ANNUNCIATORS 2
Y V S
PREVIEW POINTER
DTK
3
GSPD
060 7 83 WIND DISPLAY

COURSE / COURSE DEVIATION BARAIRCRAFT SYMBOL

DESIRED
TRACK
HEADING
SOURCE
ANNUNCIATOR

MAG 1 / 2
HDG 1 / 2
DRIFT ANGLE BUG DG 1/ 2
TRU 1 / 2

FMS MAG2 MSG T

63.9 H +10 000
NAV SOURCE DRK 3
N 2
ANNUNCIATOR
33 3
APP
1
SRN LRN

W 30

6
F L
VOR 1 / 2 FMS M O 250

E
FMS 1 / 2 S C
ILS 1 / 2 1 1

12
RNV 24
1
RNV 1 / 2 RNV 1 / 2 TX 21 15
2 TIME-TO-GO,
Y V S
MLS VLF DTK
3 GROUNDSPEED,
MLS 1 / 2 VLF 1 / 2 GSPD OR ELAPSED
060 7 83 TIME DISPLAY
B / C1 INS
B / C2 INS 1 / 2 TTG
42
LOC
GSPD
120

H1 20
BEARING POINTER WX TRANSMIT
SYMBOLOGY ANNUNCIATOR
SOURCE SYMBOL
VOR V
ADF A
LRN L
DF D S-76C+C++_AMM_34-61-00_CC3167

Figure 48
HSI Full Compass Display

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00) course and heading or actual heading.
(CONTINUED)
Compass Card
Operation (Continued)
Heading information is displayed on a rotating compass card (sometimes called the
HSI Displays heading dial) that is graduated in 5 degree increments. Fixed heading indexes are
Compass Display Summary, the following list highlights the symbology on the full located at each 45 degree position.
compass:
–– Aircraft Symbol Compass Synchronization (SYNC)
–– Heading When the on-side heading source is selected, is valid, and is not in directional gyro
–– Course Select (DG), the +/v annunciation of the compass flux valve magnetic slewing activity is
shown.
–– Course Deviation
–– Distance Heading Select Bug and Heading Select Readout
–– Groundspeed The notched cyan heading bug is positioned around the rotating compass card by the
–– To/From Selected VOR heading select knob on the Course Heading Control Panel. A digital heading select
–– Desired Track readout is also provided for convenience in setting the heading bug.
–– Bearing 1 and 2
Course Deviation Indicator, Course Select Pointer, and Course Select Readout
–– Heading Select
–– Time-To-Go The course deviation bar represents the center line of the selected navigation or
localizer course. The aircraft symbol pictorially shows helicopter position in relation
–– Heading and Navigation Source Annunciations to the displayed deviation. For VHF omnirange (VOR), each dot represents five of
–– Comparator Monitor Annunciations deviation on the lateral deviation scale. For Instrument Landing System (ILS), each
–– Vertical Speed dot represents about one degree of deviation. For Flight Management System (FMS),
–– Wind Display each dot represents 2.5 NM from center line. A digital course select readout is also
–– Drift Angle Bug provided for convenience in setting the course select pointer. When FMS is displayed,
the selected course is replaced with the desired track.
–– Preview Course Pointer
–– VOR/WPT (Waypoint) Identifier Distance Display: The distance display indicates the nautical miles to the selected
–– Flight Management System (FMS) Message Annunciator VOR/Distance Measuring Equipment (DME) station or FMS waypoint. For the VOR/
–– Weather Radar (WX) Transmit Annunciator DME, the distance is displayed in a 0 - 399.9 NM range. For the FMS, the distance
ranges are O - 99.9 NM and 100 - 3,999 NM. If the DME is put in HOLD, an amber H
Partial Compass Display Summary, partial compass displays are capable of displaying the is shown next to the distance readout.
following additional information:
–– Weather Radar Navigation Source Annunciators
–– 90° ARC and Navigation Map The navigation source is annunciated in the upper left side of the display. Navigation
sources are displayed in green. Normally, they are shown in green. If the pilot and
Full Compass Display copilot are displaying the same source, the annunciator is amber. If available, the
Aircraft Symbol waypoint or navigation station identifier are displayed below the navigation source
The aircraft symbol gives a reference of the aircraft position in relation to the selected annunciation.

34-42
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

NAVIGATION SOURCE DME HOLD HEADING HEADING COMPASS LRN MSG

ANNUNCIATOR ANNUNCIATOR SELECT SOURCE SYNC ANNUN
BUG
TARGET ALERT

DISTANCE HEADING SET

BUG READOUT
WAYPOINT / FMS MAG2 MSG T
63.9 H +10 000 COURSE / DESIRED
DME IDENT TRACK POINTER
DRK 3
N 2
LRN APP ANNUN 33 3 BRG #1 POINTER
APP
1 TO / FROM ANNUN

W 30

6
F L LATERAL DEV SCALE
M O 250

E
S C BRG #2 POINTER SRN
1 1

12
24
1
BEARING SOURCE TX 21 15
ANNUNCIATORS 2
Y V S
PREVIEW POINTER
DTK
3
GSPD
060 7 83 WIND DISPLAY

COURSE / COURSE DEVIATION BARAIRCRAFT SYMBOL

DESIRED
TRACK
HEADING
SOURCE
ANNUNCIATOR

MAG 1 / 2
HDG 1 / 2
DRIFT ANGLE BUG DG 1/ 2
TRU 1 / 2

FMS MAG2 MSG T

63.9 H +10 000
NAV SOURCE DRK 3
N 2
ANNUNCIATOR
33 3
APP
1
SRN LRN

W 30

6
F L
VOR 1 / 2 FMS M O 250

E
FMS 1 / 2 S C
ILS 1 / 2 1 1

12
RNV 24
1
RNV 1 / 2 RNV 1 / 2 TX 21 15
2 TIME-TO-GO,
Y V S
MLS VLF DTK
3 GROUNDSPEED,
MLS 1 / 2 VLF 1 / 2 GSPD OR ELAPSED
060 7 83 TIME DISPLAY
B / C1 INS
B / C2 INS 1 / 2 TTG
42
LOC
GSPD
120

H1 20
BEARING POINTER WX TRANSMIT
SYMBOLOGY ANNUNCIATOR
SOURCE SYMBOL
VOR V
ADF A
LRN L
DF D S-76C+C++_AMM_34-61-00_CC3167

Figure 49
HSI Full Compass Display

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation (Continued)
TO/FROM Arrow
An arrowhead in the center of the EHSI Indicates whether the selected course takes
the helicopter TO or FROM the station or waypoint. The TO/FROM arrow is not in view
during localizer operation.
Heading Source Annunciation
When present, the heading source annunciation is located in the top left of the HSI.
The secondary heading source is displayed in white when the pilot and copilot sources
are not the same. If the heading sources are the same, the annunciation is amber. The
primary heading source is not annunciated.
Wind Display
Wind information is provided by a single green vector that shows the direction of the
wind relative to the airplane symbol. The wind velocity must be 1 knot or greater for
display. Wind information is supplied from the installed long range navigation system.
If the long range navigation is incapable of supplying wind data, no wind data is
displayed.
Part-Time HSI Compass Displays
The displays that are present only when in use.
Bearing Pointer Source Annunciations: The bearing pointers indicate bearing to the
selected navaid or waypoint. Two bearing pointers can be selected from the display
controllers to either navaids or OFF. When in the OFF position, the bearing pointer and
annunciator are removed from the EHSI display. The bearing source annunciations
are symbol and color coded to the bearing pointers. When the bearing pointer for
the short range navigation source is invalid, or a localizer (LOC) frequency is tuned,
the respective bearing pointer is removed. Bearing pointers for long range navigation
sources are also removed when sources are invalid.
Time-To-Go (TTG), Groundspeed (GSPD) and Elapsed Time (ET) - TTG, GSPD and
ET are displayed when selected and are supplied from the sources listed below.


NOTE: On the hover display, only GSPD is available.
Drift Angle Bug: If an appropriate LRN system is selected for display, the drift angle is
displayed as a green T that is located on the perimeter of the compass card.
22 23 24 25 31 33 34 39 45
The drift angle bug indicates the direction of helicopter drift if crosswinds are left
uncompensated.
The drift angle bug is visible in FULL, ARC, or MAP compass formats. The helicopter
is on desired track (DTK) when the drift angle bug position (i.e. actual track) equals the
selected desired track readout and the crosstrack deviation is zero.
If the actual track does not equal the DTK, the drift bug is displaced in the direction
of helicopter drift, and the crosstrack deviation gradually increases. The drift angle is
read between the bug and the lubber line. To compensate for the drift angle, helicopter
heading must be adjusted to place the drift angle bug over the DTK value.
If the actual track equals DTK, but the crosstrack deviation is other than zero, the
helicopter is flying parallel to the DTK. Heading adjustments are necessary to intercept
the DTK and then remain on it with drift correction.
Desired Track (DTK): When a long range navigation system is selected for display, the
course pointer becomes a DTK pointer. The position of the DTK pointer is controlled
by the long range navigation system. A digital display of DTK replaces the selected
course (CRS) readout.
Weather Radar (WX) Annunciations: When the WX is ON and selected, variable
(VAR), target (TGT) and transmitting (TX) are displayed. Display of the actual WX
modes selected using the WX controller are only shown on the ARC and MAP formats.
The magenta TX annunciation is shown when the weather radar is transmitting but the
WX is not selected for display.
LRN Message Annunciators: Two LRN messages are displayed. When the LRN has
a status message, a flashing amber MSG is displayed on the upper right of the HSI.
When the LRN is in the approach (APP) phase, a cyan APP is displayed on the left
side of the HSI.
34-43
R0
 For Training Purposes Only S-76C+/C++

DME
+10 001
000 4.8
3
3 ILS2
N 2
2 33 3
1
1 VERTICAL SPEED POINTER

W 30

6
I 160
L

E
240 S
2

12
24
CURRENT VALUE 1
1 21 15
A S 2
2 3
3 CRS GSPD
ET 000 9 80
7 15:34

S-76C+C++_AMM_34-61-00_CC3170
S-76C+C++_AMM_34-61-00_CC3168

Figure 50 Figure 52
Vertical Speed Display HSI in Approach Mode

DME FMS
+10 +10 353
30.0 353 21.7
3
VOR2 3 DRK
N N 2
3 2 33 3
33 APP
1 1

W 30

6
W 30

V 160 F V 160
O M O

E
E

R S R
2 1 2

12
24
12
24

1 1
TX 21 15 TX 21 15
2 2
V S V S
3 3
CRS GSPD DTK GSPD
000 9 130 000 9 130

S-76C+C++_AMM_34-61-00_CC3169 S-76C+C++_AMM_34-61-00_CC3171

Figure 51 Figure 53
HSI in Cruise Mode HSI Preview Display

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation (Continued)
Preview Course Pointer (if available): The short range navigation (SRN) magenta
preview course pointer is displayed when the following sequence of events occur:
First
–– An LRN source is displayed on the HSI
–– The long range navigation (LNV) is the flight director mode displayed on the EADI
–– The appropriate VOR/LOC frequency (or MLS channel) on the on-side NAV
receiver is tuned
Vertical Speed (VS) Display
The Vertical Speed (VS) display has a white scale and cyan pointer that is in view when
the vertical speed input from the selected DADC is valid. The scale range is (3,200 ft/
min. The pointer parks at the end of the scale for vertical speed values greater than
(3,200 ft/ min. A cyan digital display indicates the absolute value of the VS from 100 to
9,999 ft/min. The resolution is 20 ft/min from 100 to 300 ft/min, 50 ft from 300 to 1000
ft/min, and 100 ft/min above 1,000 ft/min.
Typical HSI Full Compass Display Presentations
A typical HSI display in the cruise mode and the display in the approach mode.

Second Typical Preview Display

–– NAV is selected on the display controller A magenta preview course pointer and its course deviation information is shown to the
pilot for a preview of data prior to its use.


NOTE: A flight director system with the capability of LRN capture and tracking
must be installed for the preview mode to operate. The preview navigation source (VOR/LOC) is annunciated to the right of the navigation
source annunciator. When the preview mode is selected, the FMS desired track digital
The course pointer can be rotated using the course heading control panel COURSE
readout is changed to preview course readout and is displayed in magenta while the
knob. The HSI digital course display is also shown in magenta (for 5 seconds after
course pointer is in motion and for 5 seconds after that.
course rotation) and is changed as the preview course pointer is rotated. The preview
course deviation bar responds to VOR/LOC signals as appropriate. When ready
to transition from long range navigation to short range navigation, the pilot should
disengage the flight director LRN to cause the LNAV HSI display to be replaced by the
preselected short range navigation display.

The magenta preview course pointer is removed. The pilot can immediately re-engage
the flight director NAV mode, that functions in the normal ARM/CAP sequence for
short range navigation operation. Should the pilot choose not to transition to the pre-
selected short range navigation, the magenta preview display can be removed by
pressing the LNAV button on the display controller.

NOTE: Short Range Navigation (SRN) course preselect capability is dependent

on the Long Range Navigation (LRN) and flight director installation.
Refer to the FAA approved flight manual or supplement for specific
information.

34-44
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

TGT OR VAR ANNUNCIATOR

HEADING
TGT TARGET ALERT
SELECT
-GREEN SELECTED
DME HOLD BUG
-AMBER LVL 3 TGT DETECTED
VAR VARIABLE GAIN (AMBER)
COURSE SELECT WEATHER LUBBER LINE
OUT-OF-VIEW

HEADING SELECT
READOUT
TYPICAL WX MODE
DME MAG2 T
ANNUNICIATIONS 000
24.7 H +10 HEADING SELECT
GREEN KPB1 OUT OF VIDEO
FSBY 3
WAIT N 2
STBY
3 1
WX 33 RANGE RING
WX / T
WX / R
R/T
GMP1 V 240
MAP MD-RANGE
GMP2 O DME
TEST R SELECTION
30.0 +10 353
CR1 1 50 1
CR2 2
VOR2
WX
V Y 3
AMBER 3o 3
WX CRS 7 GSPD N 2
GCR TO
035 83 3 1
FAIL 33
ROC
ERR!

MAGENTA
TX V 240
TO / FROM ANNUN WX TILT O
R
2 1
LIGHTNING BEACON RASTER WX VARIABLE
BOLTS RETURN GAIN 2
V
3
CRS 9 GSPD
TO
040 130
DME TRU1 T
24.7 H 000
KPB1
3
N 2
3 1
33
S-76C+C++_AMM_34-61-00_CC3173

WX MODE V 240
O
WX TILT R WX RANGE
1 50 1
WX 2
BEACON TYPE V 6.1AY
AND CODE 3
4P16A
CRS TO 7 GSPD
035 LX / L 83

LIGHTNING BEACON DECODE

ANNUNCIATOR TRIANGLE S-76C+C++_AMM_34-61-00_CC3172

Figure 54 Figure 55
HSI Arc Mode Display Annunciators Typical HSI Arc Mode Display

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED) WX and GMAP Return Color Codes
Operation (Continued) Function WX GMAP Level
HSI Arc Displays 0 Black Black Level
Selection of the ARC mode is done using the FULL/ARC button on the display 1 Green Cyan Level
controller. The ARC mode replaces the full HSI compass with an expanded 90° ARC 2 Yellow Yellow Level
format.
3 Red Magenta Level
Most of the HSI ARC display symbology is the same as the full compass. The displays 4 Magenta N/A
that operate in conjunction with the ARC mode are described below. Turbulence Dim White N/A
Range Rings REACT Cyan N/A
Range rings are displayed to determine the distance of radar returns, navaids and Dead Zone N/A Red
waypoints from the helicopter. The compass card boundary acts as the outer range Antenna Sweep Yellow Yellow
ring and corresponds to the selected range on the WX radar. Position

A mid-range ring, located midway between the aircraft symbol and the outer ring,
appears when a MAP mode has been selected or when WX radar is being displayed
in either the ARC or MAP modes. The range value of the middle ring is displayed at the
far right end of the ring. Depending on what is selected for display, range is selected
by either the WX radar controller or the EFIS range control button.
Course/Heading Select Out-of-View
The course/heading out-of- view arrow is displayed near the compass ring to indicate
the closest direction to either the course pointer or heading bug. The course arrow is
yellow and is displayed on the inside of the compass ring. The heading arrow is cyan
and is displayed outside the ring.
TO/FROM
The To/From is annunciated with a TO or FR next to the digital course display.
Weather Radar (WX) (Option)
WX and ground mapping (GMAP) information from a typical weather radar can be
displayed in the ARC mode. The colors used for various weather radar returns are
listed below.
NOTES:
1. Level 0 through 4 denote radar target return values.
2. The functions listed are not available on all radars.
There are two weather radar annunciations on the left side of the HSI: the WX mode
annunciation, and the WX tilt annunciation. These annunciations appear whenever
the weather radar supplies that information. Variable gain is annunciated at the top of
the EHSI.
If variable gain is selected for weather radar, an amber boxed V appears. If the target
alert function is selected for weather radar, a cyan boxed T appears. Target alert is
selectable in all but the 300 mile range. When selected, target alert monitors beyond
the selected range and 7.5 on each side of the helicopter heading. If a return with
certain characteristics is detected in the monitored area, the target alert legend on the
EHSI changes from the cyan boxed T armed condition to the amber boxed T warning
condition. Selecting target alert forces the system to preset gain. Target alert can
be selected only in the WX mode. In order to activate the target alert/warning, the
target must have the depth and range characteristics shown below. And it should be
noted that while target alert is functional at the ranges shown, it is improbable that a
realistic target would be strong enough to be detected if its range exceeds five times
the displayed range.

34-45
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

DME DME
30.0 +10 353 30.0 +10 353
VOR2 VOR2
3 3
N 2 N 2
3 1 3 1
33 33

V 240 V 240
O O
R 50 R
2 1 2 1
25
TEST 2 WX 2
V V
-6 o 3 -6 o 3
CRS 9 GSPD CRS 9 GSPD
TO TO
040 130 040 130

S-76C+C++_AMM_34-61-00_CC3174 S-76C+C++_AMM_34-61-00_CC3175

Figure 56 Figure 57
Weather Radar TEST Pattern in HSI ARC Mode Weather Pattern in HSI ARC Mode

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED) WX/R: The green WX/R annunciator indicates the rain echo attenuation compensation
Operation (Continued) technique (REACT) mode is selected for the radar system. The REACT display is
compensated for attenuation of the radar signal as it passes through rainfall.
Target Alert Characteristics
Selected Range (NM) Target Depth (NM) Target Range (NM) WX/T: The green WX/T annunciator indicates that the Turbulence mode has been
5 2 5 - 155 selected. WX/T acts identically to the WX indication except that areas of turbulence
are shown in low intensity flashing white.
10 2 10 - 160
25 4 25 - 150 R/T: The green R/T annunciation indicates that both REACT and Turbulence modes
50 4 50 - 150 are selected.
100 6 100 - 175
FSBY: The green FSBY annunciator indicates the forced stand by mode that is caused
200 6 200 - 250 by the Weight-On-Wheels (WOW) signal being in effect.
300 Inactive
ROC: The amber ROC annunciator indicates the roll offset compensation adjustment
All radar mode annunciations can be displayed in the ARC and MAP modes. may be performed.

NOTE: The radar modes described may not be available in any one system.
TX: The magenta TX for the full compass display means the weather radar is
transmitting. For the ARC and MAP displays, the TX means the weather radar is
transmitting and weather radar has not been selected on the Display Controller.
FAIL: The amber FAIL annunciator indicates that a radar fault has been detected. This
annunciation only occurs during radar TEST mode.
GCR: The amber GCR indicates that ground clutter reduction has been applied to the
WX mode. This annunciation times out after 10 seconds.

WAIT: The green WAIT indicates that the magnetron is warming up.
STBY: The green STBY indicates the antenna is stowed in a tilt-up position and is
neither scanning nor transmitting.
TEST: The green TEST indicates that the radar test mode is active. This annunciation
is only green. If a failure is detected while in the TEST mode an amber FAIL replaces
TEST.
WX: WX, when green, indicates the radar system is set for enroute weather detection.
When WX is amber, a radar fault has been detected. If the radar TEST mode is
selected and then exited, the amber WX is cleared.
GMP1, GMP2, CR1 or CR2: These green annunciators indicate the radar system is
in the GMAP mode. Weather returns are reduced, and ground returns are enhanced.
ERR!: The amber ERR! annunciation indicates selection of an invalid combination of
weather functions.
BEACON: The white BEACON annunciation indicates data is being supplied per
beacon radar.
TILT: Below the radar mode annunciator are WX tilt annunciations. Tilt annunciations
are not present in the FULL compass format. If a WX fault is detected, a WX fault code
is displayed in place of the tilt angle.
The normal WX tilt annunciation indicates the angle of the weather radar antenna
position in positive degree for tilt up, and negative for tilt down. The display limits are
±15°.
Tilt indications are annunciated in green. When auto-tilt (if available) is selected on
weather radar controller, the letter A is displayed next to the tilt angle. If auto-tilt is not
selected, the auto-tilt subfield is blank.

34-46
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

DME
21.3 359
VOR2 +10
3
N 2
3 1
33

V 240
O PHX
R
2 25 1
2
3
MAG2 CRS 9 GSPD
DME TO
359 028 130
21.3 +0
SRP
3
VOR / DME NAVAID N
SYMBOL 2
3 1
33 OUTBOARD S-76C+C++_AMM_34-61-00_CC3177
COURSE FROM
VOR STATION
V 240 Figure 59
O
R
PHX HSI Map with VOR with Station of View
1
INBOUND SELECTED
1 25 COURSE TO VOR
2 STATION
V
3
CRS 35 TTG
TO
028 15
DME
30.0 353
VOR2 +10
3
N 2
LATERAL DEV SCALE 3 1
AND POINTER 33

S-76C+C++_AMM_34-61-00_CC3176 240
V
O
R
2 25 1
2
3
CRS 9 GSPD
TO
040 130

S-76C+C++_AMM_34-61-00_CC3178

Figure 58 Figure 60
HSI ARC with SRN (VOR) Map Format HSI Map VOR With Station Out of View

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation (Continued)
When FAIL is displayed in the radar mode field, the tilt angle field is used to display
radar hexadecimal fault codes (00 through FF).
Lightning - Lightning (LX), when installed, displays lightning bolts in conjunction with
the weather radar information. Under normal conditions, an LX mode annunciation is
displayed near the weather mode displays.


NOTE: The course deviation indicator operates as a fixed card indicator. When
VOR or LOC frequencies are selected on the NAV receiver, helicopter
heading, desired course, and the helicopter’s physical position must be
considered when using the deviation indicator.
In SRN map, the VORTAC or VOR/DME station selected for display appears as a
magenta VOR symbol when the bearing and distance of the station are valid and
within the perimeter of the map display. If the station becomes invalid, the symbol and
deviation diamond are removed and a red X is placed over the deviation scale.

HSI MAP Displays When a magenta selected course reference line traverses the VOR symbol its
Three types of map displays can be selected using the display controller MAP button. orientation corresponds to the course selected on the course heading control panel
They are: (as shown by the digital CRS readout) the solid portion of the line represents the TO
course; the dashed segment represents FROM course. This representation scheme
–– ARC Map makes estimating course intercept angle and distance easier. When the station symbol
–– 360° Heading-Up Map (Optional) is outside the lateral limits of the display, the course reference line includes an arrow
–– North-Up Map (Optional) pointing toward the station.
–– Hover Maps The bearing knobs on the display controller are used to select VOR stations and/


NOTE: The heading-up and north-up maps are optional and depend on the or LNAV waypoints for bearing marked display. Bearing markers appear as VOR
installation. or waypoint symbols and are color coded according to the bearing knob. Setting
ARC Map a bearing knob to the displayed VOR overlays the magenta VOR symbol with the
appropriate bearing marker (blue and/or green). When distance or bearing become
The ARC map is similar to the HSI ARC display except SRN or LRN map data has invalid, the invalid marker is removed from the display. Moving a knob to the OFF
been added and weather data can be displayed. The SRN and LRN maps each have position removes the marker and its annunciator from the display.
their own unique features.
When the Display Controller WX knob is on the weather radar is displayed, the range
Short Range Navigation (SRN) MAP for the HSI MAP mode display is controlled by the range selected on the weather radar. The


NOTE: If the navigation source is ILS or microwave landing system (MLS), external MAP RNG button is used to control display range when the WX knob is OFF
selection of the map mode forces the HSI to the ARC display. or when weather radar is off or not installed.
When VOR/DME is in the SRN navigation source, the EFIS displays a SRN map
on the EFIS. When a short range NAV (VOR) is displayed on the HSI, the MAP
button is used to select the SRN map mode. Selection of this map mode removes the
course select pointer, course deviation indicator and scale, and both bearing pointers.
Simultaneously, the inner range ring and its value appear, along with a Course
Deviation Indicator (CDI) scale and yellow deviation diamond located beneath the
aircraft symbol.

34-47
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

FMS DME
15.6 353 44.3 +10 045
002 +10 VOR1
3 6 3
3 E
33 2 2
N
1 1

12
APP 30 005
VOR1
003 0

33

15
F 240 V 240
M O
002
S R

30

S
1 25 1 1 1
2 TX W 21 2
L V 24
3 3
001 100
DTK 9 GSPD CRS ET
TO TO
000 130 062 01: 44

S-76C+C++_AMM_34-61-00_CC3179 S-76C+C++_AMM_34-61-00_CC3180

Figure 61 Figure 62
HSI Map With LRN Display HSI 360° Heading-Up Map

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation (Continued)
Long Range Navigation (LRN) MAP for the HSI
When an appropriate long range navigation is the displayed navigation source as
shown in figure 25. The MAP button is used to select the map mode. As many as
eight waypoints that are defined by longitude-latitude coordinates in the LRN can be
displayed.
Except for the inbound (active or TO) waypoint, which is colored magenta, all waypoints
are shown as white four-points stars with identifiers. The desired waypoint route is
displayed with white track lines between waypoints.
When a search pattern is selected by the LRN, the waypoint stars are removed. The
LRN can choose not to display the track lines. Waypoints that are not connected by
track lines are called unconnected, or off-route waypoints.
A white desired track DTK annunciator and its most recent readout replaces the
selected course (CRS) annunciator and readout in the lower left corner of the EHSI.
North-Up Map (For Helicopters with SAR Option)
The north-up map display functions like the 360° heading-up display with the following
differences:
–– The compass card is fixed with north at the top
–– A large N is shown near the top index


NOTE: The north-up display can be true north, magnetic north or simply
directional gyro north referenced.
This is annunciated at the top of the EHSI. Verify the type of heading source before
using this display. This format features a north-up orientation in which the helicopter is
positioned with respect to the navigation route and progresses along the route, while
the maximum range is depicted by the boundary of the compass card. The north-
up orientation enhances the flight plan function and further clarifies the helicopter
relationship to the programmed route. The aircraft symbol remains in the center of the
display and orients itself with actual helicopter heading.
LRN DRIFT NORTH-UP HEADING SOURCE
ANNUNCIATOR ANNUNCIATOR

A white TO or FR is displayed to the right of the DTK readout when inbound to or

outbound from the waypoint.
N MAG2
FMS
31.2 +10 220
When WX is selected using the WX/DIM knob on the display controller, and WX radar KDVA
is displayed, the range of the map mode displayed is controlled by the range selected 33
N
3
3
2
on WX radar controller. When WX is not selected, or if WX is not installed, the external r,PB
1

30
range (RNG) button located on the instrument panel is used to control display range.

6
KDVA

E
WX TRANSMITTING 240
The crosstrack deviation indicator (CDI) is shown beneath the aircraft symbol as a CDI ANNUNCIATOR
F
M +
scale with a yellow deviation diamond. Each dot represents 2.5 NM. S

24
r,MIA

12
1 1
TX 21 15 2
F V S RANGE
360° Heading-Up Map (For helicopters with SAR option): The 360° heading-up map, 100
3

functions almost the same as the ARC map display with the following differences: DTK
315
TO 7
GSPD
83

–– Weather radar data is limited to TX, target alert and VAR (gain)
–– Lightning data is displayed the same as in the ARC mode
–– The mid-range mark is a dashed circle
LATERAL DEVIATION SCALE
–– Radar beacon data is not available
–– All other symbology operates the same as with FULL compass HSI display S-76C+C++_AMM_34-61-00_CC3181

–– The displayed range is the distance from the aircraft symbol to the compass card Figure 63
boundary HSI North-Up Map Display

34-48
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

COMPASS /
DOPPLER RANGE EXPANDED
VELOCITY INDICATOR MOT SYMBOL RA SCALE
BARS

DISTANCE
TO MOT

FMS MAG2
FMS MAG2 APPROACH 0.68 +10 220
0.08 +10 220 DOPPLER TRACK MOT RA POINTER 1
MOT VELOCITY 1 N
DOPP 33 3 3
N INVALID
33 3 3 2 200
1 3
2 AIRCRAFT

30
DOPPLER 3 2

6
VELOCITY 1 SYMBOL
30

2 F 1
6

SCALE
1 M

W
F 0
S
M 0
W

1
S
1

24

12
1 50 DH SET BUG 1
2
1
24

12

TX 21 15
3
2 S 0
TX 21 15
3
S 0 BEARING 1
TO MOT BRG GSPD GROUNDSPEED
1 000 7 60 READOUT
BRG GSPD
036 7 15

RANGE
ANNUN
S-76C+C++_AMM_34-61-00_CC3183
S-76C+C++_AMM_34-61-00_CC3182

Figure 64 Figure 65
Hover Display Approach to Hover Display

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation (Continued)
Approach to Hover (APR HOV) Display for the HSI (Optional): The approach to hover
display is selected with the APR HOV button on the display controller. The display
operates the same as the 360° heading-up map display with the following exceptions.
360° Compass: The 360° compass has a 90° section removed on the right side for a
radio altimeter tape.
Velocity Bars: The longitudinal velocity bar moves up and down on the longitudinal
scale in the compass in response to longitudinal velocity as measured by the Doppler
system. The lateral velocity bar moves right and left on the lateral scale. The direction
of the movement is pin programmable. Full scale velocity is 20 Kts. Half scale velocity
is represented by the 10 at the half scale hash mark on the lower vertical and left
horizontal scales. The 10 and the bars are magenta. If the Doppler sensor is invalid,
an amber DOPP appears in the upper right corner of the hover display, and the velocity
bars are biased from view.

Radio Altimeter: The radio altimeter has a 0-300 ft expanded radio altimeter tape Range: The mid-range circle is not displayed.
display that is presented on the right side of the compass card. A cyan decision height
MOT: The MOT dashed track line to the MOT symbol is not displayed.
(DH) pointer is provided.
TEST: During the EFIS test, the following are shown as failed:
Display Range: The maximum display range is 25.00 NM. When the APR HOV display
is selected, the range is automatically reset to the previously selected range scale. –– Heading
–– Selected NAV
MOT (Mark-on-Target): The MOT symbology, distance and bearing to MOT readouts, –– Course deviation, distance, GSPD, radio altitude
and a dashed track line to the MOT are provided.
–– Vertical speed
Selected NAV Source: The SRN sources cannot be selected. The active FMS is As with the FULL HSI display, most other symbology is removed during TEST.
automatically selected as the navigation source when the display is selected.

GSPD (GroundSpeed), TTG (Target) and ET (Elapse Time): Only GSPD from the
selected FMS can be displayed on the APR HOV display. The primary function of the
APR HOV display is to present the MOT mode target position and approach track
relative to the helicopter’s current position. The target position is represented by a
green waypoint star and pointed to by an arrow projecting a dashed magenta line
indicating the final approach track to the target.

The bearing to the target is also displayed digitally on the upper left of the EHSI,
while the distance to the target appears in the upper right corner, below the selected
navigation source. Since the target bearing and distance information is supplied by
the LNAV, the NAV button on the display controller is ignored while in the APR HOV
(or HOV) format.

Hover Display for the HSI (Optional)

The hover display shown in figure 29 is selected with the display controller HOV button.
The hover display format is similar to the APR HOV display.

34-49
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

AMBER AMBER
COMPARISON HEADING AMBER
DME HOLD MONITOR SOURCE TARGET
ANNUNCIATIONS ANNUNCIATION ALERT
HEADING FAIL
DME DIGITAL
DISPLAY REMOVED

HEADING SELECT
DME ATT MAG2 T READOUT
H HDG +10 000
FMS
KPB1
3
N
N 2 33 3
3 1
33

30

6
HDG
WEATHER F L
NAV DEVIATION FAIL M O V VERTICAL SPEED FAIL

E
600 S
V S C
O MAP RANGE L 1
R

24

12
1 50 1
WX MODE ANNUN 2 21 15
WX
A F
S
3
DTK GSPD
CRS 7 GSPD
TO

PREVIEW DEVIATION FAIL S-76C+C++_AMM_34-61-00_CC3185

TO / FROM ANNUN RANGE RING WIND VECTOR
REMOVED

S-76C+C++_AMM_34-61-00_CC3184

Figure 66 Figure 67
EHSI Caution Annunciations EHSI Failure Annunciations

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00) Altitude ALT 200 ft
(CONTINUED)
Airspeed and Altitude IAS/ALT See Airspeed and Altitude
Operation (Continued)
Radio Altitude RA (RA1 + RA2)/16 +10 ft
EHSI Caution and Failure Annunciations
Caution Annunciations (Amber): Both caution and failure annunciations are described NOTES:
below:
1. The heading comparision is disabled when the sources are not north referenced
Heading Source Annunciators: When both the pilot and copilot select the same identically (i.e. MAG vs. TRUE).
heading source, the source annunciator(s) are amber. 2. An amber HDG comparison annunciator is displayed as follows:
DME HOLD: When DME is set in the HOLD position, an amber H is displayed to the • When bank angle is less than 6°, heading split must be 6° or greater
right of the numerical DME readout. • When bank angle exceeds 6°, heading split must be 12° or greater
3. These comparisions are only active during flight director localizer and glideslope
Cautions Due to Failures of DME, GSPD, or TTG: When any of these systems fail, the capture with both NAV receivers tuned to a LOC frequency.
digital displays of the failed function are removed.
Failure Annunciations (Red)
Target Alerts: Weather radar target alerts are annunciated on the EHSI in the upper Heading Failure: A heading system failure results in the removal of bearing annunciators,
right corner. A boxed cyan T indicates an armed condition. An amber boxed T indicates bearing pointers, course select pointer, course deviation pointer, and course scale.
an alert condition. The digital course select and digital heading select readouts are removed and a red,
boxed HDC is displayed in the heading dial.
Wind Vector: Some failures can result in an amber wind vector, other failures result in
removal of the wind vector. Preview Deviation Failure (if available): A preview deviation failure results in removal
of the preview pointer. The preview source annunciator is magenta with a red box
Comparision monitor annunciator defines the various comparision monitor around it.
annunciations. When they occur on the EHSI, an amber C appears on the EADI.
Vertical Speed (VS) Failure: A vertical speed system valid failure results in removal of
Compared Signal Annunciations and Thresholds the vertical speed scale and pointer. The VS is boxed in red.
Compared Annunciation Signals Threshold (Split)
Navigation (NAV) Source Failure: The navigation source annunciator is boxed in red.
Pitch Attitude PIT 6°
Bearing pointers are removed. The same happens to the preview navigation source
Roll Attitude ROL 6° (if available) when it fails.
Pitch and Roll Attitude ATT 6°
Heading HDG See notes 1 and 2
Localizer LOC See note 3. About 1/2 dot
Glideslope GS See note 3. About 1 dot
Localizer and Glideslope ILS See note 3
Airspeed IAS 5 Kts (IAS greater than 90 Kts on at
least one side)

34-50
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

VERTICAL
SPEED

ALTITUDE
SCALE
OM 120 MM
AIRSPEED
TAPE
50
200 9
120 4 20
20

ATT1 3 8
TO / FROM C 10 SG1 100 10
100
2 LUBBER
COURSE /
87 LINE 7
DESIRED 41 60
TRACK
80 A
1
D
C HEADING 80 06 00
1 10
HEADING SELECT
015 TO 12 000 4000 READOUT
ELECT BUG
60 V
500
O 10
0 3 6 60
NAV SOURCE R 9 312
1 BARO SET 4
DH 100 140 29 92 I
L 0 3 3 0 3
S 3
40
2
DH 200 195

DECISION COURSE / DTRK LATERAL HEADING RADIO

HEIGHT POINTER DEVIATION TAPE ALTITUDE

S-76C+C++_AMM_34-61-00_CC3186

Figure 68
Composite Display

120 MM
200 9
20

OM 8
VS 100 10
120 4
20
7
ATT1 3
C 10 SG1
100
80 06 00
2
87 41 60 500
A
80 1 10
D 60
C 312
1 10 4
015 TO 12 000 4000 I
60
V
L 0 3 3 0 3
O S 3
0 3 6 40
R 9 2
1 HDG DH 200 195
DH 100 140 29 92

NAV DEV HEADING

FLAG FLAG S-76C+C++_AMM_34-61-00_CC3189 S-76C+C++_AMM_34-61-00_CC3187_CC3188

Figure 69 Figure 70
Composite Failure Annunciations (Typical) Composite Display During Cruise, Landing and Approach

R0
 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (34-61-00)
(CONTINUED)
Operation (Continued)
Composite Display
In the event of an electronic display failure, the composite display is used to display
a composite airspeed, altitude, attitude and navigation format on the remaining good
Cathode Ray Tube (CRT). The composite mode is selected by rotating the DIM knob
for the faulty display on the display controller fully counter-clockwise (CCW) to the
OFF detent.
Airspeed Tape: The airspeed tape is a rolling tape with a digital readout that gives the
current airspeed.
TO/FR (To/From) indicator: The TO/FR annunciation indicates whether the helicopter is
going to or is leaving from the selected VOR or LRN waypoint. The TO/FR annunciation
is not in view during localizer operation.
Heading Select Readout: The digital heading readout displays the location of the
heading select bug set point.
Altitude Scale: The altitude scale is the same form as the normal altitude scale. 1000 ft
altitudes are shown by a double chevron shape; 500 ft altitudes are shown by a single
chevron.
Vertical Speed (VS): The vertical speed scale is replaced with a digital readout and
up or down arrow in the top center of the display. The digital readout gives the vertical
speed; the up arrow indicates climb; the down arrow indicates descent.
Typical Composite Display Presentations
Composite Failures (Red)
Failures are annunciated in a similar fashion to other displays. Figure 35 shows a
composite display with multiple failures indicated.

CRS/DTK (Course/Desired Track) Pointer: The CRS/DTK pointer displays the desired EFIS Displays Cooling Fans and Low Speed Detector
CRS or DTK on the heading tape. When a LRN is displayed, the selected course is The EFIS displays cooling fans provide cooling air to pilot and copilot EADI and EHSI
replaced with the desired track. display units.

CRS/DTK (COURSE/DESIRED TRACK): The CRS/DTK is a digital readout of the
CRS/DTK pointer setting used to set the desired CRS or DTK. When a LRN is
displayed, the selected course is replaced with the desired track.
Heading Select Bug: The notched cyan heading bug is positioned along the heading
tape and is controlled by the heading select knob on the course heading control panel.
The low speed detector receives a feedback signal from each fan to provide a caution
signal to the Integrated Instrument Display System Remote Data Acquisition Unit (IIDS
RDAU) in case of fan failure or improper operation. The operation of this system is
completely automatic and requires no external switches or controls other than a circuit
breaker for each fan.

NAV (Navigation) Source Annunciators: The navigation source is annunciated in the

lower left hand corner. If the pilot and copilot are displaying the same source, the
annunciations are amber.

Lateral Deviation: The lateral deviation symbol (diamond) gives a graphic representation
of lateral deviation left or right from the course or desired track.

Heading Tape: A linear heading tape replaces the circular compass. The tape is divided
in 10° increments.

BARO (Barometric) Set Readout: The BARO set digital readout displays the current
barometric pressure set by the pilot in inches of mercury (in. HG) or millibars (Mb).

34-51
22 23 24 25 31 33 34 39 45 R0
 ATA 39 TABLE OF CONTENTS
Electrical Panels and Components (39-00-00)....................................................... 39-1

ELECTRICAL PANELS AND Instrument and Control Panels(39-10-00).............................................................. 39-1

Electrical and Electronic Junction Boxes (39-30-00).............................................. 39-3

COMPONENTS Multipurpose Electrical Panels (39-40-00)............................................................. 39-6

22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

CMPS OAT
ON
OFF
STBY COMPASS ONLY

N 3
33

W 30

6
E 12
24
15
S 31

NS EW

#1 ENG CONTROL #2 ENG CONTROL #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE #1 ENG FIRE #1 ENG OUT MASTER CAUTION #2 ENG OUT #2 ENG FIRE #1 ENG CONTROL #2 ENG CONTROL
PRESS TO DIM PRESS TO DIM PRESS TONE OFF PRESS TONE OFF PRESS TO RESET PRESS TONE OFF PRESS TONE OFF PRESS TONE OFF PRESS TONE OFF PRESS TO RESET PRESS TONE OFF PRESS TONE OFF PRESS TO DIM PRESS TO DIM

EMER PWR GOOD NAV 1 NAV

0
10 0 FE E T
OFF ARM BATTERY NAV 2 LNAV
TEST
AP1 AP2
180
0 20
9 1 Honeywell AP1 AP2
160 ALT
2
CLTV DCPL
Honeywell
40 8 1020 Mb IN 29.9
1300
CLTV DCPL

GPWS
INOP BARO FUEL
ANNUN 140 1015
Hg 30.0 140 GPWS
1300 1010 20 4 BARO
7
INOP
3
SET XFEED
TERR
INOP 140
BRT DIM
20
KNOTS SET TERR
20 4 ENG 1 OIL MGB OIL ENG 2 OIL 20 120 INOP
60 AEROSONIC

6 4 130
°C PSI °C PSI °C PSI
FMS HDG 10 10
10 3
5
SX WPT 100 80
MODE 35 70 33 75 35 64
130 3 MSG APR GPS
10 INTEG 10
ALT
ALERT 8 8 TST
10
120 1200 ALT
RMU FAN 20 20 ALERT
120 1200 CABIN FAIL 6 6 PUSH PUSH FOR
10
CALL AUTO CNTR MODE 1
1 2 4 4 ILS/BC L
PU L 110
3 3 VOR 323
10 1 HYD 1 0 2 2 0
HYD 2
TO 1000
C
110 CALL 0 0 B
R
OBS A GE
20
NAV 2 1000 CABIN CABIN 0 1 900 LBS 0 1
T
100
40.0 15
HANDSET
20 1 OAT 21 ˚C ON D NAV 2
1 200 29.92
40.0 15
NM MIN I
DH200
100 T5 N1 TQ 107 M
2 OAT 21 ˚C NM MIN
CH SEL
DH200 200 29.92 730 730 94.1 94.1
-
72 72 N2
NR
N2 ICS
PVT CABIN
MENU
DME HONEYWELL 10 -- CALL T5 N1 TQ 107
- - 110 CH SEL
10 10 ON OFF 730 730 94.1 94.1 72 72 N2
NR
N2
9 AGL FT / MIN X100 - DME HONEYWELL
- SET 10 --
- - - 110
8 100 KNOTS MACH 10 10
Honeywell
9 9
8
-
Honeywell
- - TST -
6 90 8 100
Evantide 9
2 Honeywell 8 ARGUS 7000/CE 8
1
7
70 Honeywell 2
- - 4 – – – BRG MAG 0 KTS
- -
6 90
TST
DME +IO 1
.5 4 6 7 50 – – – . – NM 110˚ – –:– –:– – AIR SPEED BUGS TRB 7 8
40.0 000
VERTICAL ON
DME +IO 4 5 2 30 70 70 - - 4
70
CWE N .5
VERTICAL
4
000
B
SPEED 40.0 3 E 5 SFC
50A 50 3 3
33
2 R RANGE ON
6 7 SPEED
1 10 2
CWE
T
N 0 5
0 6 3 0 0 4 2 30 B
33 3 D STB 2 3 1 0 6

30
R

6
70
1000 FPM XX 2 I
1 10 T
M 80
0 0 0 1000 FPM XX
.5 1 SET D
30

4
6

XX MENU 40 I .5

W
4

E
70 XX
M
15 RCT AZ
1 2 000 2 1
W

MENU
E

12
24
1
2 MMU
30
15 2
12

SELECT TGT SCT

24

1 21
BRT
V S 3 BRT
2 20 CRS
15
V
21 RCT GSPD
3
000 18
WX/T 140
S
–.– NM –.– TE 10
HDG VS ALT CRS TTG 29 MSL ENR/ 10 1 2 3 4 T
18
ON ON ON 000 00:00 SEL
INFO
EMER
PUSH

GMAP LX HDG VS ALT

DH
WX FP PULL + SBY DH
DEP ENR ARR AUX VAR GAIN TILT+ CLR
NAV ILS DECEL ON 2 E SBY TST OFF
TST ON ON ON
COM M
R OFF
PULL BRT
1
ARM CAP ARM GS ARM CAP
NAV AUDIO TX SQ G MIN MAX ACT – NAV ILS DECEL
X10 FT
CHRONOMETER CHRONOMETER ARM CAP ARM GS ARM CAP 2
ARM CAP ON ARM CAP NAV FULL MAP GSPD ATT HDG
NAV LNAV 20
VOR APR IAG ALT PRE
SQ
NAV
ARM CAP ON ARM CAP ARC RNG TTG REV REV 3
FULL MAP GSPD ATT HDG AUDIO

ARM CAP ON ON
ARC RNG TTG REV REV
NAV LNAV MODES
VOR APR IAG ALT PRE 15 RAD ALT
GMT LT FT ET GMT LT FT ET LNAV LNAV
10 5 4
BC SBY GA SELECT CONTROL SELECT CONTROL ARM CAP ON ON ADF TEST ADF
LNAV LNAV VOR1 VOR2
ADF ADF SEL CTL CLR DLY Honeywell
SEL CTL BC SBY GA OFF OFF TEST
TEST OFF OFF
DAVTRON DAVTRON BRG ADI DH HSI WX BRG
Collins
VOR1 VOR2 DIM TST DIM DIM
OFF OFF
OFF OFF
BRG ADI DH HSI WX BRG
DIM TST DIM DIM
O.E.I. FD COMP
TRAINING IIDS SG AHRS ADC
E.T. CMD MON
LDG GEAR REV REV TEST REV
FD COMP BARS RESET
IIDS SG AHRS ADC
E.T. CMD MON
RADIO CALL REV REV TEST REV RADIO CALL
BARS RESET L R
N76CB TEST PANEL N76CB
N
THIS HELICOPTER MUST BE OPERATED IN ACCORD
GEN 1 GEN 2 UNLKD WITH THE OPERATING LIMITS SPECIFIED IN THE
OVER OVER AC GEN FAA APPROVED ROTORCRAFT FLIGHT MANUAL.THE
LOW TERR VOLT VOLT AIRWORTHNESS LIMITATIONS SECTION OF THE -35 -30 -20 -10 0 10 20 30 40 50
50 40 30 20 10 0 -10 -20 -30 -35 ALT INHIB OVER
EMER DN NORMAL ROTORCRAFT MAINTENANCE MANUAL MUST BE LOW TERR
VOLT -1 134 OAT ˚C
OAT ˚C 134 -1 ON 1 ON COMPLIED WITH. ALT INHIB

PREES ALT X 1000

O 0 131 VNE (IAS)
PREES ALT X 1000

VNE (IAS) 131 0 F

CAUTION ON 1 ON 1 129 134 POWER OFF
POWER OFF 134 129 1 GND GND F UP

TURN & PULL

115% No WITH USEABLE FUEL PER TANK INDICATING 2 126 132 136 KNOTS 115% No
136 KNOTS 132 126 2 GPWS GPWS
MAX 131 129 124 3
FAULT FAULT UNDER 80 LBS OR LESS AVOID SUSTAINED NOSE DOWN 3 124 129 131 MAX
G/S VOLT PITCH ATTITUDES IN EXCESS OF 5˚ GPWS GPWS 4 120 127 130 124 WHITE AREA
WHITE AREA 124 130 127 120 4 P/TEST
CANCEL ENG 1 ENG 2 FEEDER 5 120 125 134 135 129 123 118 ABOVE
ABOVE 118 123 129 135 134 125 120 5 CAUTION G/S 10,000 FT
10,000 FT
HD 110 116 122 128 135 132 123 118 6 FLOATS TEST TEST TEST FAULT
DN ENGINE OPERATION WITH ROTOR STOPPED
P/TEST
CANCEL 6 118 123 132 135 128 122 116 110 HD
96 102 108 115 121 127 134 127 118 113 7 TERR O O O LIMITED TO BLADES 45˚ TO LONG AXIS 7 113 118 127 134 127 121 115 108 102 96
DISPLAY TEST F F F
79 87 93 100 106 131 120 121 114 109 8 TERR 8 109 114 121 120 131 106 100 93 87 79 -20 -10 0
9
F F F CAUTION DISPLAY 9 134 114 121 105 98 91 85 76 -30 FREE AIR 10
FL 76 85 91 98 105 121 114 134 ON RESET RESET TURN OFF STROBE LIGHT WHEN TAXIING NEAR
IG
HT 75 83 90 94 94 82 10 WARN
OTHER AIRCRAFT OR WHEN FLYING IN FOG OR ON
10 82 94 94 90 83 75 ED °C
NO 75 75 75 75 11 ENG OVSP
CLOUDS. STANDARD POSITION LIGHTS MUST BE
11 75 75 75 75 OW
L
-40 20
12 48 L
T ALLOWED 48 48 12 GND
USED FOR ALL NIGHT OPERATIONS.
48 FLIGHT NOT A -50 30
LDG GEAR UP 1 - TEST - 2
PUSH TO RESET LDG GEAR UP -60 40
PUSH TO RESET -70 50

DUAL ENG
TRAIN LIM

NO. 1 NO. 2
ENG ENG
TRAIN TRAIN
IDLE IDLE

OFF
OEI TRAINING

Figure 1
Instrument Panel
R0
 ELECTRICAL PANELS AND COMPONENTS (39-00-00)
Overview Center Console
This section contains data on these components: The console is between the pilot’s and copilot’s seats in the flight compartment. The
baseline center console contains a master switch panel, an AFCS indicator panel, both
–– Instrument panel
AFCS CONTROL panels, the pilot’s and copilot’s FLT INST LTS dimming controls, and
–– Center console an essential bus recovery switch.
–– AC and DC junction boxes
–– Avionics junction box Components
–– Circuit breaker panels Instrument Panel
–– Master switch panel The typical instrument panel in the flight compartment contains all instruments
–– Overhead control panel except the standby compass and the free-air thermometer. A shield on top of the
–– No. 1 and No. 2 relay panels instrument panel reduces glare on the instruments. Behind the instrument panel is a
dust cover. This cover provides structural support for the instrument panel and has
–– Electrical pallet
ducts for windshield defrosting. Dimming of the pilot’s and copilot’s flight instruments
–– Test panel are controlled by the FLT INST LTS dimming controls mounted on the center console.
–– Overhead switch panels
–– Trim relay panel

INSTRUMENT AND CONTROL PANELS (39-10-00)

Overview
Instrument Panel
The instruments on the panel are arranged in three general groups. The copilot’s part
of the panel contains optional flight instruments. The center portion contains optional
communication and navigation panels and Integrated Instrument Display System. The
pilot’s part contains baseline non-flight instruments and flight instruments. Some of
the pilot’s flight instruments are optional. On the bottom of the instrument panel are
flange portions which are flared forward. The flange portions are in front of each pilot.
The copilot’s flange area contains all optional equipment and a baseline electrical
system test panel. The pilot’s flange area contains all baseline equipment. The pilot’s
flange area allows for two optional switches, the VOR test and the MKR BCN sense.
The instrument panel has a shield on the top to reduce glare. The glare shield has a
master warning panel mounted under the front portion on both pilot and copilot side.
The instrument panel contains all instruments, except the standby compass and free-
air thermometer. The standby compass is mounted above the instrument panel. The
free-air-thermometer is on the right side of the pilot’s windshield sill.

39-1
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

Centre Console Panel

Centre Console Panel

R0
 INSTRUMENT AND CONTROL PANELS (39-10-00) (CONTINUED)

NOTES:
Components (Continued)
Center Console
The center console on some helicopters contains the master switch panel. On C+/C++
Model helicopters, the master switch panel is replaced by the overhead switch panels.
The center console also contains the AFCS indicator panel, the AFCS control panels,
and the pilot’s and copilot’s FLT INST LTS dimming controls. The AFCS indicator panel
is used on the helicopter as an interface component to the automatic flight control
system (AFCS or DAFCS). The panel contains a selector switch and two indicators.
The CH 2 indicator displays the desired PBA actuator position. The AFCS indicator
panel selector switch also allows pitch, roll, and yaw channels of AFCS/DAFCS to
be selected for monitoring on the CH 1 and CH 2 indicators. The No. 1 and No. 2
AFCS control panels control the No. 1 and No. 2 AFCS/DAFCS systems. Each panel
provides for individual control of the pitch, roll, and yaw channels of AFCS/DAFCS. The
pilot’s and copilot’s dimming controls are used for the indicated instrument dimming.
On helicopters with the master switch panel, the dimming of the center console control
panels is controlled by the lower console control on the master switch panel. In addition
to the other basic control panels, the configuration of the center console will depend
upon what system options are selected.

39-2
22 23 24 25 31 33 34 39 45 R0
For Training Purposes Only S-76C+/C++

Figure 2
Junction Boxes
R0
 ELECTRICAL AND ELECTRONIC JUNCTION BOXES (39-30-00)
Overview AC Junction Box
The helicopter has three junction boxes:
–– AC junction box
–– DC junction box
–– Avionics junction box

Components
AC Junction Box
The AC junction box contains circuit breakers, relays, contactors, current limiters, diodes,
a capacitor, and a differential current transformer unit.

DC Junction Box
The DC junction box contains circuit breakers, contactors, a battery control unit, relays,
resistors, current limiters, test points, and diodes.

Avionics Junction Box

The avionics junction box contains electrical connectors on the outside which mate
with harness assemblies from navigation equipment options. The inside contains rail-
mounted modular terminal junctions. The internal wiring of the avionics junction box is DC Junction Box
connected to the modules by a standard contact insertion/removal tool.

39-3
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

CONNECTOR
BUS
P302 / J1 / AC
JUNCTION BARS
BOX COVER
AC GENERATOR
CONTACTOR
K1 / AC
DIFFERENTIAL
CURRENT NO. 1 EAPS BLOWER
TRANSFORMER RELAY XK5 / AC AC Junction Box
UNIT CT1 / AC

NO. 1 EAPS DIODE CR2 / AC

BLOWER CIRCUIT
BREAKER 5 AMP DIODE CR1 / AC

4
CB 3
CB 2
CB 1
CB

NO. 2 EAPS
BLOWER CIRCUIT
LI
C

BREAKER 5 AMP NO. 2 EAPS

BLOWER RELAY
K2

XK6 / AC
3
K

NO. 1 XFMR CIRCUIT

BREAKER 2 AMP
CURRENT LIMITER XCL1 / AC
NO. 1 PRI AC (WINDSHIELD HEATER AND
CIRCUIT BREAKER EAPS SYSTEMS WHEN
4 AMP INSTALLED)
CAPACITOR
C1 / AC AC PRIMARY
NO. 2 PRI AC BUS CONTACTOR
CIRCUIT BREAKER K2 / AC
4 AMP
INVERTER WARNING
NO. 2 XFMR
CONTROL RELAY
CIRCUIT BREAKER S-76C+C++_AMM_39-30-01_CC0124
K3 / AC
2 AMP

Figure 3
AC Junction Box
R0
 ELECTRICAL AND ELECTRONIC JUNCTION BOXES (39-30-00)
(CONTINUED) Capacitor
Operation Capacitor C1/AC is electrically connected across the coil of the No. 2 AC primary bus
AC Junction Box contactor K2/AC to suppress voltage transients.
Circuit Breakers
The No.1 and No.2 PRI AC (115 VAC) circuit breakers protect their respective bus. The

NOTES:
No.1 and No. 2 XFMR (26 VAC) circuit breakers protect their respective bus. The No.
1 and No.2 EAPS blower circuit breakers protect the engine air particle separator
system, if installed, should the AC generator malfunction.

Contactors
There are two contactors in the AC junction box, an AC generator contactor and an AC
primary bus contactor. The AC generator contactor is controlled by the generator control
unit. When energized, generator 115 VAC, phase B output is applied to the AC primary bus
contactor.Auxiliary contacts of theAC generator contactor control the lighting of theAC GEN
on IIDS. The AC primary bus contactor is used to provide a path for generator 115
VAC, phase B output to the No. 1 and No. 2 AC PRI and 26 VAC buses.

Current Limiters
Current limiter XCL1/AC contains three separate current limiters in line with AC generator
115 VAC output, phases A, B, and C voltages. The current limiters are used to protect the
AC generator, should a malfunction to ground occur in the windshield heater system
or Engine Air Particle Separator (EAPS) system, if installed.

Differential Current Transformer Unit

The current transformer unit CT1/AC contains three current transformers. The current
transformer unit is used in conjunction with the phase return current transformer inside
the AC generator. If the transformers sense a primary differential current flow of 48 ±
8 milliamperes, a signal is applied to the generator control unit from the associated
transformer pair, which de-excites the generator. This action protects the generator
output windings and disconnects the generator from its loads.

Relays
The EAPS system relays, if installed, route 115 VAC, three-phase power from the AC
generator to power the No. 1 and No. 2 EAPS.

39-4
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

VOLTAGE CONNECTOR P301 / J1

JUNCTION
SUPPRESSOR NO. 1 ENGINE START MASTER RESISTOR EXTERNAL POWER
BOX COVER R2 / DC VOLTAGE
CR9 / DC CONTACTOR K5 / DC START INTERLOCK SUPPRESSOR
CONTACTOR RELAY K10 / DC CR8 / DC
CONNECTOR K4 / DC
P303 / J3 BUS BARS RESISTOR
R1 / DC NO.2 GENERATOR
SENSING RELAY
ECU PWR CIRCUIT K70 / DC
BREAKER 25 AMP BUS TIE CONTACTOR
K3 / DC
DIODE DIODE
CR5 / DC CR2 / DC DIODE
CR1 / DC
BATTERY CONTROL
UNIT A1 / DC DIODE
CR4 / DC DIODE
J5 / DC END TEST POINT
NO. 2 ENGINE CR3 / DC
START CONTACTOR
K6 / DC
J4 / DC NO. 2 GEN TEST POINT

J3 / DC NO. 1 GEN TEST POINT

CONNECTOR P300 / J2

VOLTAGE
SUPPRESSOR HOIST BUS CONTACTOR
CR10 / DC CONTROL RELAY K11 / DC

BUS BARS

UTIL RECEP CIRCUIT

BREAKER 10 AMP

EXTERNAL POWER
CONTACTOR K8 / DC
VOICE RECORDER
CIRCUIT BREAKER
3 AMP
ESSENTIAL BUS RECOVERY
CURRENT LIMITER
CONTACTOR K12 / DC
CL5 / DC
CURRENT LIMITER
CL3 / DC INV PWR CIRCUIT
BREAKER 35 AMP

HOIST BUS CONTROL

BATTERY CONTACTOR CURRENT LIMITER RELAY K2-B2 / DC
K7 / DC CL6 / DC BUS BARS
BLWR PWR CIRCUIT
DIODE BREAKER 35 AMP
CR7 / DC

EMER LTS CIRCUIT

CURRENT LIMITER
BREAKER 2 AMP
CL1 / DC
(HELICOPTERS
NO. 1 GENERATOR PRIOR TO 0383)
CONTACTOR K1 / DC DIODE
CR6 / DC GEN CONTR NO. 1
CIRCUIT BREAKER 10 AMP
CURRENT BUS BARS
LIMITER GEN CONTR NO. 2
CL2 / DC CIRCUIT BREAKER 10 AMP
NO. 2 GENERATOR CURRENT
CONTACTOR K2 / DC LIMITER CL4 / DC S-76C+C++_AMM_39-30-02_CC0125A

Figure 4
DC Junction Box
R0
 ELECTRICAL AND ELECTRONIC JUNCTION BOXES (39-30-00)
(CONTINUED) External Power Interlock Relay
Operation (Continued) The external power interlock relay is used to disconnect external power from the
DC Junction Box helicopter bus system when DC power is being provided by the No. 1 or No. 2 DC
Circuit Breakers generator.
The DC electrical junction box has seven circuit breakers. They are: GEN CONTR No. Current Limiters
2, GEN CONTR No. 1, BLWR PWR, INV PWR, VOICE RECORDER, UTIL RECEP,
There are six current limiters in the DC junction box. Current limiter CL1/DC is rated at
and ECU PWR. On helicopters prior to 0383, an additional EMER LTS circuit breaker
100 Amps and is used to protect the No. 1 DC primary bus should the bus malfunction
is added.
to ground. Current limiter CL2/DC is rated at 100 Amps and protects the No. 2 DC
Contactors primary bus and the static inverter on helicopters 0377 and subsequent, in the AC
power system. Current limiter CL3/DC is rated at 80 Amps and protects the DC
–– The No. 1 and No. 2 engine start contactors provide battery or DC external power essential bus and the static inverter on helicopters 0375 and 0376. Current limiter
to the starter/ generators. The contactors have two sets of auxiliary contacts. CL4/DC is rated at 150 Amps and is used to protect the No. 1 and No. 2 generators
One set of contacts close, shorting out the respective starter/generator shunt if a fault occurs in the utility hoist system. Current limiter CL5/DC is rated at 80 Amps
field. The second set opens, removing power from the respective DC control/ and protects the DC power source if a fault occurs in the utility hoist system during
voltage regulation unit. The DC control/voltage regulator units are used only in the emergency mode operation. Current limiter CL6/DC is rated at 100 Amps and protects
generator mode of operation the air conditioning system should a ground fault occur on the No. 2 DC primary bus.
–– The No. 1 and No. 2 generator contactors provide power to the respective DC
primary bus. This occurs whenever the respective DC generator control panel DC Junction Box
senses the generator output voltage is 0.5 VDC higher than the bus voltage. The
No. 2 generator contactor also provides power to the air conditioning and utility
hoist systems
–– The bus tie contactor assures that either the generators or the battery is supplying
the DC essential bus
–– The master start contactor completes the circuit for battery or DC external power
to the input of both engine start contactors. The master start contactor is controlled
by the master start switch
–– The battery contactor is used to connect the battery to the DC essential bus and to
provide a power path to light the BATT OFF caution/advisory panel capsule
–– The external power contactor provides a path from an external power source to
the helicopter bus system
–– The DC essential bus recovery contactor transfers DC essential and No. 1 DC
primary bus loads to the No. 2 DC generator when the DC essential bus recovery
switch is on

Battery Control Unit

The battery control unit senses a short to ground on either generator and causes the
associated DC primary bus current limiter to open.

39-5
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

ELECTRICAL AND ELECTRONIC JUNCTION BOXES (39-30-00) MULTIPURPOSE ELECTRICAL PANELS (39-40-00)
(CONTINUED) Overview
Operation (Continued) The multipurpose electrical panels are:
Test Points –– Circuit Breaker Panels
There are three test points in the DC junction box. The No. 1 GEN test point provides –– Master Switch Panel
for measuring the output of the No. 1 starter/generator to ground (GND test point). The –– Overhead Control Panel
No. 2 GEN test point provides for measuring the output of the No. 2 starter/generator
–– Relay Panels
to ground (GND test point).
–– Electrical Pallet
Diodes –– Test Panel
There are 12 diodes in the DC junction box. Diodes CR1/DC, CR2/DC, CR3/DC, CR4/ –– Overhead Switch Panels (Helicopters 0419 to 9999)
DC, CR6/DC, CR7/DC, CR11/DC, and CR12/DC function as bus isolation diodes. –– Trim Relay Panel
Diode CR5/DC makes sure DC external power is of the proper polarity before allowing –– Spare Wiring
it to be applied to the DC power system. Diodes CR8/DC, CR9/DC, and CR10/DC –– Options Relay Panel
suppress voltage transients across the coils of their respective starter contactors.
–– Avionics Switching Unit
No. 2 Generator Bus Sensing Relay All the panels are in the flight compartment except the electrical pallet. The electrical
The No. 2 generator bus sensing relay prevents No. 2 generator from being pallet is in the electrical compartment.
disconnected from its loads during power assurance.

Resistors.Resistors R1/DC and R2/DC

They are limiting resistors protecting their respective DC generator control panels
during generator automatic reset function during engine start.

R0


NOTES:

NOTES:

39-6
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

A B C D E F G H J K

PLT RAD ANNUN DIM

ADC RMU XPDR ADF VOR DME PAGE ALT CPLT PLT

A B C D E F G H J K 10 2 5 5 2 5 2 3 2 4 4

DC GEN BUS BLEED AC GEN STAB DC GEN BUS BLEED BATT CPLT HTR FIRE CHIP STR OIL PRESS ENG AI OIL PRESS STR CHIP FIRE
WARN TIE AIR 1 WARN LTS WARN TIE AIR 2 WARN STATIC EXT DET CONT WARN 2-ADV-1 WARN CONT DET EXT
N N
O O
11 5 2 7½ 2 2 2 2 7½ 2 5
1 2 2 2 2 5 2 2 2 2 4 2 1
E NO. 2 ENG PLT IIDS NO. 1 ENG E
DECU DECU
CPLT N WRN ACCESS PWR OVSP PRI CONT OVSP PWR WRN ACCESS N
NO. 1 ENG FIRE TONE CBN FIRE NO. 2 ENG G G
FUEL PRIME EXT EADI SG/DC EHSI GEN HOST EXT FUEL PRIME
N N 12 5 1 5 5 5 5 5 5 1 5
O O
2 2 5 5 5 5 2 2 5 2
2 1 DC GEN CPLT FIRE DETECTOR LAMP DC GEN MSTR CLR
BRIEF RESET IIDS PRI NO. 2 NO. 1 TEST TEST RESET START DEL

E CPLT IIDS IIDS SEC AHRS AUX CPLT E

CONT CPLT CTR PLT NO. 2 NO. 1 IIDS HTR EFIS FAN N 13 2 2 5 2 2 2 3 2 2 1
N
G G
3 5 5 5 5 5 5 2 1 RTR BRK XMSN OIL WARN EFIS FUEL PRESS BUS TIE CHIP DET LDG GR
WARN TEMP PRESS FAN PLT 2-WARN-1 WARN MGB 1/TGB POS LTS
D D
14 C C
LWR ANTI CPLT CPLT FUEL LO WARN CKPT PGG CPLT PITOT HTR NO.1 AHRS 2 2 2 1 2 2 2 2 2 2
COLL LT RMU FAN API NO. 2 NO. 1 LTS PWR WARN WARN E E
S PLT PITOT HTR NO. 1 INV AC GEN SVO SHUT OFF ANTI WSHLD LDG GR
S
S PWR WARN WARN WARN NO. 2 NO. 1 COLL LT WIPER CONT S
4 20 1 10 2 2 2 10 2 1
N N 15 10 2 2 2 2 2 4 10 2
O O
PASS STBY INST LTG DIM EMER SMK CYC CABIN
2 SIGN ATT PLT CNSL CPLT LTS DET TRIM 1 ICS 1 MSTR CAU PLT ADC CLTV DFCS SVO PRESS NON FLT LIGHTS
RESET ACCESS TRIM ANNUN 2-WARN-1 INSTR DIM SEC UTIL BAG

5 D D
C 2 15 4 5 4 2 2 1 3 C 16 2 2 1 1 2 2 4 2 2 5

P ESS BUS ICS PLT HTR LIGHTS ECU SYS HEAT ECU FLITE P CYC
TRIM 2
PLT
ICS
CPLT
ICS
AUD
WARN
SVO JAM
2-WARN-1
NO.2 AHRS
PRI WARN
CTR IIDS
PRI CONT
R WARN PLT STATIC POS CABIN FLOOD CONT CONT CONT FONE R
I I 17 2 2 2 2 2 2 5 1 5 5
6 2 2 5 2 5 2 2 2 2 4
ESS BUS PLT AIR DATA PLT DOOR DOOR STBY
SENSE EADI SG/DC EHSI ADS AP2 LOCK WARN ATT
FLOAT CPLT WSHLD HT CONT ECU ROG
2-PWR-1 CONT ADC PLT CPLT FANS LTS 18 1 5 5 5 1 10 7½ 2 2

7 7½ 7½ 2 2 2 2 5 7½ SEARCH LT FLOAT CLOCKS IIDS HTR NO. 2 INV

PWR CONT 2-PWR-1 CONT PLT CPLT CTR PLT WARN

RADIO MSTR LT CONT 19 20 2 7½ 7½ 2 1 1 2 2 4

AHRS CPLT ADC CPLT RADAR LTG
PRI NO.1 ACCESS VHF RTA NO. 2 NO. 1 LDG LOGO RCGN SEN
AFCS AI RAD MSTR AI AFCS
IND 2 CONT PWR CONT CONT IND 1
8 5 2 10 7½ 15 15 1 1 1 2
20 N 1 2 15 2 2 1 N
COPILOT TCAS IND
O O
GPWS MOVING
RMU XPDR VOR GPWS LTS PLT CPLT TCAS MAP FMS 2 PLT WSHLD CHK RH LH AVID CPLT WSHLD 1
HTR PWR LIST STEP STEP SW UNIT HTR PWR
A A
9 5 5 5 3 1 2 2 5 2 5 21 C C
15 1 5 5 2 15

Figure 5 Figure 6
Upper Circuit Breaker Panel Lower Circuit Breaker Panel
R0
 MULTIPURPOSE ELECTRICAL PANELS (39-40-00) (CONTINUED)
Operation sequence to the left CB 92, CB 93, etc. The last reference designator on the bottom
Circuit Breaker Panels left of the panel is CB 200.
The upper and lower circuit breaker panels are in the flight compartment on the front of Overhead Circuit Breaker Panel
the flight controls enclosure. The upper and lower circuit breaker panels contain circuit
breakers that protect systems related to a typical configuration. The overhead circuit The overhead circuit breaker panel distributes a step-down voltage of 26 VAC to its
breaker panel is in the flight compartment above the pilot’s head near the overhead circuit breakers from the lower circuit breaker panel No. 1 AC and No. 2 AC buses.
control panel. It contains circuit breakers that protect systems requiring 26 VAC. Major markings on the overhead circuit breaker panel are No. 1 26 VAC and No. 2
26 VAC. The panel also contains two diodes and a resistor that are used with power
Upper Circuit Breaker Panel distribution circuits for cyclic stick trim components. Looking at the front of the panel,
circuit breaker reference designators start at the lower right corner with CB 301. The
The upper circuit breaker panel is a typical panel for a baseline helicopter. The
reference designators are labeled in sequence from right to left; the first row beginning
exact configuration of each panel varies according to the standard and special
with CB 301 and ending with CB 304. The second row of circuit breakers starts on the
options selected by each individual customer. The upper circuit breaker panel
right with CB 305 and continues in sequence to the left CB 306, CB 307, and CB 308.
distributes power to the circuit breakers from the No. 1 DC PRI and No. 2 DC PRI
The last reference designator on the top left of the panel is CB 320.
buses. Major markings with brackets are No. 1 ENG and No. 2 ENG. Looking at
the front of the panel, circuit breaker reference designators start at the upper right
CPLT FIRE PLT
corner with CB 1. The reference designators are labeled on the back side of the API EXT AP2
panel in sequence from right to left; the first row beginning with CB 1 and ending
with CB 10. The second row of circuit breakers starts on the right with CB 11 and 1 1 1
continues in sequence to the left: CB 12, CB 13, etc. The last reference designator
NO. 1 AHRS NO. 2 AHRS
on the bottom left of the panel is CB 90. The remote CB CONT circuit breakers N ATT HDG ATT HDG N
provide control and indication for remote circuit breakers. Each remote CB CONT O O
circuit breaker imitates the state of the associated remote circuit breaker and each 1 1 1 1
1 2
remote circuit breaker responds accordingly to actuation of the associated remote
2 2
CB CONT circuit breaker. 6
PLT CPLT PLT CPLT
SG SEC SG PRI SG PRI SG SEC 6

Lower Circuit Breaker Panel V V

A ½ 1 1 ½ A
The lower circuit breaker panel is a typical panel for a baseline helicopter. The exact C C
configuration of each panel varies according to the standard and special options MOVING
MAP
PLT
ADF
selected by each individual customer. Some circuit breakers, such as door lock, are
baseline but activated only for optional equipment. The lower circuit breaker panel 1 ½
distributes power to circuit breakers from the DC ESS bus, No. 1 AC bus, and No. 2 AC
bus. The AC buses supply a primary voltage of 115 VAC and a step-down voltage of – AP RESET–
1 2
26 VAC. Major markings with brackets on the lower circuit breaker panel vary between
helicopter groups and include: No. 1 ENG, No. 2 ENG, No. 1 AC, No. 2 AC, and MON.
Looking at the front of the panel, circuit breaker reference designators start at the
upper right corner with CB 301. The reference designators are labeled in sequence
from right to left; the first row beginning with CB 301 and ending with CB 310. The Figure 7
second row of circuit breakers starts on the right with CB 91 and continues in Overhead Circuit Breaker Panel

39-7
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

Overhead Panel Switches Overhead Switch Panel

R0
 MULTIPURPOSE ELECTRICAL PANELS (39-40-00) (CONTINUED)
Operation (Continued)
Overhead Control Panel
The overhead control panel is above the pilots in the flight compartment. The overhead
control panel contains the cockpit flood light and its controls, the utility light and a switch panel.
A DC utility receptacle is mounted on the left side of the overhead control panel.
The switch panel contains switches for the smoke detector system, the fire detection
system, the fuel prime system, and the engine fire extinguishing system. The switch
panel also contains TEST and WARN lights. The lights are used as a function of the
fire extinguishing system. The functions of the switches and controls on the overhead EXT-FIRE TEST-DET NO. 1 NO. 2
ENG ENG MANUAL
control panel are explained in the related systems. Only those switches and controls SHORT AFT BAG
PRIME PRIME TRAINING START

that are in a system are shown on that particular system schematic. As an aid to WARN
O
P
N
O
O O
NO. 1 NO. 2
F F
troubleshooting, a complete schematic of the overhead control panel is provided. E
N
R
M
F F ENG ENG

FWD
NORM AUTO
TEST

J1559R
CONTR BLADE TRACK

B
R
T
BRT

CKPT FLOOD LT

Figure 8
Overhead Control Panel

39-8
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

CONNECTOR
J2 / 1R
CONNECTOR
J3 / 1R
CONNECTOR
J1 / 1R

RESISTOR
R1 / 1R

1
K2
2
K2
1
K1 K2
4
A 5
K1 K1
4
DIODE
3 0
K1 12 K2 CR1 / 1R
3 K 16
K2 K 24 0
K 8 K1
K 8
K1 2 K1
K 3
K 4
K K9 DIODE
K6 CR4 / 1R
9
K1 25
K 26
K 27
K 28
K 29
K 30
K

RELAY FUNCTION RELAY FUNCTION

K1 / 1R FIRE DETECTOR TEST NO. 1 RELAY K17 / 1R COPILOT VHF RELAY
K2 / 1R NO. 1 FIRE EXT TEST RELAY K18 / 1R LANDING GEAR DOWN RIGHT RELAY
K3 / 1R MAIN XMSN CHIP RELAY K19 / 1R FUEL LOW WARNING RELAY
K4 / 1R NO. 1 ENGINE CHIP RELAY K20 / 1R WEIGHT-ON-WHEELS INTERLOCK RELAY DETAIL A
K6 / 1R NO. 1 ENGINE SPEED TRIM RELAY K21 / 1R NO. 1 ENGINE START CONTROL RELAY
K8 / 1R LANDING GEAR DOWN LEFT RELAY K22 / 1R NO. 1 FLOAT POWER RELAY
K9 / 1R LANDING GEAR DOWN NOSE RELAY K23 / 1R NO. 1 SERVO JAM WARNING RELAY
K10 / 1R LANDING GEAR CONTROL TIME DELAY K24 / 1R HEAT AND VENT SYSTEM LOW PRESS
CONTROL RELAY TIME DELAY RELAY
K11 / 1R FUEL LOW-LEVEL TIME DELAY RELAY K25 / 1R LANDING GEAR WARNING AIRSPEED RELAY
K12 / 1R ENVIRONMENTAL CONTROL UNIT K26 / 1R LANDING GEAR WARNING
SHUTDOWN RELAY WEIGHT-ON-WHEELS RELAY
K13 / 1R CARGO HOOK RELAY K27 / 1R LANDING GEAR WARNING AUDIO RELAY
K14 / 1R WEIGHT-ON-WHEELS RELAY K28 / 1R LANDING GEAR LEFT LOCK RELAY
K15 / 1R ENVIRONMENTAL CONTROL UNIT K29 / 1R LANDING GEAR RIGHT LOCK RELAY
CONTROL RELAY K30 / 1R LANDING GEAR CONTROL RELAY
K16 / 1R NO. 1 ENGINE START RELAY
S-76C+C++_AMM_39-40-04_CC0133

Figure 9
Typical No. 1 Relay Panel
R0
 MULTIPURPOSE ELECTRICAL PANELS (39-40-00) (CONTINUED)

NOTES:
Operation (Continued)
No. 1 Relay Panel
The No. 1 relay panel contains diodes and plug-in relays from various helicopter
systems. The functions of these components are explained in the descriptions of
the related systems. Only those components that are in a system are shown on that
particular system schematic. As an aid for troubleshooting, a complete schematic is
provided for the No. 1 relay panel.

NOTES:

39-9
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

CONNECTOR
J2 / 2R
RELAY FUNCTION
CONNECTOR
J3 /2R RESISTOR K1 / 2R FIRE DETECTOR TEST NO. 2 RELAY
CONNECTOR R4 / 2R K2 / 2R FUEL LOW WARNING RELAY
J1 / 2R B K4 / 2R NO. 2 FIRE EXT TEST RELAY
K4 / 2R IGB CHIP RELAY
K5 / 2R TGB CHIP RELAY
DIODE DIODE K8 / 2R NO. 2 ENGINE CHIP RELAY
CR13 / 2R CR3 / 2R K9 / 2R BATTERY OVERTEMP RELAY
K10 / 2R FIRE EXTINGUISHING SYSTEM LAMP TEST RELAY
DIODE
CR4 / 2R K11 / 2R NO. 1 ENGINE OUT WARNING CONTROL RELAY

3 K12 / 2R NO. 1 ENGINE OUT AUDIO WARNING RELAY

K2 28
K 31 DIODE
K 32 K13 / 2R NO. 2 ENGINE OUT WARNING CONTROL RELAY
6
K 37
K 38 CR5 / 2R
K2 K
K1
9 K14 / 2R NO. 2 ENGINE OUT AUDIO WARNING RELAY
K35
0
K2 6 K16 / 2R NO. 2 ENGINE SPEED TRIM RELAY
K3 DIODE
K1 1
K2 3 K3
3 K2 CR6 / 2R
K 4 K17 / 2R PILOT VHF
K 5 4
K K3
K8 9 1 DIODE K18 / 2R NO. 2 ENGINE START RELAY
K K4 42
0
K1 11
K 43
K 44 CR7 / 2R K19 / 2R NO. 2 FLOAT PWR RELAY
K 12 30 K
K
K 13
K 7 DIODE
K1 8 K20 / 2R NO. 2 ENGINE START CONTROL RELAY
K1 7 DIODE CR8 / 2R
4
K1 16 K2
A K 22 DIODE CR9 / 2R K21 / 2R NO. 2 SERVO JAM WARNING RELAY
K 24
CR1
6
DIODE DIODE
K 25 CR10 / 2R K22 / 2R AC GEN BEARING WARNING RELAY
K
CR12 / 2R CR11 / 2R
CR
15 K23 / 2R ENGINE ANTI-ICE INTERLOCK RELAY
DIODE CR16 / 2R DETAIL A
(HELICOPTERS K24 / 2R FIRE WARNING AUDIO RELAY
0377 AND 0378) K25 / 2R FIRE WARNING CONTROL RELAY
K26 / 2R NO. 2 FLOTATION RELAY
DIODE CR15 / 2R
(HELICOPTERS K27 / 2R NO. 1 FLOTATION RELAY
0377 AND 0378) K28 / 2R AUTO SHUTDOWN INTERLOCK RELAY
DIODE CR16 / 2R K30 / 2R FUEL LOW-LEVEL TIME-DELAY RELAY
(HELICOPTERS 0383
AND SUBSEQUENT) K31 / 2R NO. 1 ENGINE OUT INTERLOCK RELAY
DIODE K32 / 2R NO. 2 ENGINE OUT INTERLOCK RELAY
CR1 / 2R RESISTOR
K33 / 2R NO. 1 ENGINE TIME-DELAY RELAY
R7 / 2R
K34 / 2R NO. 2 ENGINE TIME-DELAY RELAY
K35 / 2R NO. 1 EAPS / ENGINE ANTI-ICE CONTROL RELAY
K36 / 2R NO. 2 EAPS / ENGINE ANTI-ICE CONTROL RELAY
DIODE
CR2 / 2R K37 / 2R NO. 1 EAPS / ENGINE ANTI-ICE INDICATOR
K38 / 2R NO. 2 EAPS / ENGINE ANTI-ICE INDICATOR
DIODE K41 / 2R NO. 1 FIRE WARNING AUDIO RELAY
CR14 / 2R
K42 / 2R NO. 1 FIRE WARNING CONTROL RELAY
RESISTOR K43 / 2R NO. 1 ENGINE AC GEN INTERLOCK RELAY
R1 / 2R (HELICOPTERS 0377 AND SUBSEQUENT)
RESISTOR RESISTOR DIODE CR15 / 2R
K44 / 2R NO. 2 ENGINE AC GEN INTERLOCK RELAY
R2 / 2R R5 / 2R (HELICOPTERS 0383 (HELICOPTERS 0377 AND SUBSEQUENT)
AND SUBSEQUENT)
DETAIL B S-76C+C++_AMM_39-40-05_CC0136_1A

Figure 10
Typical No. 2 Relay Panel
R0
 MULTIPURPOSE ELECTRICAL PANELS (39-40-00) (CONTINUED)

NOTES:
Operation (Continued)
No. 2 Relay Panel
The No. 2 relay panel contains diodes, resistors, and plug-in relays from various
helicopter systems. The functions of these components are explained in the
descriptions of the related systems. Only those components that are in a system are
shown on that particular system schematic. As an aid for troubleshooting, a complete
schematic is provided for the No. 2 relay panel.

NOTES:

39-10
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

TEST
PRIME PANEL
GEN 1 GEN 2
INVERTERS OVER OVER AC GEN
VOLT VOLT OVER
VOLT
O
BAG COMPT
F
SMOKE DET
AMPL GND GND F
FAULT FAULT UNDER
K36 HEAT / VENT
BLOWER RELAY VOLT
ENG 1 ENG 2 FEEDER
FLOATS TEST TEST TEST FAULT
O O O
TEST F F F
ENG NO. 2
ENG NO. 1
FIRE DET CONT F F F
FIRE DET CONT

WARN RESET RESET

ENG OVSP
GND
NO. 2 DC VOLT REG NO. 1 1 - TEST - 2
P308 & CONTROL PNL P309
AC GENERATOR
CONTROL UNIT

S-76C+C++_AMM_39-40-06_CC0137

Figure 11 Figure 12
Pallet Test Panel
R0
 MULTIPURPOSE ELECTRICAL PANELS (39-40-00) (CONTINUED)
Operation (Continued) The panel also contains provisions for logo lights and recognition lights. The EMER
Electrical Pallet LTS and STROBE/POS switches are protected against inadvertent activation by clear
plastic switch guards.
The pallet contains an inverter, an AC generator control unit, the No. 1 and No. 2
engine fire detector control amplifiers, the baggage compartment smoke detector Copilot Lower Overhead Switch Panel
amplifier, the No. 1 and No. 2 DC voltage regulator and control panels, and the heat/
vent blower relay. The function of the components are explained in the description of The configuration of this panel varies, depending upon customer selected options.
the related systems.
INVERTERS GENS
Test Panel EXT MASTER
FLOATS NO. 1 NO. 2 AC DC 1 DC 2 PWR BATT START
The Test Panel is located on the instrument panel. It contains test switches for the AC
power system, DC power system, and emergency flotation system. Helicopters 0453 TEST RESET RESET
and subsequent also have test switches for the engine overspeed system. The panel OFF OFF OFF OFF OFF OFF OFF OFF OFF
also contains warning and test indicator lights for the emergency flotation system.
The functions of the switches and lights are explained in the related systems. Only ARMED ON ON ON ON ON ON ON ON

those switches and lights that are in a system are shown on that particular system
schematic. As an aid to troubleshooting, a complete schematic of the test panel is PILOT UPPER OVERHEAD SWITCH PANEL
provided.

Overhead Switch Panels (Helicopters 0419 to 9999) WSHLD PITOT ENG MASTER
HEAT
On the helicopters 0419 to 9999, the master switch panel is replaced by the overhead WIPER CPLT HT PLT HT ANTI-ICE EFIS EFIS RADIO

switch panels. The panels are mounted overhead in the cockpit. SLOW

OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF
Pilot Upper Overhead Switch Panel FAST ON ON ON ON ON ON ON ON ON

The panel contains switches that activate the floats, inverter, AC generator, No. 1 NO. 1 NO. 2 NO. 1 NO. 2 NO. 1 NO. 2

and No. 2 DC generators, external power, battery, and master start. The panel also
PILOT LOWER OVERHEAD SWITCH PANEL
contains provisions for No. 2 inverter and load shed switches. The floats switch is
protected against inadvertent activation by a clear plastic switch guard.
EMER CABIN PASS ANTI STROBE/ RCGN LAND SEARCH
Pilot Lower Overhead Switch Panel LTS LTS ADV COLL POS LTS LT LT

The panel contains switches that activate the windshield wiper, windshield washer, ON BRT FSB TOP POS PULSE PULSE STOW
windshield heat, No. 1 and No. 2 pitot heat, No. 1 and No. 2 engine anti-ice, No. 1 and OFF OFF OFF OFF OFF OFF OFF OFF
No. 2 electronic flight instrument system master, and radio master. The No. 1 and No.
2 EFIS Master and Radio Master switches are protected against inadvertent activation ARM CONT FSB/NS BOTH BOTH ON ON ON

by clear plastic switch guards.

COPILOT UPPER OVERHEAD SWITCH PANEL
Copilot Upper Overhead Switch Panel
The panel contains switches that activate the emergency lights, cabin lights, passenger Figure 13
advisory lights, anticollision light, landing light, strobe/position lights, and search lights. Overhead Switch Panels

39-11
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

VOLTAGE DIODE CR28

REGULATOR
DIODE CR26
VR1
D
DIODE CR24
DIODE CR22
DIODE CR27
DIODE CR40
B DIODE CR20 DIODE CR25

DIODE CR41 DIODE CR23

DIODE CR1 DIODE CR18
DIODE CR21
C
DIODE CR19
DIODE CR17
CAPACITOR C2

CAPACITOR C1

A
DIODE CR15 DIODE CR16

TERMINAL BOARD TB2 TERMINAL BOARD TB3

DETAIL B DETAIL C

RELAY DIODE
K3 CR29
K4 CR30
RELAY FUNCTION
DIODE CR13 K6 CR31
K1 PITCH AND YAW TRIM POWER K7 CR32
DIODE CR11
K2 ROLL AND YAW TRIM POWER DIODE CR12 K8 CR33
K3 COLLECTIVE TRANSFER DIODE CR9
DIODE CR10 K9 CR34
K4 COLLECTIVE FAIL DIODE CR7
K10 CR35
K5 YAW TRIM ENABLE DIODE CR8
DIODE CR5 K11 CR36
K6 FORCE TRIM RELEASE PILOT STANDBY DIODE CR6
DIODE CR3 K14 CR37
K7 COPILOT STANDBY
K8 COPILOT FLIGHT DIRECTOR ANNUNCIATOR K15 CR38
DIODE CR4
K9 RADAR ALTIMETER TEST INHIBIT K16 CR39
K10 COPILOT AIR DATA VALID DIODE CR2
K11 COPILOT FLIGHT DIRECTOR VALID
TYPICAL RELAY SOCKET WITH DIODE
K12 PTT
DETAIL D
K13 BRIGHT / DIM DIODE CR1
K14 COPILOT DAFS MASTER CAUTION
K15 PILOT DAFS MASTER CAUTION
TERMINAL BOARD TB1
K16 YAW TEST
DETAIL A S-76C+C++_AMM_39-40-09_CC3553_1

Figure 14
Trim Relay Panel
R0
 MULTIPURPOSE ELECTRICAL PANELS (39-40-00) (CONTINUED)

NOTES:
Operation (Continued)
Trim Relay Panel
The trim relay panel contains diodes, plug-in relays, and a voltage regulator that
function with components in the dual digital automatic flight control system. For the
function and description of these components, refer to the dual digital automatic flight
control system.

Spare Wiring
Spare wiring is provided on the helicopter for the installation of optional equipment.

NOTES:

39-12
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

K607

K557

K677
K556

K600

K676

K660

K539
K608

K609

K669

E59

E1
J1
TERMINAL BOARD K610
TB1
B

E60

E2
K662

K670
J2

K572

K582
K573

K589

K675

K673
K678

K558

K590

K674
VR1 VR2 K671
J3
K672

K717

J4

DETAIL B
J5
TERMINAL
BOARD
TB1 TERMINAL
BOARD
DETAIL A TB1
S-76C+C++_AMM_39-40-11_CC3778

Figure 15
Options Relay Panel
R0
 MULTIPURPOSE ELECTRICAL PANELS (39-40-00) (CONTINUED)

NOTES:
Operation (Continued)
Options Relay Panel
The options relay panel is located in the copilot’s overhead compartment. The panel
contains relays, diodes, and resistors from various systems and customer options.
The function of these components is explained in the related systems.

NOTES:

39-13
22 23 24 25 31 33 34 39 45 R0
 For Training Purposes Only S-76C+/C++

TB1 TB2 TB3

1 CR1 2 1 CR1 2 1 C1+ 2
CR2 CR2
3 4 3 4 3 C2+ 4
5 CR3 6 5 CR3 6 5 C3+ 6
7 CR4 8 7 CR4 8 7 C4+ 8

A 9 CR5 10 9 CR5 10 9 10
11 CR6 12 11 CR6 12 11 12
13 CR7 14 13 CR7 14 13 14
15 CR8 16 15 CR8 16 15 16
17 CR9 18 17 CR9 18 17 18
19 CR1020 19 CR1020 19 20
D 21 CR1122 21 CR1122
23 CR1224 23 CR1224
25 CR1326 25 CR1326
27 CR1428 27 CR1428
F 29 CR1530 29 CR1530 DETAIL D
31CR1632 31CR1632
E 33 CR1734 33 CR1734
35 CR1836 35 CR1836
37 CR1938 37 CR1938
39CR2040 39 CR2040
41 CR2142 41 CR2142
43 CR2244 43 CR2244

G 45 R1 46 45 CR2346

B 47 R2 48 47 CR2448
49 R3 50 49 CR2550
51 R4 52 51CR2652
J1A
53 R5 54 53 CR2754
55 R6 56 55 CR2856
57 R7 58 57 CR2958
59 R8 60 59 60

C DETAIL A

J1B

DETAIL G
DETAIL B DETAIL C

NOTE
RELAY K17 IS INSTALLED ON
HELICOPTERS 0640 AND
SUBSEQUENT.
K3 K5
+28V IN K6
GND VR1

GND−1
−14 OUT
+28V IN
GND VR2 K1 K2 K4
K17 K7 K8 K9 K10 K11 K12 K13 K14 K15 K16 −14 OUT

(SEE NOTE)
DETAIL F
DETAIL E S-76C+C++_AMM_39-40-12_CC3773_1

Figure 16
Avionics Switching Unit
R0
 MULTIPURPOSE ELECTRICAL PANELS (39-40-00) (CONTINUED)

NOTES:
Operation (Continued)
Avionics Switching Unit
The avionics switching unit is located in the RH nose e-bay shelf. The unit contains
relays, diodes, and resistors for avionic systems interfacing, as well as spare
components for optional equipment. Functions handled by the avionics switching
unit include pilot and copilot EFIS reversionary logic, ADF logic, annunciator lighting
tests, switching logic for navigation information used by the standby attitude indicator,
and weight-on-wheels (WOW) logic. The detailed function of these components are
described in the related systems.

NOTES:

39-14
22 23 24 25 31 33 34 39 45 R0
For Training Purposes Only S-76C+/C++

R0