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    AW119Kx ASMTC

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    AW119 KX

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    AW119Kx ASMTC

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    AW119 KX

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    AW119 KX

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    620 views888 pages

    AW119Kx ASMTC

    Uploaded by

    blackhawk
    AW119 KX

    Copyright:

    © All Rights Reserved
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    FOR TRAINING USE ONLY

    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Acronyms and Abbreviations

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
    LEFT
    BLANK

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Acronyms and Abbreviations

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


    Page i

    Use and disclosure of this document is controlled; see Title/Cover page.

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Acronyms and Abbreviations

    INTENTIONALLY
    LEFT
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    Issue No 1.0 02/02/2015


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    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Acronyms and Abbreviations

    A
    AC Alternating Current
    ACP Audio Control Panel
    ADC Air Data Computer
    ADF Automatic Direction Finder
    ADIZ Air Defence Interdiction Zone
    AFCS Automatic Flight Control System
    AGL Above Ground Level
    AHRS Attitude and Heading Reference System
    AMU Audio Management Unit
    AOPA Aircraft Owners and Pilots Association
    ASOS Automated Weather Observing System
    ATC Air Traffic Control
    ATIS Automatic Terminal Information Service
    AWG Aural Warning Generator

    B
    BL Butt Line

    C
    CAA Civil Aviation Authority
    CASA Civil Aviation Safety Authority
    CAS Crew Alerting System
    CB Circuit Breaker
    CBIT Continuous Built-In Test
    CDI Course Deviation Indicator
    CG Centre of Gravity
    CLA Collective Lever Angle
    CPA Closest Point of Approach

    D
    DACS Digital Audio Control System
    DC Direct Current
    DevCs Device Configuration Software
    DGAC Directorate General for Civil Aviation
    DH Decision Height
    DME Distance Measuring Equipment

    Issue No 1.0 02/02/2015


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    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Acronyms and Abbreviations

    Dr Dead Reckoning

    E
    EASA European Aviation Safety Agency
    EDU Electronic Display Unit
    EEC Electronic Engine Control
    European Geostationary Navigation Overlay
    EGNOS Service
    EIS Engine Indication Strip
    ELT Emergency Locator Transmitter
    EMM Engine Maintenance Manual
    EMS Emergency Medical Services
    ESIS Electronic Standby Instrument System

    F
    FAA Federal Aviation Administration
    FCU Fuel Control Unit
    FLTA Forward Looking Terrain Alert
    FM Frequency Modulation
    FMS Flight Management System
    FPI Flight Path Indicator
    FPL Flight Plan

    G
    GIA Garmin Integrated Avionics (unit)
    GPU Ground Power Unit
    GS Glide Slope
    GSL Geodetic Sea Level

    H
    Hd Height Density
    HEMS Helicopter Emergency Medical Services
    HIS Horizontal Situation Indicator
    HP High Pressure
    HPA Hectopascal
    HSDB High-speed Databus

    Issue No 1.0 02/02/2015


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    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Acronyms and Abbreviations

    HTAWS Helicopter Terrain Awareness and Warning


    System

    I
    ICA Instructions for Continued Airworthiness
    ICAO International Civil Aviation Organisation
    ICS Intercom System
    IEEE Institute of Electrical and Electronics Engineers
    IETP Interactive Electronic Technical Publications
    IFR Instrument Flight Rules
    IGE In Ground Effect
    IIDS Interactive Instrument Display System
    IIMC Inadvertent Instrument Meteorologist Condition
    IPC Illustrated Parts Catalogue
    ILS Instrument Landing System
    ISS International Space Station
    ITT Interturbine Temperature

    K
    KIAS Knots Indicated Airspeed

    L
    LCD Liquid Crystal Display
    LED Light Emitting Diode
    LOC Localiser
    LRU Line Replaceable Unit
    LTE Loss of Tail rotor Effectiveness
    LVDT Line Variable Displacement Transducer

    M
    MAN Manual
    MB Marker Beacon
    MCL Master Caution Light
    MCP Max Continuous Power
    MDA Minimum Descent Altitude
    MEC Mechanical Engine Control
    MFD Multifunction Display

    Issue No 1.0 02/02/2015


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    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Acronyms and Abbreviations

    MM Maintenance Manual
    MOA Military Operations Area
    MODTM Modulating Torque Motor
    MOS Manual Override System
    MPM Maintenance Planning Manual
    MSL Mean Sea Level
    MSTM Mode Select Torque Motor
    MWL Master Warning Light

    N
    NASA National Aeronautical Space Administration
    NDB Nondirectional Beacon
    National Oceanic and Atmospheric
    NOAA Administration
    NOR Normal
    NTA Nonthreat Advisory
    NWS National Weather Service

    O
    OAT Outside Air Temperature
    OES Optional Equipment Supplements
    OGE Out of Ground Effect
    OM Overhaul Manual

    P
    PA Proximity Advisory
    PBIT Power-up Built-In Test
    PFD Primary Flight Display
    PLA Power Lever Angle
    PRV Pressure Regulating Valve
    PSU Passenger Service Unit
    PTT Press To Talk
    PTT Push-To-Talk
    PTUM Pictorial Tools Usage Manual

    R
    RA Radar Altimeter

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    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Acronyms and Abbreviations

    RFM Rotorcraft Flight Manual


    RFMS Rotorcraft Flight Manual Supplement
    RMU Remote Memory Unit
    ROC Rate of Climb
    RP Reduced Protection
    RVDT Rotary Variable Displacement Transducer

    S
    SAR Search and Rescue
    SARSAT Search and Rescue Satellite
    SAS Stability Augmentation System
    SatCom Satellite Communication
    SBAS Satellite Based Augmented System
    SD Secure Digital
    SRM Structural Repair Manual
    STA Station
    STC Supplemental Type Certificate
    SVS Synthetic Vision System
    SVT Synthetic Vision Terminology

    T
    TA Traffic Advisory
    TAS Traffic Advisory System
    TBI Time Before Inspection
    TBO Time Before Overhaul
    TCAS Traffic Collision and Avoidance System
    TCDS Type Certificate Data Sheet
    TFR Temporary Flight Restriction
    TOP Take-off Power

    U
    UHF Ultra High Frequency

    V
    VCA Voice Call Out
    VFR Visual Flight Rules
    VG Vertical Gyro

    Issue No 1.0 02/02/2015


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    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Acronyms and Abbreviations

    VHF Very High Frequency


    VOR VHF Omnidirectional Ranging
    VSI Vertical Speed Indicator

    W
    WAAS Wide Area Augmentation System
    WDM Wiring Diagram Manual
    WOS Weight on Skids
    WSR-88D Weather Surveillance Radar 1988, Doppler

    X
    XM Extended Module

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    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Airworthiness Limitations ATA 04


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
    LEFT
    BLANK

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Airworthiness Limitations ATA 04
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE INCORPORATED BY DATE REMARKS


    1.0 Colin Wheeler 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


    Page i
    Use and disclosure of this document is controlled; see Title/Cover page.

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Airworthiness Limitations ATA 04
    Student Notes

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    Issue No 1.0 02/02/2015


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    Airworthiness Limitations ATA 04
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Airworthiness Limitations .......................................................................................................................................... 1
    1 Airworthiness Limitations ............................................................................................................................... 1
    1.1 Overview ............................................................................................................................................... 1
    1.1.1 Description and Definition ................................................................................................................. 1
    1.2 Documentation...................................................................................................................................... 3
    1.2.1 Maintenance Planning Manual ......................................................................................................... 3
    1.3 Areas of Applicability ............................................................................................................................ 4
    1.3.1 Instructions for Continued Airworthiness .......................................................................................... 4
    1.4 Compliance Verification ........................................................................................................................ 6
    1.4.1 Maintenance Status Report .............................................................................................................. 6

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    Airworthiness Limitations ATA 04
    Student Notes

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    Airworthiness Limitations ATA 04
    Student Notes

    Airworthiness Limitations
    1 Airworthiness Limitations
    1.1 Overview
    1.1.1 Description and Definition

    Airworthiness limitations are those items mandated by airworthiness authorities during the
    certification process. These items are set forth so that the certification design standards for
    operations and safety are upheld. Examples of these items are:

    • Specific inspections

    • Procedures

    • Replacements

    • Retirements

    • Overhauls

    • Instructions for Continued Airworthiness (ICA).

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    AW119Kx-ASMTC
    Airworthiness Limitations ATA 04
    Student Notes

    Airworthiness limitations for the AW119 series are mandated by a Type Certificate Data Sheet
    (TCDS) which is issued at certification by the authorising airworthiness authority.

    Airworthiness limitations are accomplished by maintainers. It is important for the pilot to know that if
    any of the airworthiness limitations are not accomplished, then the aircraft is not airworthy.

    No extensions or grace periods are authorised for the accomplishment of airworthiness limitations.

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    Airworthiness Limitations ATA 04
    Student Notes

    1.2 Documentation
    1.2.1 Maintenance Planning Manual

    AgustaWestland transcribes the airworthiness limitations designated at certification, into the


    Maintenance Planning Manual (MPM).

    The following items are covered in:

    • Airframe airworthiness limitations - MPM, Chapter 04

    • Engine airworthiness limitations - current Pratt & Whitney service bulletin.

    Airworthiness limitations are a separate section of the MPM and should not be confused with other
    MPM sections such as Approved Inspection Programs (ATA 05).

    Maintainers track and then coordinate compliance with airworthiness limitations and endeavour to
    schedule them during regular inspections.

    Airworthiness limitations compliance is considered independently and individually by item which


    may not fall within a scheduled inspection.

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    AW119Kx-ASMTC
    Airworthiness Limitations ATA 04
    Student Notes

    1.3 Areas of Applicability


    1.3.1 Instructions for Continued Airworthiness

    The pilot must be aware that airworthiness limitations could affect:

    • The airframe and its components

    • The engine (amended by service bulletins)

    • The avionics

    • Accessories and appliances

    • Installed equipment with Rotorcraft Flight Manual (RFM) supplements.

    The G1000H externally mounted equipment is likely to have its own RFM supplement and
    associated ICA requirements. Examples of these mission related equipment are:

    • Hoists and hooks

    • Search lights

    • Gyro cameras

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    AW119Kx-ASMTC
    Airworthiness Limitations ATA 04
    Student Notes

    • Fire fighting equipment

    • Litters, ski racks, cargo pods

    • Mission sensors, probes and antennas.

    An ICA is an airworthiness limitation and therefore must be accomplished on schedule or the


    aircraft is not airworthy.

    Issue No 1.0 02/02/2015


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    AW119Kx-ASMTC
    Airworthiness Limitations ATA 04
    Student Notes

    1.4 Compliance Verification


    1.4.1 Maintenance Status Report

    Maintainers track the accomplishment of airworthiness limitations and can provide the pilot with a
    maintenance status report that includes the airworthiness limitations status. The report should
    specifically classify items as having an airworthiness limitations compliance mandate from MPM
    Chapter 04.

    The pilot should know how to obtain report information within their respective organisation in
    accordance with its policies.

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    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx
    Avionic System Maintenance Type Training
    Course

    Approved Inspection Programs ATA 05


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
    LEFT
    BLANK

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Approved Inspection Programs ATA 05
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE INCORPORATED BY DATE REMARKS


    1.0 Colin Wheeler 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


    Page i

    Use and disclosure of this document is controlled; see Title/Cover page.

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx-ASMTC
    Approved Inspection Programs ATA 05
    Student Notes

    INTENTIONALLY
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    Approved Inspection Programs ATA 05
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Approved Inspection Programs ................................................................................................................................ 1
    1 Approved Inspection Programs ..................................................................................................................... 1
    1.1 Approved Inspection Programs and Guidelines ................................................................................... 1
    1.1.1 General Guidelines and the Manufacturer’s Approved Inspection Program .................................... 1
    1.1.2 Inspection Programs and Maintenance Checks ............................................................................... 3
    1.1.3 Extended Inspection Program .......................................................................................................... 4
    1.1.4 Progressive Inspection Program ...................................................................................................... 5
    1.1.5 Scheduled and Unscheduled Tolerances ......................................................................................... 6

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    Approved Inspection Programs ATA 05
    Student Notes

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    Approved Inspection Programs ATA 05
    Student Notes

    Approved Inspection Programs


    1 Approved Inspection Programs
    1.1 Approved Inspection Programs and Guidelines
    1.1.1 General Guidelines and the Manufacturer’s Approved Inspection Program

    AgustaWestland has continuously sought out and achieved approved inspection programs that put
    safety and reliability at the forefront. The two approved inspection programs examined in this lesson
    have these guidelines for operators:

    • When operating under harsh environmental or operationally demanding conditions (offshore or


    usage beyond the Maintenance Planning Manual (MPM) stated utilisation), the operator should
    decrease the interval between inspections and the components servicing and replacement or
    overhaul requirements.

    • The inspection and maintenance of the engine, avionics, and other equipment must be
    performed in accordance with the procedures required by relevant manufacturers and
    incorporated into the operator’s overall maintenance program approved by their respective
    airworthiness authorities.

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    Approved Inspection Programs ATA 05
    Student Notes

    An approved inspection program is also referred to in the regulatory sense as the manufacturer’s
    approved inspection program. Regardless of which country’s airworthiness authorities prevail
    (European Aviation Safety Agency (EASA), Federal Aviation Administration (FAA), Directorate
    General for Civil Aviation (DGAC), Civil Aviation Authority (CAA), Civil Aviation Safety Authority
    (CASA), etc.), the manufacturer’s approved program is always referred to as approved data, making
    it acceptable for the operator to adapt it into their operations specifications.

    In contrast, the operator’s other option of creating, writing and having to achieve an individual
    inspection program approval is not necessary. The adaptability of AgustaWestland’s approach to
    safety and operator flexibility gives the AW119Kx operator unprecedented choices in approved
    inspection programs.

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    Approved Inspection Programs ATA 05
    Student Notes

    1.1.2 Inspection Programs and Maintenance Checks

    Types of Approved Inspection Programs


    AgustaWestland has two manufacturer's approved inspection programs for operators to choose
    from:

    • The extended inspection program

    • The progressive inspection program (flexibility for annual utilisations at or above 400 hours per
    year).

    The chosen option becomes the scheduled program and must include the MPM 05-70 lubrication
    schedule. Optional equipment inspections in MPM 05-60 may have retirement life parts installed.
    Refer to the Airworthiness Limitations section, MPM 04-00-00.

    Unscheduled Maintenance Checks


    Unscheduled maintenance checks have two considerations:

    • Special inspections (a daily, a service milestone or component change when they occur)

    • Conditional inspections (incidents such as overspeed, over torque, hard landing, lightning
    strike).

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    Approved Inspection Programs ATA 05
    Student Notes

    1.1.3 Extended Inspection Program

    With reference to MPM Section 05-20, the extended inspection program consists of:

    • Basic 50 flight hours/60 days inspection

    • 200 hours inspection

    • 400 hours inspection

    • 800 hours inspection

    • 3200 hours inspection

    • 12 months inspection.

    The hourly inspections are mathematical multiples as the service life of the aircraft proceeds. The
    calendar driven annual inspection occurs outside of the hourly multiples.

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    Approved Inspection Programs ATA 05
    Student Notes

    1.1.4 Progressive Inspection Program

    With reference to MPM Section 05-40, the progressive program of scheduled inspections consists
    of:

    • Basic 50 flight hours/60 days inspection

    • 200 hours inspection (divided into four phases), progressive items

    • 400 hours inspection (divided into four phases)

    • A progressive 800 hours inspection

    • A progressive 3200 hours inspection

    • A progressive annual inspection performed within 12 months in three phases.

    With reference to MPM 05-00-2, if an operator’s utilisation and scheduling should change, a
    transition between programs is authorised from extended to progressive and from progressive to
    extended. The MPM details what must be accomplished on the aircraft to comply with such a
    transition.

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    AW119Kx-ASMTC
    Approved Inspection Programs ATA 05
    Student Notes

    1.1.5 Scheduled and Unscheduled Tolerances

    Scheduled inspection tolerances as per the MPM (05-20 extended and 05-40 progressive
    programs):

    • Basic 50 flight hours/60 days: + 10 flight hours/10 days

    • 200 flight hours: + 10 flight hours

    • 400 flight hours: + 30 flight hours

    • 800 flight hours: + 30 flight hours

    • 3200 flight hours: +/- 60 flight hours

    • 12 months: +/- 2 months

    • Tolerances are authorised for the scheduled lubrication items in the MPM (refer to 05-00-00).

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    Approved Inspection Programs ATA 05
    Student Notes

    Unscheduled maintenance check tolerances include special inspection items with no tolerance
    allowed:

    • First flight of the day

    • New aircraft having five to 10 flight hours (or after reinstallation of major components)

    • At each engine removal/installation

    • At each blade retention bolt removal

    • At pilot doors removal/installation

    • At each transmission removal/installation

    • At every 25 flight hours check.

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    Approved Inspection Programs ATA 05
    Student Notes

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Environmental System ATA 21


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
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    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

    Issue No 1.0 02/02/2015


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    Student Notes

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    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Environmental System .............................................................................................................................................. 1
    1 Overview ........................................................................................................................................................ 1
    1.1 Overview ............................................................................................................................................... 1
    1.1.1 General ............................................................................................................................................. 1
    2 Air Distribution System .................................................................................................................................. 3
    2.1 Air Distribution System ......................................................................................................................... 3
    2.1.1 Lower Cockpit and Cabin Ventilation ............................................................................................... 3
    2.1.2 Upper Cabin Ventilation .................................................................................................................... 4
    2.1.3 Windshield Defogging ....................................................................................................................... 5
    2.1.4 Cockpit Ventilation and Side Windows Defogging ........................................................................... 6
    2.1.5 Lower Passenger Cabin Diffusers .................................................................................................... 7
    2.1.6 Upper Cabin Air Ventilation .............................................................................................................. 8
    2.2 Ventilation Controls and Indications ..................................................................................................... 9
    2.2.1 Fresh Air Ventilation Knob ................................................................................................................ 9
    2.2.2 Cockpit Vent Switch ........................................................................................................................ 10
    2.3 Ventilation System Operation ............................................................................................................. 11
    2.3.1 Operational Check .......................................................................................................................... 11
    3 Heating and Distribution System ................................................................................................................. 13
    3.1 Heating System .................................................................................................................................. 13
    3.1.1 Overview ......................................................................................................................................... 13
    3.2 Heating System Components ............................................................................................................. 14
    3.2.1 Shutoff Valve .................................................................................................................................. 14
    3.2.2 Mixing Valve ................................................................................................................................... 15
    3.2.3 Temperature Sensor ....................................................................................................................... 16
    3.2.4 Over Temperature Switch ............................................................................................................... 17
    3.3 Heating Controls and Indications........................................................................................................ 18
    3.3.1 Heater System Controls ................................................................................................................. 18
    3.3.2 Heater System Indications .............................................................................................................. 20
    3.4 Heating System Operation ................................................................................................................. 21
    3.4.1 Heater System Usage .................................................................................................................... 21

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    Student Notes

    Environmental System
    1 Overview
    1.1 Overview
    1.1.1 General

    The environmental system provides ventilation, defogging and heating in two systems:

    • The air distribution system

    • The heating system.

    Subsystem areas or components of the environmental system include:

    • An air distribution system having separate lower and upper subsystems of ducting and diffusers

    • A ventilation fan motor to boost fresh air volume throughout the lower subsystem

    • An engine bleed-air type heating system which uses the lower air distribution system of ducting
    and diffusers.

    The environmental system controls include:

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    • For ventilation:
    A vent knob, a vent motor and vent fan control switch

    • For heating:
    A shutoff valve and overhead control switch, a mixing valve and overhead control switch, a
    temperature sensor and an over temperature duct monitoring switch

    A thermostatic control knob on the overhead console for comfort settings, circuitry protection
    and associated wiring complete the environmental system.

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    2 Air Distribution System


    2.1 Air Distribution System
    2.1.1 Lower Cockpit and Cabin Ventilation

    The aircraft has a lower and an upper ventilation system. Both are independent of each other and
    not connected. The lower vent system provides fresh air for crew and passengers in addition to
    defogging.

    The lower vent system consists of the following:

    • A ram air intake

    • An electric motor driven ventilation fan

    • An air mixing box

    • A vent knob

    • Eight air diffusers (four for fresh air, four for defogging).

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    2.1.2 Upper Cabin Ventilation

    The upper vent system provides passenger compartment ventilation only. The upper vent system
    consists of the following:

    • An upper ram air intake

    • Four overhead passenger compartment gasper air outlets.

    Note: The upper vent system provides passenger cabin ventilation only and is not connected to the
    lower ventilation system or heater system.

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    2.1.3 Windshield Defogging

    The windshield defogging system is part of the lower ventilation system. Each windshield has its
    own diffuser and sources defogging air from the mixing box.

    The air mixing box contains an internal cable actuating a gate valve which controls air flow from the
    ram air intake. The vent knob is mechanically connected to the gate valve.

    The ventilation fan may be used to increase the volume of air.

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    2.1.4 Cockpit Ventilation and Side Windows Defogging

    The air diffusers are used to distribute air though out the cockpit and to the side windows. There are
    two types of air diffusers:

    • Gasper air vents

    • Defoggers.

    Gasper air vents are located on each side of the interseat console. The air flow can be controlled by
    rotating the outer ring on the interseat console diffusers (open, close or vary the flow).

    Window diffusers are also referred to as defoggers and are located next to the lower windows. They
    direct air flow to the lower windows.

    The airflow can be controlled by opening or closing the butterfly valves. The butterfly valves are
    located in the lower door sills next to the outboard side of each pilot seat.

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    2.1.5 Lower Passenger Cabin Diffusers

    The lower cabin air diffusers are located below the rear facing passenger seats. They are used to
    distribute fresh ventilation air or heated air throughout the cabin.

    Note: The arch ducting above the cabin is part of the lower air distribution subsystem and not part
    of the upper fresh air only system.

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    2.1.6 Upper Cabin Air Ventilation

    Unlike the lower cabin ventilation air which is sourced at the lower forward fuselage intake, the
    upper cabin air distribution system provides outside ram air for passenger cabin ventilation only and
    consists of:

    • An upper air intake located in the leading edge forward transmission cowling and always open
    to outside air

    • The gasper air diffusers located in the ceiling of cabin compartment, air flow can be controlled
    by rotating the outer ring on the gasper air outlet.

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    2.2 Ventilation Controls and Indications


    2.2.1 Fresh Air Ventilation Knob

    The vent knob is a direct cable control.

    When pulled, the vent knob opens the gate valve of the air mixing box permitting ram air from the
    forward lower intake to enter the cockpit defoggers, gasper outlets and the ducting of the lower
    passenger compartment gasper outlets.

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    2.2.2 Cockpit Vent Switch

    The air distribution system is provided with an electric motor fan to boost ventilation air through the
    lower air distribution system. The fan motor is operated by the VENT CKPT switch. The switch
    settings are:

    • OFF - the ventilating fan is de-energised

    • LOW - the ventilating fan is operating at low speed

    • HIGH - the ventilating fan is operating at maximum speed.

    When the VENT CKPT switch is in the LOW or HIGH position, the VENT ON advisory message
    appears.

    The fan motor is provided power from the main 28 Vdc (DC bus) by the VENT CKPT circuit breaker.

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    2.3 Ventilation System Operation


    2.3.1 Operational Check

    The procedure for the operational check is:

    Abbreviated Ground Operation Pilot Action


    (per MM 21-27-7)

    Connect ground power. Set GEN switch to ON, Check for presence of airflow from windshield
    ensure VENT CKPT circuit breaker is in. diffusers.

    Pull vent knob out, set VENT CKPT switch to VENT ON advisory message appears.
    LOW.

    Push vent knob in. Check that airflow from windshield diffusers
    stops.

    Pull vent knob out. Check that airflow is restored.

    Set VENT CKPT switch to HIGH. Check that airflow from windshield diffusers
    increases.

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    Abbreviated Ground Operation Pilot Action


    (per MM 21-27-7)

    Set VENT CKPT switch to OFF. Check that windshield diffusers stop flowing.

    Push vent knob in. Switches OFF, power disconnected.

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    3 Heating and Distribution System


    3.1 Heating System
    3.1.1 Overview

    The cabin heating system supplies warm air to the cockpit, cabin and defoggers for demisting and
    defrosting.

    The heating system provides warm air by mixing hot compressor bleed-air with fresh ambient air. It
    ties into the lower air distribution system and consists of the following components and controls:

    • A shutoff valve fitted on the bleed-air source line of the engine

    • A mixing valve to blend hot air with fresh ambient air

    • A temperature sensor that receives settings from the TEMP CONT knob

    • An over temperature switch for system monitoring.

    Overhead console switches to power on the heater system, to close off the mixing valve and to shut
    off bleed-air are incorporated as an ON/OFF switch, a MIX switch and a S/OFF switch respectively.

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    3.2 Heating System Components


    3.2.1 Shutoff Valve

    The cabin heating system is provided with a shutoff valve which is fitted on the engine bleed-air line.

    The shutoff valve has a nonreturn device and a solenoid which controls the opening and the closing
    of the valve. The valve is electrically operated and controlled by the S/OFF switch on the cabin
    overhead console.

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    3.2.2 Mixing Valve

    The mixing valve blends hot bleed-air with fresh ambient air (drawn in from a dedicated upper
    fuselage air intake) and adjusts the cabin air flow temperature in response to the setting of the
    temperature sensor.

    The mixing valve incorporates a solenoid and cockpit switch to enable or disable the mixing valve
    operation.

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    3.2.3 Temperature Sensor

    The temperature sensor is a thermal pole expansion type and controls the discharge of hot air from
    the mixing valve inlet port by altering the mixing valve internal pressure, thereby adjusting the mixed
    air flow through the valve.

    The temperature operation range is between 18 °C and 113 °C ± 5 °C.

    The temperature sensor settings are obtained by the operation of a TEMP CONT knob located on
    the overhead console.

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    3.2.4 Over Temperature Switch

    An over temperature switch will interrupt the system operation if the air temperature becomes too
    hot (above 127 °C).

    When activated due to high temperature in the duct to the lower air distribution system, the over
    temperature switch will shut down the heating system through a relay which in turn closes the
    bleed-air shutoff valve and mixing valve.

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    3.3 Heating Controls and Indications


    3.3.1 Heater System Controls

    The heating controls are situated on the overhead console, they are:

    • The HEATER SYSTEM ON/OFF switch - supplies 28 Vdc for system operation:

    o OFF - the heater electrical circuit is not powered

    o ON - the heater electrical circuit is powered in 28 Vdc (DC bus).

    • The MIX switch - controls the solenoid fitted in the mixing valve:

    o OFF - the mixing valve solenoid is not energised (valve closed). Mixing valve is inoperative

    o ON - the solenoid of the mixing valve is open. The mixing valve is operative, energised.

    • The S/OFF switch - controls the shutoff valve located on the engine bleed-air line:

    o OFF - the shutoff valve on bleed-air duct is closed

    o ON - the shutoff valve on bleed-air duct is open.

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    • The TEMP CONT knob - adjusts the temperature of the heated air to the cockpit and cabin:

    o Turn knob as a rheostat thermostat to the desired comfort level (increase or decrease).

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    3.3.2 Heater System Indications

    There is only one Crew Alerting System (CAS) advisory message associated with the heating
    system, HEATER ON . This message appears in the Primary Flight Display (PFD) CAS window
    when the HEATER SYSTEM switch (a switchable circuit breaker) is placed to the ON position
    (system operating).

    The shutdown of the heater system due to a duct temperature being too high is automatic and does
    not initiate other CAS messages or require pilot interface.

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    3.4 Heating System Operation


    3.4.1 Heater System Usage

    In flight, the pilot ensures the vent knob is closed (pushed in), the HEATER SYSTEM switch is
    selected to ON along with the MIX switch and S/OFF switch (verify HEATER ON advisory
    message). The pilot then adjusts the TEMP CONT knob for the desired airflow temperature.

    With the switches in the ON position, the airflow from the engine bleed-air port fills the inline venturi
    and the shutoff solenoid moves to enable the flooding of the shutoff valve with hot air having a
    controlled volume acceptable for mixing valve control.

    Hot air proceeds to the inlet of the mixing valve past the mixing valve solenoid (controlled by the
    MIX switch). The TEMP CONT knob has cable actuated the temperature sensor (a thermal pole
    expansion type) that controls the discharge of hot air from the mixing valve inlet port via a sense
    line.

    Warm mixed air exits the mixing valve and enters the lower air distribution system. The warm air is
    supplied to the cockpit defogger diffusers and gasper outlets along with the lower gasper air outlets
    of the passenger cabin.

    The operational test of the heating system is found in the maintenance manual (MM 21-41-11) and
    requires a ground run for source bleed-air.

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    Avionic Systems Maintenance Type Training
    Course

    Autoflight System ATA 22


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

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    Autoflight System ATA 22
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

    Issue No 1.0 02/02/2015


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    Autoflight System ATA 22
    Student Notes

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    Autoflight System ATA 22
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Autoflight System ...................................................................................................................................................... 1
    1 Automatic Stabilisation System ..................................................................................................................... 1
    1.1 Helipilot System .................................................................................................................................... 1
    1.1.1 Overview ........................................................................................................................................... 1
    1.1.2 Modes of Operation .......................................................................................................................... 2
    1.1.3 System Architecture ......................................................................................................................... 3
    1.2 Helipilot Major Components ................................................................................................................. 5
    1.2.1 Helipilot Computer ............................................................................................................................ 5
    1.2.2 Linear Actuators................................................................................................................................ 6
    1.2.3 Force Trim Actuators ........................................................................................................................ 7
    1.2.4 Vertical Gyros ................................................................................................................................... 9
    1.2.5 Rate Gyro ....................................................................................................................................... 10
    1.2.6 Control Position Synchros .............................................................................................................. 11
    1.3 Helipilot Controls and Indications ....................................................................................................... 12
    1.3.1 Power and Circuit Protection .......................................................................................................... 12
    1.3.2 Controls .......................................................................................................................................... 14
    1.3.3 Indications ....................................................................................................................................... 15
    1.4 Helipilot System - Preflight ................................................................................................................. 17
    1.4.1 Preflight Procedures ....................................................................................................................... 17
    2 Malfunctions ................................................................................................................................................. 19
    2.1 System Malfunctions .......................................................................................................................... 19
    2.1.1 In-flight Identification and Indications Management ....................................................................... 19
    2.1.2 In-flight Failure of One Helipilot SAS .............................................................................................. 21
    2.1.3 Repeated Disturbances During Pitch, Roll or Yaw Operation ........................................................22
    2.1.4 Oscillatory Malfunction During Pitch, Roll or Yaw Operation .........................................................23
    2.1.5 Single Inverter Failure .................................................................................................................... 24
    Annexes
    Annex A - Autoflight System Architecture ....................................................................................................... A1
    Annex B - Autoflight System Power ................................................................................................................ B1

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    Student Notes

    Autoflight System
    1 Automatic Stabilisation System
    1.1 Helipilot System
    1.1.1 Overview

    The helipilot system in the aircraft is designed to relieve pilot workload. The system accomplishes
    this by providing a concise control feel through the dampening of instabilities and by assisting pilot
    attitude inputs. When desired, attitude commands can be maintained through the engagement of
    the attitude hold function.

    Described as a three-axes attitude command, attitude hold, flight control system, the pilot is enabled
    to perform desired cockpit functions hands free. The system has a duplex architecture (dual
    computers) for redundancy and provides control during all modes of flight, regardless of wind
    conditions or centre of gravity.

    The dual and redundant helipilot pitch, roll and yaw three axes system consists of:

    • Dual Stability Augmentation Systems (SAS 1 and SAS 2)

    • An attitude hold system commonly referred to as force trim.

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    1.1.2 Modes of Operation

    The helipilot system has two modes of operation:

    • SAS

    • Attitude Hold (ATTD HOLD).

    In normal SAS mode, with both system switches selected, a dampening effect to stabilise the
    aircraft with respect to external forces (turbulent air, etc.) is automatic. Pilot initiated inputs are
    sensed and not dampened therefore, the system does not interfere with attitude changes controlled
    by the pilot.

    In ATTD HOLD mode the system is capable of maintaining the attitude of the aircraft, providing the
    pilot with limited hands off flying capabilities. The pilot is able to trim the aircraft by operating the
    beeper trim selector switch on the cyclic stick.

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    Student Notes

    1.1.3 System Architecture

    The autoflight system is also referred to as the SAS. This Sperry type helipilot model is an
    automatic stabilisation system that consists of the following component items:

    • One helipilot control panel (also known as the SAS panel)

    • One miscellaneous switch panel housing the force trim (F-TRIM) switch

    • Two independent helipilot computers

    • Five linear actuators (pitch/roll/yaw)

    • Three force trim actuators (pitch/roll/yaw)

    • Five control position sensing synchro transmitters (pitch/roll/yaw)

    • Two Vertical Gyros (VG) (pitch/roll)

    • One rate gyro (yaw).

    Yaw input is made available only to the No. 1 computer in the SAS 1 which has one rate gyro, one
    linear actuator and one force trim actuator.

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    Student Notes

    Indications are passed from the helpilot computers to the Garmin Integrated Avionics Unit (GIA) for
    display on the Primary Flight Display (PFD) and Multifunctional Display (MFD).

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    Student Notes

    1.2 Helipilot Major Components


    1.2.1 Helipilot Computer

    Two computers are located in the right side of the nose bay. The computer is the command centre
    of each independent and separately powered SAS 1 (2).

    Each computer processes:

    • Attitude signals from the system gyros

    • Flight control position signals from the position synchro transmitters

    • Position signals from the linear actuators.

    The computer develops the appropriate steering commands for the linear actuators.

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    Student Notes

    1.2.2 Linear Actuators

    All five linear actuators receive steering commands from the respective SAS helipilot computer and
    report the actuator position to the computer.

    During normal operation with both SAS 1 and SAS 2 engaged, each actuator drives 50% of the
    computed input for an axis. In the event of a single SAS failure, the remaining actuator provides the
    input at twice the normal rate which may result in a degradation of system performance.

    The four pitch and roll linear actuators are assembled and installed in a tandem configuration in line
    with (or linear) to the travel path of the control rods going to the mixing unit. Roll actuators and pitch
    actuators are paired.

    The yaw linear actuator is a single unit placed in tandem with a hydraulic servo for automatic yaw
    stabilisation (dampening) in relation to attitude control.

    The single yaw linear actuator is dedicated to helipilot computer 1. Therefore, SAS 1 is a three-axes
    system and SAS 2 is a two-axes system.

    In association with the pilot’s electric beep trim system, the linear actuators accomplish the trimming
    off of undesirable flight control pressures.

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    Student Notes

    1.2.3 Force Trim Actuators

    Force trim actuators are electrical motor driven actuators for pitch roll and yaw, which when
    engaged, maintain a selected attitude enabling the pilot to fly hands free.

    The electric motors inside the parallel actuators are used as anchoring points only and will never
    move. They only maintain the flight controls by tying them to the internal parallel actuator anchoring
    point, when the magnetic clutch (brake) is energized (force trim on) providing a "force feeling" and
    "fly through" function, by the internal artificial feel unit (spring).

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    Student Notes

    These actuators are commonly referred to by their description and not by their system name.

    Descriptive Nomenclature Descriptive Attribute

    Magnetic brakes An electromagnetic component within the force trim


    actuator that holds the flight control settings or releases
    them as the pilot selects (engaged or disengaged).

    Parallel actuators A reference to how the force trim actuator is installed in


    parallel to the flight control system in contrast to the
    installation of a linear actuator.

    Rotary actuators A reference to force trim actuator motion in contrast to


    the motion of a linear actuator.

    The force trim actuators provide the anchoring point for the linear actuators. The system itself is
    powered, controlled, and selected independently via the Miscellaneous Control panel..

    All three force trim actuators are located under the pilot and co-pilot seat structure.

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    Student Notes

    1.2.4 Vertical Gyros

    Two VG in the SAS 1 and 2 are located on either side of the GIA-63H units in the nose bay.

    The VG senses the combined attitudinal position of the aircraft in relation to both pitch and roll zero
    references. The VG is a two degree of freedom gyro using electrical power for maintaining its spin
    axis vertical.

    Output signals are produced by gimbal angular displacements and sent to the respective helipilot
    computer to measure both roll angle and pitch attitude.

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    Student Notes

    1.2.5 Rate Gyro

    The yaw rate gyro is attached to an L-shaped bracket which is mounted on the forward nose
    bulkhead.

    Yaw rate occurs swiftly in terms of time and the steering command must come equally as fast. A
    rate gyro will sense the rate of angular change by measuring time. Output signals are produced and
    sent to helipilot computer 1 to sense the yaw angle.

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    Student Notes

    1.2.6 Control Position Synchros

    The five control position synchro transmitter potentiometers are mounted on brackets within the
    airframe allowing a tie rod to connect with a bellcrank in each of the pitch, roll and yaw flight control
    systems. All five control position synchro transmitters are installed under the pilot and co-pilot seats.
    Each synchro transmitter is dedicated solely to one axis of flight.

    Helipilot computer 1 uses three synchros and helipilot computer 2 uses two synchros.

    The purpose of the synchros is to measure the position of the cyclic and pedals and report those
    positions to the respective helipilot computer.

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    Student Notes

    1.3 Helipilot Controls and Indications


    1.3.1 Power and Circuit Protection

    The SAS receives power and circuit protection from both AC and DC power sources as follows:

    • 115 Vac bus:

    o SAS 1 and SAS 2

    o VG 1 and VG 2

    • 26 Vac bus:

    o SAS 1 and SAS 2

    • 28 Vdc emergency bus:

    o SAS 1

    o ATT ENGAGE

    o Force trim

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    Student Notes

    • 28 Vdc bus:

    o SAS 2.

    Autoflight power architecture is at Annex B.

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    Student Notes

    1.3.2 Controls

    There are several controls and functions associated with the system. Locations include the helipilot
    control panel, the cyclic stick and the miscellaneous switch panel.

    Beeper trim selector switch - operative in the ATTD HOLD mode (and both helipilots ON) only.
    Movement forward or aft permits longitudinal trimming of the aircraft. Movement right or left permits
    lateral trimming of the aircraft.

    F-TRIM push button switch - depressing switch causes a release of the cyclic and pedal magnetic
    brakes in the force trim actuators. The magnetic brakes re-engage when the switch is released. The
    system also drives the linear actuators to the centre position, restoring full authority.

    F-TRIM power switch - OFF disengages the magnetic brakes in the force trim actuators, ON
    engages the magnetic brakes. Switch is normally OFF during manual manoeuvring (SAS mode) to
    relieve the force gradient spring load. Switch position is ON for normal operation (ATT mode).

    PITCH/ROLL/YAW indicators - indicate position of linear actuator by displacement of the pointer


    with respect to the fixed index. When pointer is aligned with the fixed index, the actuator is centred.

    SAS 2 PUSH button - when depressed, the PITCH/ROLL indicators show the position of the SAS 2
    linear actuators when SAS 1 and SAS 2 are selected with the toggle switches.

    SAS 1/SAS 2/ATTD HOLD switches - OFF de-energises the respective system/mode. Selecting the
    system energises the respective system/mode.

    AUTO TRIM/OFF and COUPL/DECOUPL not used on this aircraft.

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    Student Notes

    1.3.3 Indications

    Helipilot system cautions are displayed on the Crew Alerting System (CAS) window on the Primary
    Flight Display (PFD). The cautions are as follows:

    CAS Caption Description Corrective Action

    ATT OFF No pitch and roll attitude retention Check ATTD HOLD switch
    Probable switch failure
    Proceed with flight

    Correct malfunction before next


    flight

    SAS 1 No power to SAS 1 Refer to Rotorcraft Flight Manual


    Supplement (RFMS) procedure
    "Failure of one Helipilot"

    SAS 2 No power to SAS 2 Refer to RFMS procedure "Failure


    of one Helipilot"

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    Student Notes

    CAS Caption Description Corrective Action

    VG 1 Gyro No. 1 not erected, loss of Check circuit breaker


    power to gyro
    Check SAS 1 engage switch and
    SAS 1 caution message

    Refer to RFMS procedure "Failure


    of one Helipilot"

    VG 2 Gyro No. 2 not erected, loss of Check circuit breaker


    power to gyro
    Check SAS 2 engage switch and
    SAS 2 caution message

    Refer to RFMS procedure "Failure


    of one Helipilot"

    FT OFF Force Trim is turned off Reflects the switch position and
    lights when turned off.

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    Student Notes

    1.4 Helipilot System - Preflight


    1.4.1 Preflight Procedures

    Once the engines are operating normally, part of the preflight procedures from the RFMS Section 2
    System Check is to check the helipilot system. The procedure is:

    Checklist Item Result

    SAS 1 switch To SAS 1


    - PFD SAS 1 message out

    SAS 2 switch To SAS 2


    - PFD SAS 2 message out

    ATTD HOLD switch To OFF


    - PFD ATT OFF message displayed

    Cyclic stick Motion will cause PITCH and ROLL indicator motion

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    Student Notes

    Checklist Item Result

    Pedals Motion will cause YAW indicator motion

    SAS 1 switch To OFF


    - PFD SAS 1 message displayed

    Cyclic stick Motion will cause PITCH and ROLL indicator motion

    SAS 2 switch To OFF


    - PFD SAS 2 message displayed
    - ATTD HOLD switch Automatically trips to ATTD HOLD
    - PFD ATT OFF message out

    SAS 1 switch To SAS 1


    - PFD SAS 1 message out

    SAS 2 switch To SAS 2


    - PFD SAS 2 message out

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    Student Notes

    2 Malfunctions
    2.1 System Malfunctions
    2.1.1 In-flight Identification and Indications Management

    During operation of the duplex helipilot system, malfunctions may manifest themselves which
    require pilot intervention:

    • Failure of one SAS helipilot system

    • Repeated disturbances during pitch, roll, yaw

    • Oscillatory malfunction during pitch, roll, yaw.

    To remedy the above situations, it is important to understand the functions and management of the
    helipilot indicators:

    • The helipilot indicators in normal operations reference to SAS 1

    • Turning SAS 1 OFF, the helipilot indicators will automatically switch and reference to SAS 2

    • Following one of the two helipilot failures, attitude beep trim on the cyclic is inoperative.

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    Student Notes

    Note: In normal operations with SAS 1 and SAS 2 selected, the SAS 2 momentary push button
    allows the indicators to reference SAS 2 without turning off SAS 1 to see the linear actuator
    positions.

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    Student Notes

    2.1.2 In-flight Failure of One Helipilot SAS

    In the event of one helipilot system failure, the procedure is:

    Concern Procedure

    Failure of one helipilot system Cyclic and collective: hands on

    - V NE : reduce by 30 Knots Indicated Airspeed (KIAS)

    - Max Rate of Climb (ROC): 750 fpm

    Continued conduct of flight Proceed with flight

    Repair status Repair failed system before next flight

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    Student Notes

    2.1.3 Repeated Disturbances During Pitch, Roll or Yaw Operation

    If/when experiencing repeated uncommanded disturbances in any axis of flight, the following
    procedure should be carried out:

    • Retrim the aircraft

    • Identify which SAS has failed by observing the helipilot indicators

    • Disengage the failed system

    • Continue in accordance with the "Failure of one Helipilot" procedure (Section 3 of the RFMS).

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    Student Notes

    2.1.4 Oscillatory Malfunction During Pitch, Roll or Yaw Operation

    When experiencing uncommanded oscillatory movements in any axis of flight, the procedure is:

    • Identify affected axis, isolate SAS 1 or SAS 2 by observing helipilot indicators, or switch SAS 1
    off

    • If SAS 1 disengagement eliminates the oscillation, disengage the failed system and proceed as
    per "Failure of one Helipilot" RFMS procedure

    • If oscillations persist, re-engage SAS 1 and switch SAS 2 off

    • If oscillations occur in yaw, disengage helipilot 1 by switching SAS 1 off and proceed as per
    "Failure of one Helipilot" procedure leaving SAS 2 on.

    WARNING
    Landing should not be attempted while an oscillatory malfunction exists.

    Note: SAS 2 pitch and roll linear actuator positions may be observed by pressing the "SAS 2
    PUSH" push button on the helipilot control panel.

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    Student Notes

    2.1.5 Single Inverter Failure

    INTENTIONALLY
    LEFT
    BLANK
    The helipilot system is powered with AC and DC power. In the event of a single inverter failure the
    pilot would immediately see the appropriate CAS warnings for the applicable inverter and the
    subsequently affected SAS 1(2).

    The pilot would follow the RFMS procedure to reset and restore AC power, however, if the failed
    inverter remains off-line with the affected SAS the "Failure of one Helipilot" procedure in the RFMS
    should be followed.

    For reference purposes, the inverters power the SAS 1, SAS 2, VG 1 and VG 2 as follows:

    115 Vac 26 Vac 115 Vac 26 Vac


    Bus No. 1 Bus No. 1 Bus No. 2 Bus No. 2

    VG 1 SAS 1 VG 2 SAS 2

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    Student Notes

    Annex A – Autoflight System Architecture

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    Student Notes

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    Student Notes

    Annex B – Autoflight Power Schematic

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    Student Notes

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Communications ATA 23
    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

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    FOR TRAINING USE ONLY

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    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


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    Student Notes

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    Communications ATA 23
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Communications ....................................................................................................................................................... 1
    1 Communication Systems ............................................................................................................................... 1
    1.1 Overview ............................................................................................................................................... 1
    1.1.1 Capabilities and Options ................................................................................................................... 1
    1.1.2 Radio Master Switch and System Protection ................................................................................... 3
    1.1.3 System Architecture ......................................................................................................................... 4
    2 Audio Integration............................................................................................................................................ 5
    2.1 Transceiver ........................................................................................................................................... 5
    2.1.1 GIA-63H Transceiver ........................................................................................................................ 5
    2.1.2 Antenna Configuration ...................................................................................................................... 6
    2.2 DACS ACP53-100 Audio Management System ................................................................................... 7
    2.2.1 Audio Management Unit ................................................................................................................... 7
    2.2.2 Intercom System Amplifier ................................................................................................................ 8
    2.2.3 Remote Memory Unit ........................................................................................................................ 9
    2.2.4 Audio Control Panel ........................................................................................................................ 10
    2.3 Audio Control Panel Operation ........................................................................................................... 11
    2.3.1 Self-tests ......................................................................................................................................... 11
    2.3.2 Transceiver Audio Selection and Volume ...................................................................................... 12
    2.3.3 Dead-Front Indicators ..................................................................................................................... 13
    2.3.4 VOX Threshold Control .................................................................................................................. 14
    2.3.5 Transmit Selector and TX ICS Switch Controls .............................................................................. 15
    2.3.6 RX ICS Volume Control and ISO CALL Button .............................................................................. 16
    2.4 Passenger Service Units .................................................................................................................... 17
    2.4.1 Push-To-Talk Intercom Access ...................................................................................................... 17
    3 Communication Systems Operation ............................................................................................................ 18
    3.1 Transceiver Tuning ............................................................................................................................. 18
    3.1.1 Press-To-Talk Options .................................................................................................................... 18
    3.1.2 G1000 Transceiver Tuning ............................................................................................................. 19
    3.2 System Failure .................................................................................................................................... 20
    3.2.1 Intercommunication System ........................................................................................................... 20
    3.2.2 Radio Master Switch ....................................................................................................................... 22
    3.2.3 Failure of No. 1 Garmin Integrated Avionics Unit ........................................................................... 23
    3.2.4 Failure of No. 2 Garmin Integrated Avionics Unit ........................................................................... 24
    3.2.5 Communication Alerts and Annunciations ...................................................................................... 25
    Annexes
    Annex A - Communication System Architecture ............................................................................................. A1

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    Student Notes

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    Student Notes

    Communications
    1 Communication Systems
    1.1 Overview
    1.1.1 Capabilities and Options

    The overall communication system consists of three distinct communication capabilities:

    • Air-to-air - by Very High Frequency (VHF) means or optional Ultra High Frequency (UHF) and
    Frequency Modulation (FM) equipment for specific missions

    • Air-to-ground - by VHF means to Air Traffic Control (ATC) or optional UHF, FM, or Satellite
    Communication (SatCom) equipment for data, text, voice and flight following

    • Internal - between crew members and passengers by means of an Intercom System (ICS).

    Air-to-air and air-to-ground communications by VHF means are integrated into the G1000H system
    by two independent Garmin Integrated Avionics Unit (GIA)-63H Line Replaceable Units (LRU).
    Optional UHF, FM and SatCom configurations are at the customer’s discretion.

    Internal communications by means of the ICS are accomplished utilising a Cobham Digital Audio
    Control System (DACS) ACP53-100 audio integration system.

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    Student Notes

    The overall communication system is a 28 Vdc architecture and includes these system controls and
    components:

    • Avionics radio master

    • Antenna system

    • Audio Management Unit (AMU) and Audio Control Panel (ACP) for audio integration.

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    Student Notes

    1.1.2 Radio Master Switch and System Protection

    The radio master switch, located under the Master Caution Light (MCL) of the main console, is a
    push button annunciator that controls a relay designed to apply or to disconnect electrical power
    from the avionics radio equipment. The control relay is located inside the circuit breaker panel on
    the overhead console.

    Radio Master Switch Avionics Equipment Status

    ON All communication and navigation radio equipment is on unless


    otherwise individually turned off by unit. The ICS is powered.

    OFF All communication and navigation radio equipment is off regardless


    of unit status. The ICS is not powered.

    Circuit protection for the radio master switch is provided by the RADIO MSTR circuit breaker on the
    28 Vdc bus located on the overhead console.

    The ICS is not selectable to OFF as it is a system. The Primary Flight Display (PFD) and the
    Multifunction Display (MFD) have their respective annunciator push buttons to power on the GDU-
    1040H screens for normal procedure checks, annunciations and engine start items needed prior to
    the radio master being selected to ON for radio operations.

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    Student Notes

    1.1.3 System Architecture

    The DACS is a pilot managed audio integration system that permits:

    • The selection of any radio system to transmit and receive or multiple systems to be used
    simultaneously

    • Aural messages to be heard from the AMU derived by the Aural Warning Generator (AWG)
    inputs

    • Communications between the flight crew and the passengers or to select intercom individuals
    or groups (isolation functions).

    The DACS installation is powered by the 28 Vdc bus. Backup system power is made available
    through the battery bus. The primary components and controls of the DACS include:

    • The AMU and integral ICS

    • The ACP

    • Remote Memory Unit (RMU)

    • Intercom Push-To-Talk (PTT) trigger switches on both cyclic stick grips

    • Two transceiver foot switches installed on both outboard sides of the cockpit floor.

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    Student Notes

    2 Audio Integration
    2.1 Transceiver
    2.1.1 GIA-63H Transceiver

    The aircraft has two Garmin Integrated Avionics (GIA)-63H units incorporating two transceivers and
    two VHF Omnidirectional Ranging (VOR) receivers fitted as standard. The VOR receivers will be
    covered in more detail in the navigation lesson.

    The GIA-63H transceiver frequency range is 118.00 to 136.975 MHz in 25 kHz or 8.33 kHz spacing
    for 760 or 2280 channel configuration respectively with a minimum transmitting power of 16 W.

    The transceivers are controlled by the AMU.

    Power is supplied from the 28 Vdc bus for transceiver 1 (COM 1) and BAT bus for transceiver 2
    (COM 2) and emergency bus for both 1 and 2. The transceivers are also connected to the radio
    bus.

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    Student Notes

    2.1.2 Antenna Configuration

    The communications radios utilised are each connected to a specific antenna by coaxial cable. All
    antenna elements are enclosed in the antenna fibreglass structure. Antenna specifications can vary
    due to the frequency band being served. The factory configurations are described in the table
    provided:

    Manufacturer Type Band Description

    Dayton Granger VFS 10-90-2 No. 1 VHF Com L style, high speed
    118.0 - 153.0 MHz

    Comant CI - 177 series FM Com Monopole


    138.0 - 174.0 MHz

    CI - 177 - 20 UHF Com Monopole


    450 - 470 MHz

    Comant CI - 175 series No. 2 VHF Com Monopole


    118.0 - 153.0 MHz

    SatCom antennas for voice, text, data and flight following solutions are optionally installed at the
    customer’s discretion. They are typically paired as blade and conformal type antennas set together,
    mounted above the cockpit just aft of the crew overhead windows.

    Configurations vary per customer capability desired and vendor equipment selected.

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    Student Notes

    2.2 DACS ACP53-100 Audio Management System


    2.2.1 Audio Management Unit

    The central component of the audio system is the AMU. The purpose of the AMU is to mix audio
    signals, transmissions, warnings and intercom demands selected by the pilot. Connected to the
    AMU are headsets, transceivers, receivers and the ACP. Should any single connection fail,
    redundancy is provided for the power supply, amplifiers, microphones and headphones throughout
    multiple modes of operation.

    Power to the AMU is provided by two circuit breakers located on the overhead circuit breaker panel.
    Primary AMU circuit protection is provided by the AMU PRIM circuit breaker located on the DC bus.
    Secondary (emergency) circuit protection is provided by the AMU EMER circuit breaker located on
    the BAT bus.

    For normal operation the aircraft BUS switch must be in the ON position.

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    Student Notes

    2.2.2 Intercom System Amplifier

    The ICS amplifier is a remote mounted unit that communicates directly with the AMU providing the
    amplification and distribution of radio and intercom for up to six passenger headsets.

    There are four headset connections on the Passenger Service Units (PSU) within the cabin of the
    aircraft.

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    Student Notes

    2.2.3 Remote Memory Unit

    The RMU is located in the avionics compartment on the lower left side. It is designed to store the
    ICS software configuration data. Storing the system configuration and aural alert files in the RMU
    enables the replacement of the AMU without the need to download new configuration files.

    This data can be modified by using a laptop computer running the Device Configuration Software
    (DevCs) program and connecting it to the USB port.

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    Student Notes

    2.2.4 Audio Control Panel

    The ACP directs the mixing functions of the AMU according to the pilot desired selections. The ACP
    are powered by the AMU. The pilot and co-pilot ACP are independent of each other so that any
    failure of one does not compromise the operation of the other pilot communication station.

    Two secondary power functions are provided for the ACP. Each ACP utilises a power switch
    labelled EMER, BK-UP and NORM to select a suitable power function. The typical operational
    switch position is NORM on both ACP.

    The BK-UP position allows the pilot to manually select and direct the AMU from the normal power
    supplied by the 28 Vdc bus to the BAT bus (AMU PRIM breaker to AMU EMER breaker). The AMU
    has the ability to do this automatically if it loses contact with either ACP. In BK-UP mode,
    communications to the passenger cabin will be lost. Aural alerts remain.

    When the pilot has selected EMER position, functionality is significantly reduced as in BK-UP. The
    pilot and co-pilot radio system architecture will be split. The pilot will command COM 2, NAV 2, and
    up to three mission radios. The co-pilot will command COM 1, NAV 1, and up to three mission
    radios. Audio is at preset factory levels (noise may be excessive in this mode). When in EMER
    mode the pilot and co-pilot will have keyed ICS communications (no hot mic ICS function, cyclic ICS
    trigger button use required).

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    Student Notes

    2.3 Audio Control Panel Operation


    2.3.1 Self-tests

    For the ACP to fully function, the power mode control switch must be in the NORM position.

    Upon power-up, the ACP will enter a self-test Power-up Built-in Test (PBIT). All indicators will
    illuminate for 3 seconds and then extinguish. If the ACP has not established connection to the other
    units in the communications management system 3 seconds after power is applied, the ACP
    indicator lights expected for normal use will remain extinguished until system connection is
    achieved.

    Once sustained operation has been established, the ACP will run a Continuous Built-in Test (CBIT).
    Should serial communication be lost for >0.5 seconds, the existing ACP indicator lights will
    extinguish and remain off until connection is re-established.

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    Student Notes

    2.3.2 Transceiver Audio Selection and Volume

    Along the top of the ACP there are eight audio selection and volume control knobs with
    interchangeable, snap in, illuminated transceiver legends.

    Each of these knobs has a push on, push off function to select the audio desired to the
    headphones. Multiple radio selections can be made to hear simultaneous audio if desired.

    Above each control knob is a transmit access indicator. When the associated transceiver is
    selected, the respective indicator is illuminated in green.

    The ACP can manage up to eight transceivers if so equipped. Blank legend positions can be
    selected but the transmit access indicator will not illuminate.

    Rotation of a knob clockwise increases volume, and anticlockwise decreases volume.

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    Student Notes

    2.3.3 Dead-Front Indicators

    Three recessed window type operation annunciators are located on the ACP. The identity and
    purpose of these annunciators, referred to as dead-front indicators is as follows:

    • The transmit active indicator (TX) on the upper left of the ACP illuminates when the unit is
    transmitting on any selected transceiver.

    • The ISO dead-front indicator will illuminate when the isolation mode has been selected.

    • The CALL dead-front indicator flashes to indicate that another user is calling when the system
    is in ISO mode.

    The CALL indicator will flash once per second for a normal call and at three times per second for a
    high priority call. Selection of call types is only available on special mission aircraft from ACP to
    ACP and not with PSU which are limited to an ICS PTT ability.

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    Student Notes

    2.3.4 VOX Threshold Control

    The dual function VOX (voice operated transmit) control manages:

    • Sidetone - the voice threshold at which the speaking pilot’s voice can be heard into his own
    headset, sometimes referred to as microphone sensitivity

    • Intercom (ICS) - selectable intercom microphone(s) options per pilot preference.

    The VOX control is a rotary knob used to select the VOX threshold or selectable detents of the
    ACP. The VOX position is selectable by rotating the knob to the point where no audio can be heard.
    Settings will vary with ambient noise conditions and the number of microphones connected to the
    system. When rotated fully clockwise, the threshold is at a maximum.

    When rotated fully anticlockwise, the threshold is at a minimum (easiest to hear sidetone activated).
    The MIN detent position is also known as hot mic. Intercom audio is easily activated by voice.

    When rotated anticlockwise into the first detent, the PRESET settings position has been selected.
    These are the default installation settings for audio levels.

    The PTT position is selected when keyed ICS functionality is desired (use of the cyclic ICS trigger
    button).

    Receiver squelch is selected on or off by using the G1000H COM VOL/SQ knob (push on, push
    off).

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    2.3.5 Transmit Selector and TX ICS Switch Controls

    The transmit selector is a nine-position rotary switch knob used to select the desired transceiver for
    transmission. When turned fully anticlockwise, the switch is aligned with the ICS only position.

    The ICS TX switch is designed as a three-position momentary use, spring-loaded toggle switch with
    selection functions as follows:

    • Held in the ICS position - the ACP will key all selected users of the intercom for ICS
    communications

    • Centre - off

    • Held in the TX position - the ACP keys the transceiver selected by the transmit selector switch
    knob.

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    2.3.6 RX ICS Volume Control and ISO CALL Button

    The master RX ICS volume control is a dual concentric knob. The inner knob controls the ICS
    volume and the outer knob controls the master receiver volume for the entire ACP. Clockwise
    turning of either knob increases its respective volume.

    ISO/CALL control is a momentary push button switch used to enter into the isolation (ISO) mode
    whereby crew and passengers are separated into two intercom groups, neither hearing the other
    but each having ICS capability. It allows normal intercom audio communication that does not
    interfere with other radio communication. Only cockpit ACP can use ISO. For PSU only the CALL
    function of the ISO/CALL button will be enabled as a passenger PTT.

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    Student Notes

    2.4 Passenger Service Units


    2.4.1 Push-To-Talk Intercom Access

    Intercom communications between pilots and the passengers are managed by PSU equipped with
    PTT push buttons to key the ICS system.

    The PTT switches are located on four overhead cabin PSU, collocated with the reading light and
    headset plug in jack.

    The PSU also has a READ switch that turns the reading lamp on/off.

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    Student Notes

    3 Communication Systems Operation


    3.1 Transceiver Tuning
    3.1.1 Press-To-Talk Options

    Unless the VOX setting is set to allow a hot mic, the pilots must select one of the PTT switches
    before a transmission can be made on the intercom or radios.

    The pilots have three PTT switch options, they are:

    • Foot presser switch by each pilot's pedal

    • Microphone/ICS trigger switch on each cyclic

    • ICS/TX switch on each ACP.

    The passengers can only use the PTT button on the PSU to talk on the intercom.

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    3.1.2 G1000 Transceiver Tuning

    The GIA-63H transceiver is tuned through the G1000H display. This will be covered in the indication
    and display lesson.

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    3.2 System Failure


    3.2.1 Intercommunication System

    In the event of a failure that causes the loss of audio control functionality:

    • The ACP will have no visible indicator lights

    • The AMU has failed to automatically switch from the 28 Vdc bus to the BAT bus (AMU PRI to
    AMU EMER).

    Pilot ACP Required Action

    EMER/BK-UP/NORM switch Select BK-UP position

    Result - communication to cabin will be lost -

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    Student Notes

    In the event audio control has not been restored:

    Pilot ACP Co-pilot ACP Required Action

    EMER/BK-UP/NORM switch EMER/BK-UP/NORM switch Select EMER

    Result: COM 2, NAV 2 only, no hot Result: COM 1, NAV 1 only, no hot -
    mic ICS, keyed only mic ICS, keyed only

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    Student Notes

    3.2.2 Radio Master Switch

    In the event of a RADIO MASTER switch failure to the OFF position, pull the RADIO MSTR circuit
    breaker, then use the radio equipment as desired.

    The switch could be either unlighted entirely, or mechanically will not switch to ON.

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    Student Notes

    3.2.3 Failure of No. 1 Garmin Integrated Avionics Unit

    The No. 1 GIA incorporates COM 1, NAV 1, GPS 1 and various Crew Alerting System (CAS) input
    signals that display on the PFD. Indications of a failed No. 1 GIA are:

    PFD MFD G1000H System


    Window

    COM 1, NAV 1 windows blank with red COM 1, NAV 1 windows blank with red Message: TRAFFIC FAIL
    X superimposed X superimposed

    Continue flight using COM 2, NAV 2. Land as soon as practicable.

    Loss of CAS caution and advisory messages are:

    Caution Messages Advisory Messages

    ATT OFF FIRE DET ENG START IGNITER OFF

    HOIST CABLE LKD FT OFF OXYGEN OPEN

    INV 1 OFF INV 2 OFF

    SAS 1 SAS 2 VG 1 VG 2

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    3.2.4 Failure of No. 2 Garmin Integrated Avionics Unit

    The No. 2 GIA incorporates COM 2, NAV 2, GPS 2 and various CAS input signals that display on
    the PFD. Indications of a failed No. 2 GIA are:

    PFD MFD G1000H System


    Window

    COM 2, NAV 2 windows blank with red COM 2, NAV 2 windows blank with red Not applicable
    X superimposed X superimposed

    Continue flight using COM 1, NAV 1. Land as soon as practicable.

    Loss of CAS caution and advisory messages are:

    Caution Messages Advisory Messages

    FLOATS ARMED ECS ON HEATER ON

    CARGO HOOK ARMED LANDING LT ON VENT ON

    Loss of switch functions: ENG PAGE (cyclic button), AWG TEST and AWG REGRADE,
    FCU/FIRE/TEST.

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    3.2.5 Communication Alerts and Annunciations

    The following advisories are G1000H system related messages and are displayed in the PFD
    message window below the CAS window:

    Message Condition Pilot Action

    COM 1 (COM 2) PTT Key stuck, unit will shut down in 35 Use other COM
    seconds

    COM 1 (COM 2) SERVICE Diagnostic fault detected COM may still be usable

    COM 1 (COM 2) TEMP Over temperature, reduced transmit Use other COM
    power

    GIA1 (2) COOLING GIA unit has exceeded its temperature Use GIA fail procedure
    limit

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    Issue No 1.0 02/02/2015


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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Electrical Power ATA 24


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

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    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/015

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    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Electrical Power ........................................................................................................................................................ 1
    1 System Architecture....................................................................................................................................... 1
    1.1 General Introduction ............................................................................................................................. 1
    1.1.1 Overview ........................................................................................................................................... 1
    2 DC Electrical Power ....................................................................................................................................... 3
    2.1 DC System Components ...................................................................................................................... 3
    2.1.1 Overview ........................................................................................................................................... 3
    2.1.2 DC Busbars ...................................................................................................................................... 5
    2.1.3 Main Battery...................................................................................................................................... 6
    2.1.4 External Power Receptacle .............................................................................................................. 7
    2.1.5 Starter Generator .............................................................................................................................. 8
    2.1.6 Generator Control Unit ..................................................................................................................... 9
    2.1.7 DC Relay Box ................................................................................................................................. 10
    2.2 AC Electrical Power ............................................................................................................................ 12
    2.2.1 AC Power Distribution .................................................................................................................... 12
    2.2.2 Inverters .......................................................................................................................................... 13
    2.2.3 Sensing Relays ............................................................................................................................... 14
    3 System Controls and Indications ................................................................................................................. 15
    3.1 System Controls and Indications ........................................................................................................ 15
    3.1.1 DC System Controls ....................................................................................................................... 15
    3.1.2 DC System Warnings and Cautions ............................................................................................... 17
    3.1.3 DC Power Indicators ....................................................................................................................... 19
    3.1.4 AC Power Cautions and Indicators................................................................................................. 20
    3.1.5 AC System Controls ....................................................................................................................... 21
    4 System Operations ...................................................................................................................................... 23
    4.1 DC System Initialisation ...................................................................................................................... 23
    4.1.1 DC Buses Powered by the Main Battery ........................................................................................ 23
    4.1.2 DC Buses Powered by an External Ground Unit ............................................................................ 25
    4.1.3 External Ground Power Start.......................................................................................................... 27
    4.1.4 DC Buses Powered by the Generator ............................................................................................ 29
    4.2 AC System Initialisation ...................................................................................................................... 30
    4.2.1 AC Buses Powered by the Inverters............................................................................................... 30
    5 System Abnormals....................................................................................................................................... 32
    5.1 Component Failures ........................................................................................................................... 32
    5.1.1 Generator Failure............................................................................................................................ 32
    5.1.2 Emergency DC Bus Failure ............................................................................................................ 35
    5.1.3 Main Battery.................................................................................................................................... 38
    5.1.4 Inverter Off-line ............................................................................................................................... 39

    Annexes
    Annex A - Electrical Power Schematic .................................................................................................................. A1

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    Student Notes

    Electrical Power
    1 System Architecture
    1.1 General Introduction
    1.1.1 Overview

    The overall electrical system of the aircraft consists of two electrical systems:

    • The 28 V Direct Current (DC) system

    • The 115 V-26 V 400 Hz, single phase Alternating Current (AC) system.

    The electrical system installed on the aircraft is powered by single wire circuits with a common
    ground return through the aircraft structure.

    To energise the main DC power system, the sources are:

    • 1 x generator

    • 1 x battery

    • An external power receptacle.

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    To energise the AC system, the source is DC voltage which powers two static inverters for AC
    output.

    The electrical system is interfaced with the G1000H for:

    • Voltage and current indications

    • Warning, caution and advisory indications.

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    2 DC Electrical Power
    2.1 DC System Components
    2.1.1 Overview

    The DC electrical system is the main electrical power supply system of the aircraft. The major
    components of the DC system are the:

    • DC busbars

    • Battery

    • External power receptacle

    • Starter generator

    • Generator Control Unit (GCU)

    • DC relay box.

    In normal operations, the engine driven starter generator is the 28 Vdc primary source of power. It is
    connected in parallel to the DC busbar distribution system.

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    Student Notes

    When in flight, with the generator failed, the battery furnishes the necessary power for the operation
    of onboard systems so that the aircraft can make a safe emergency landing.

    On the ground, with the generator off, the aircraft can be powered either by the battery or by a
    ground power unit connected to the external power receptacle.

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    2.1.2 DC Busbars

    The 28 Vdc power supplied by the ground power unit, main battery or the engine driven generator,
    is distributed to the individual DC electrical circuits through a busbar system composed of three
    buses identified as:

    • BATTERY bus

    • 28 Vdc bus or DC bus

    • EMERGENCY bus.

    The BATTERY bus is located inside the DC relay box. The 28 Vdc bus (DC bus) and the
    EMERGENCY bus are both located inside the circuit breaker panel on the overhead console.

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    Student Notes

    2.1.3 Main Battery

    The aircraft is equipped with a 24 V, 27 Ah nickel-cadmium (nicad) battery having a temperature


    sensor on the battery as part of a monitoring system for warning and caution annunciations.

    Alternatively, a lead-acid battery of the same voltage and capacitance may be fitted as a customer
    option.

    Battery power is used for limited ground operation or for engine starting when DC external power is
    not available, or as an emergency source of power in the event of generator failure.

    The negative terminal of the battery is grounded to the airframe structure and the positive terminal
    is connected to the BATTERY bus through the battery relay. Connection between battery and
    aircraft cabling is obtained by a quick disconnect plug.

    The battery is connected to the BATTERY bus via a battery contactor relay, operated by the BAT
    switch located on the overhead electrical switch panel. This circuit is protected by the BATT RLY
    circuit breaker, located on the DC relay box.

    Multifunction Display (MFD) voltmeter must be reading 24 V minimum for a battery start (Rotorcraft
    Flight Manual Supplement (RFMS) Normal Procedures, Section 2).

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    Student Notes

    2.1.4 External Power Receptacle

    The external power system provides a ground means to supply the aircraft with 28 Vdc power. The
    system consists of an external power receptacle, located on the right side of the nose and an
    external power relay, located inside of the DC relay box.

    The external power connector is of the tri-polar type. When external power is connected, the two
    positive terminals (one short, one long) are energised. The short positive terminal energises the
    external power relay coil closing the contacts and therefore provides power to the BATTERY bus
    and the EMERGENCY bus.

    When an external electrical power source is connected to the aircraft and the BUS switch is set to
    ON, all aircraft buses are energised.

    The access door of the external power receptacle actuates a microswitch, which causes the
    EXT PWR ON caution light in the Crew Alerting System (CAS) window of the Primary Flight
    Display (PFD) to illuminate. The Master Caution Light (MCL) will also illuminate and an aural alert
    sounds (one chime).

    Note: The EXT PWR ON annunciation does not necessarily mean that the aircraft is receiving
    external power. External power is verified on the MFD voltmeter and must be at least 28 V. The
    external power annunciation is a caution for the pilot to acknowledge that the door is not secure.

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    Electrical Power ATA 24
    Student Notes

    2.1.5 Starter Generator

    One starter generator unit is installed on the engine accessory gearbox providing engine start when
    operated as an electric starter motor. The starter motor function automatically disengages when N1
    is approximately 43%.

    After the engine start, the starter reverts to a generator, driven by the engine and controlled by the
    GCU to provide the necessary 28 Vdc power output.

    The generator is rated up to 200 A for continuous use with 200 A as a maximum output. A transient
    output of 300 A is allowed for up to 5 seconds.

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    Electrical Power ATA 24
    Student Notes

    2.1.6 Generator Control Unit

    The purpose of the GCU, located in the nose of the aircraft, is to control the starter generator in the
    following functions:

    • Starter control

    • Voltage regulation

    • Line contactor control


    A mechanically operated relay for continuously establishing and interrupting the generator
    power circuit

    • Overvoltage protection

    • Build-up ground fault protection


    Precludes generator transient overvoltages that could lead to internal arcing damage

    • Overexcitation protection
    Precludes a generator field overvoltage

    • Short circuit protection

    • Reverse current protection.

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    Electrical Power ATA 24
    Student Notes

    2.1.7 DC Relay Box

    The purpose of the DC relay box is to assemble vital relays in one location, where control of each
    relay is accessible by crewmembers in the cockpit by means of pull type circuit breakers on the face
    of the relay box.

    The DC relay box is located to the right of the pedestal and under the instrument panel behind a
    hinged cover.

    The following relays are housed within the DC relay box:

    • BATT RLY

    • GEN BUS

    • VOLT SENSING

    • EMERG CONTR

    • CAWS/ADVS

    • DC GEN LT

    • LOAD METER

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    Electrical Power ATA 24
    Student Notes

    • LOAD METER

    • GEN CONTR

    • LOAD BUS

    • BATT BUS.

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    Electrical Power ATA 24
    Student Notes

    2.2 AC Electrical Power


    2.2.1 AC Power Distribution

    The purpose of the AC system is to supply the aircraft with stable high frequency AC electricity.
    There are two different voltages available (26 Vac and 115 Vac). Both are produced at 400 Hz, by
    two static single phase inverters. Each inverter produces both 26 Vac and 115 Vac outputs.

    The output of each inverter powers two separate AC buses. In total there are four fuse protected AC
    buses.

    No. 1 inverter powers the:

    • 26 Vac busbar 1

    • 115 Vac busbar 1.

    No. 2 inverter powers the:

    • 26 Vac busbar 2

    • 115 Vac busbar 2.

    There are provisions to power all four AC busbars by either inverter separately. The primary use of
    AC power is for the Stability Augmentation System (SAS) actuators and gyros.

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    Electrical Power ATA 24
    Student Notes

    2.2.2 Inverters

    The AC is supplied by two separate 250 VA single phase static inverters, requiring 28 Vdc power
    input supplied from the:

    • DC EMERGENCY bus through the INV 1 circuit breaker and INV1 ON-OFF switch.

    • The 28 Vdc bus (DC bus), through the INV 2 circuit breaker and the INV 2 ON-OFF switch.

    The protective circuit breakers and control switches are located on the overhead console. Each
    inverter supplies, via a dedicated sensing relay, 115 Vac and 26 Vac single phase, at 400 Hz to its
    own 115 Vac and 26 Vac distribution buses.

    In the event of one inverter failure, the dedicated sensing relay de-energises, connecting the failed
    inverter buses to the other operating inverter.

    If a single output failure in one inverter occurs (either 26 Vac or 115 Vac), the pilot can manually de-
    energise connecting the inverter failed buses to the other operating inverter (a partially functioning
    inverter would be switched to OFF).

    Each AC busbar has a fuse, installed on the harness in the nose compartment to protect each AC
    distribution busbar. In the event of a fuse failure, the corresponding busbar is lost.

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    Electrical Power ATA 24
    Student Notes

    2.2.3 Sensing Relays

    Sensing relays monitor the AC voltage output of each inverter. The sensing relay will affect an AC
    load transfer in the event of:

    • An inverter failure

    • 28 Vdc input failure

    • An inverter being switched to OFF.

    The associated sensing relay paired to each inverter automatically transfers the AC system load to
    the remaining inverter without pilot interface.

    The sensing relays paired to the inverters are located under the nose avionics shelf.

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    Electrical Power ATA 24
    Student Notes

    3 System Controls and Indications


    3.1 System Controls and Indications
    3.1.1 DC System Controls

    The DC system controls allow the crewmember to select and control the 28 Vdc power.

    • The BUS switch provides the following functions:

    o OFF: The generator busbar is disconnected from the battery bus

    o ON: The generator busbar is connected to the battery bus.

    • The GEN switch provides the following functions:

    o OFF: The generator is disconnected from the line

    o ON: The generator is energised and with the N1 at 61% rpm, the generator feeds power to
    the busbars

    o RESET: Resets the GCU (spring-loaded momentary position).

    • The BAT switch provides the following functions:

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    Electrical Power ATA 24
    Student Notes

    o OFF: The battery is disconnected from the circuit

    o ON: The battery feeds power to the battery busbar and the EMERGENCY bus.

    • The red hinged gang bar (electrical master) provides the following function:

    o Simultaneous selection to OFF for the BAT switch and the GEN switch, thereby
    disconnecting all power from the buses.

    • The only control of the ground power is the actual connection of the ground power cable to the
    aircraft:

    o Connected: Ground power to the battery busbar and emergency bus (MFD verified, door
    open)

    o Disconnected: No ground power to the aircraft (door closed).

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    Electrical Power ATA 24
    Student Notes

    3.1.2 DC System Warnings and Cautions

    The DC system indications allow the crewmember to be aware of the system status through visual
    displays and messages. The voltage and current are displayed on the MFD and messages are
    displayed in the CAS window of the PFD.

    Warning messages:
    The Master Warning Light (MWL) will illuminate with tone and aural warnings. A 900 Hz tone and
    the word "WARNING" sounds for the following:

    Warning Description

    This warning message illuminates when the battery


    BATT HOT temperature has reached 71 ± 3 °C. The warning is
    controlled by a temperature sensor inside of the battery
    (nicad installations).

    This warning message illuminates when the battery


    BATT OFF relay is de-energised and disconnects the battery from
    the system.

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    Electrical Power ATA 24
    Student Notes

    Caution messages:
    The MCL will illuminate and an aural single chime sounds for the following:

    Caution Description

    This caution message illuminates when the access door


    EXT PWR ON of the external power receptacle is open.

    This caution message illuminates whenever the


    DC GEN generator in disconnected from the line.

    This caution message illuminates when the GEN


    GEN CONTR CONTR circuit breaker on the DC relay box is tripped.

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    Electrical Power ATA 24
    Student Notes

    3.1.3 DC Power Indicators

    DC system indications allow the pilot to monitor DC system performance for voltage (labelled VDC)
    and current flow (labelled as AMP). The voltage and current are displayed on the MFD only.

    There are two different indicator display formats:

    • A digital window format having the voltage and amperage collocated below the FUEL PS
    indication is most prevalent. This digital window format, on the lower left corner of the MFD is
    used in almost every MFD page group (NAV, WPT, AUX, FPL, NRST).

    • A dedicated MFD page group having one page in the group that displays a dual needle type
    indicator, accompanied by digital readouts for voltage and amperage. This type of display is
    available on the MFD Engine Information System (EIS) page group. The ELEC display on the
    full page MFD EIS page presents the generator voltage and amp load with a colour coded dual
    gauge with digital values (MFD large FMS knob to the EIS page group).

    The ammeter:

    o Green arc from 0 - 200 A - indicates the normal operating range

    o Red radial line at 200 A - indicates the maximum continuous operation

    o Red tick at 300 A - indicates a transient allowance of 5 seconds or less.

    The voltmeter:

    o VDC green arc from 15 Vdc to 35 Vdc - normal operating range.

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    Electrical Power ATA 24
    Student Notes

    3.1.4 AC Power Cautions and Indicators

    AC system cautions allow the pilot to status the system primarily through visual messages. Inverter
    caution messages are displayed in the CAS window of the PFD.

    Caution messages:
    The MCL will illuminate and an aural single chime sounds for the following:

    Caution Description

    No. 1 inverter is off-line. All four AC system buses will be


    INV 1 OFF powered by the No. 2 inverter.

    No. 2 inverter is off-line. All four AC system buses will be


    INV 2 OFF powered by the No. 1 inverter.

    The AC system does not have any warning annunciators.

    No needle type indicators or system performance indicator windows are on the MFD for the AC
    power system. They are not required due to system redundancy, fused busbars protection,
    dedicated inverter circuit protection and pilot selectable switching.

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    Electrical Power ATA 24
    Student Notes

    3.1.5 AC System Controls

    AC system controls allow the pilot to select and control the source of AC power to the 115 Vac and
    26 Vac AC buses through pilot selectable switching.

    The protective circuit breakers and control switches are located on the overhead console. The
    aircraft is flown with both inverters selected to ON (RFMS Section 2: Normal Procedures).

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    Electrical Power ATA 24
    Student Notes

    Prior to take-off, the pilot accomplishes an AC electrical system control and operational test using
    the inverter switches:

    Switch Description

    INV1 switch to OFF PFD CAS INV 1 OFF (MCL and single chime).

    Check VG 1 caution message is out (it may briefly appear).

    INV1 switch to ON PFD CAS INV 1 OFF caution message is extinguished.

    INV2 switch to OFF PFD CAS INV 1 OFF (MCL and single chime).

    Check VG 2 caution message is out (it may briefly appear).

    INV2 switch to ON PFD CAS INV 1 OFF caution message is extinguished.

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    Electrical Power ATA 24
    Student Notes

    4 System Operations
    4.1 DC System Initialisation
    4.1.1 DC Buses Powered by the Main Battery

    The RFMS Section 2: Normal Procedures, PREFLIGHT CHECK and ENGINE PRE-START CHECK
    are accomplished prior to initialisation of the DC system buses for the purposes of flight.

    • In the ENGINE PRE-START CHECK:

    o All switches are OFF or CLOSED. Rotor areas are clear

    o The accessible circuit breakers are checked set to be IN (START RLY, IGN and CTL
    breakers)

    o Engine throttle position is checked to be in the OFF position.

    • The BAT switch is then selected to ON:

    o The BAT switch closes the battery relay contactor in the DC relay box

    o Battery current flows to the BATT bus

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    Electrical Power ATA 24
    Student Notes

    o Battery current flows through the emergency relay contactor to the EMERGENCY bus.

    • The BUS switch is then selected ON:

    o The bus tie relay contactor closes allowing current flow from the battery to the 28 Vdc bus
    (DC bus)

    o All three DC buses are now powered (BATT bus, EMERGENCY bus, and the DC bus).

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    Student Notes

    4.1.2 DC Buses Powered by an External Ground Unit

    A battery start is an acceptable practice. However, a ground power start is a standard practice that
    results in a faster start with a lower peak starting temperature.

    • Prior to connecting a ground power unit to the aircraft:

    o Check battery voltage

    o Ensure that the power unit starting amperage is not set above the capacity of the starter
    generator.

    • After connecting the ground power unit:

    o Switch on ground power to the aircraft (precluding possible injury and arcing)

    o Verify that the ground power unit is supplying 28 Vdc power (MFD window or EIS page
    group)

    o BAT and BUS switches remain ON with external power connected.

    • Circuitry functions:

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    Student Notes

    o When external power is applied, the short positive pin in the receptacle pulls the ground
    power relay contactor closed. Power is then provided to all three DC buses and to the
    battery.

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    Student Notes

    4.1.3 External Ground Power Start

    After external power is properly applied:

    • The battery only voltage was previously verified and is 24 Vdc (ensuring that excessive heat
    build-up due to low battery voltage does not become a factor when the generator is brought
    online).

    • The RFMS ENGINE PRE-START CHECK is complete.

    • The RFMS START PROCEDURE safety checks are complied with:

    o Collective - verify flat pitch

    o PFD - displays are valid

    o MFD - EIS page group selected (full screen format)

    o Rotor brake - released

    o Rotor areas clear.

    Start circuitry functions:

    • The collective start button is momentarily pressed, simultaneously causing:

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    Student Notes

    o The GCU to close the generator relay contactors (one contactor also causing the
    emergency relay contactor to close)

    o Current flow to turn the starter motor

    o Illumination of the advisory messages, ENG START and IGNITER ON

    o As the engine accelerates towards IDLE N1 RPM, it is no longer reliant upon starter motor
    rotation. The starter motor disengages at 43% N1 automatically

    o Starter motor disengagement is accomplished when the generator relay contactor opens
    and thereby signals the emergency relay contactor to open as well

    o The starter motor is off-line and all three DC buses are still externally powered.

    • After idle is established (61% N1 ± 1%) and the Power Lever Angle (PLA) is verified in IDLE,
    the pilot signals for external power to be removed:

    o When the power from the external ground power unit is switched off, the small receptacle
    pin opens the ground power relay contactor

    o The external power door is verified closed and the door microswitch extinguishes the
    EXT PWR ON caution message

    o With external power removed and the GEN switch still selected OFF, the aircraft will revert
    to powering the three DC buses with the battery

    o The DC GEN caution message remains in the CAS.

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    Electrical Power ATA 24
    Student Notes

    4.1.4 DC Buses Powered by the Generator

    With the starter motor requirement having been employed to start the engine, the generator must be
    brought online to preserve battery power since the external power has been removed:

    • GEN switch: ON

    • Check DC GEN caution message extinguished.

    Circuitry functions:

    • The engine is turning the starter generator.

    • The GEN switch being selected to ON causes:

    o The GCU to close the generator relay contactors (one contactor also causing the
    emergency relay contactor to close)

    o The generator to power all three DC buses

    o A recharging current flow to the battery.

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    Electrical Power ATA 24
    Student Notes

    4.2 AC System Initialisation


    4.2.1 AC Buses Powered by the Inverters

    With all three DC buses powered by the generator, the four AC system buses can be brought
    online:

    • INV1 switch: ON. Check INV 1 OFF caution message extinguished.

    • INV2 switch: ON. Check INV 2 OFF caution message extinguished.

    Circuitry functions:

    • The INV1 switch to ON allows EMERGENCY bus DC current flow to the input side of the No. 1
    inverter.

    • The INV2 switch to ON allows 28 Vdc (DC bus) current flow to the input side of the No. 2
    inverter.

    • No. 1 inverter internally converts the DC input into 26 Vac and 115 Vac outputs. The respective
    voltage outputs go to the No. 1 sensing relay. The sensing relay in turn provides power to
    energise the 26 Vac bus 1 and the 115 Vac bus 1.

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    Student Notes

    • No. 2 inverter internally converts the DC input into 26 Vac and 115 Vac outputs. The respective
    voltage outputs go to the No. 2 sensing relay. The sensing relay in turn provides power to
    energise the 26 Vac bus 2 and the 115 Vac bus 2.

    Note: Sensing relays are interconnected allowing all four AC buses to be powered. If a sensing
    relay detects an anomaly causing it to de-energise, the second sensing relay provides power.

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    Student Notes

    5 System Abnormals
    5.1 Component Failures
    5.1.1 Generator Failure

    A generator failure will cause the electrical system to rely solely upon battery current.

    In the event of a generator failure, the GEN switch would be moved into the momentary RESET
    position and then switched to ON. If the generator failure is confirmed:

    • GEN switch OFF

    • BUS switch OFF (bus tie relay contactor opens).

    The amount of time the battery can sustain this condition is approximately 30 minutes.

    Land as soon as practicable.

    The 28 Vdc (DC bus) will be load shed by the BUS switch being selected to OFF. The following
    CAS caution messages will appear:

    • INV 2 OFF

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    Student Notes

    • SAS 2

    • FUEL PUMP 2 .

    Note: The engine will be fed by the No. 1 fuel pump. It is imperative to land well within 30 minutes
    before the battery discharges.

    The following equipment and systems will be INOPERATIVE per RFMS Section 3: Emergency and
    Malfunction Procedures:

    • No. 2 inverter

    • SAS 2

    • FUEL PUMP 2

    • RADIO MASTER will default to an ON state

    • Audio system primary power

    • Cabin intercom system

    • COM 1

    • Radar altimeter

    • True Airspeed (TAS)

    • XM weather

    • Cockpit vent fan

    • Co-pilot map light

    • Overhead and console lighting

    • Heater

    • Engine heater

    • Co-pilot wiper (if installed)

    • Position lights

    • Aft searchlight (factory installation)

    • Chip burner

    • SkyConnect™

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    Student Notes

    • Flight Management (FM) communications

    • Tail floodlights.

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    Electrical Power ATA 24
    Student Notes

    5.1.2 Emergency DC Bus Failure

    A failure of the EMERGENCY bus is detectable through a combination of coincidental failures. The
    coincidental failures are:

    • Loss of NR indication (N2 and N1 remains)

    • Loss of fuel quantity indication

    • Loss of force trim without an FT OFF advisory message

    • Loss of lighting in the instrument panel annunciators

    • Loss of instrument lighting.

    PFD CAS caution messages include:

    • INV 1 OFF

    • SAS 1

    • FUEL LOW .

    Procedure:

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    Student Notes

    • EMERGENCY bus circuit breaker - reset if tripped (overhead console)

    CAUTION - when the EMERGENCY bus power is reset,


    a false ROTOR LOW warning may occur and then stop. Monitor NR.

    • If the bus resets, continue with the flight and monitor for another failure.

    If the EMERGENCY BUS does not reset:

    • NR indication - refer to N2 indication

    • Power setting - reduce ITT limits by 30 °C.

    Fly manually and avoid flight in visible moisture or rain. Flight in autorotation is prohibited.

    Land as soon as possible.

    CAUTION fuel in the right tank, less than 120 kg, is no longer usable.

    CAUTION force trim is not operational.


    The FT OFF advisory message is not present in the CAS window.

    In the event of an EMERGENCY bus failure, the following systems are all INOPERATIVE:

    • MCL, MWL and attendant reset functions

    • Panel annunciator lighting

    • Low rotor horn

    • NR indication (N2 still available)

    • ITT compensation

    • Fuel quantity indication

    • Fuel transfer pump

    • Fuel valve

    • No. 1 inverter

    • SAS 1

    • Force trim (no advisory message)

    • Hydraulic No. 1 and No. 2 servos cannot be selected OFF

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    Electrical Power ATA 24
    Student Notes

    • Governor control (MEC NR trim will be inoperative)

    • Instrument panel lighting

    • Fixed landing and taxi lights

    • Anti-collision lights

    • Avionics fan (no AVN FAN FAIL caution message)

    • Pitot heat

    • Pilot side windshield wiper

    • Inlet barrier filter (if installed).

    Note: In the case of a RADIO MASTER switch failure to the OFF position, disengage the RADIO
    MASTER circuit breaker, then use the radio equipment as desired.

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    Student Notes

    5.1.3 Main Battery

    There are two possible failure modes of the main battery:

    CAS Caption Failure Corrective Action

    The nicad battery is exceeding the Switch battery to OFF.


    BATT HOT temperature limit of 71 ± 3 °C. Land as soon as possible.
    BATT OFF warning will appear.

    The battery is disconnected from the DC Check battery switch position.


    BATT OFF buses. If the battery switch is ON - land as
    soon as practicable.

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    Electrical Power ATA 24
    Student Notes

    5.1.4 Inverter Off-line

    In the event of a single inverter failure, the remaining inverter will automatically power the 115 Vac
    and 26 Vac buses of the failed inverter without pilot interface.

    Caution messages:
    INV 1 OFF SAS 1

    or:

    INV 2 OFF SAS 2

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    Electrical Power ATA 24
    Student Notes

    Item Pilot Action

    INV1(2) switch Attempt reset.


    If INV 1(2) OFF caution message is still illuminated, set
    failed inverter switch to OFF.

    SAS1(2) switch Check ON.


    SAS 1(2) caution message extinguished.
    Proceed with flight.

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    FOR TRAINING USE ONLY AW119Kx-ASMTC
    Electrical Power System ATA 24
    Student Notes

    Annex A – Electrical Power Schematic

    Issue No 1.0 02/02/2015


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    FOR TRAINING USE ONLY AW119Kx-ASMTC
    Electrical Power System ATA 24
    Student Notes

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    Annex A2
    Use and disclosure of this document is controlled; see Title/Cover page.
    FOR TRAINING USE ONLY
    FOR TRAINING USE ONLY

    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Equipment and Furnishings ATA 25


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
    LEFT
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    Equipment and Furnishings ATA 25
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


    Page i
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    Equipment and Furnishings ATA 25
    Student Notes

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    Equipment and Furnishings ATA 25
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Equipment and Furnishings ...................................................................................................................................... 1
    1 Furnishings .................................................................................................................................................... 1
    1.1 Seats ..................................................................................................................................................... 1
    1.1.1 Crew Seats ....................................................................................................................................... 1
    1.1.2 Passenger Seats .............................................................................................................................. 2
    1.2 Equipment............................................................................................................................................. 3
    1.2.1 Passenger Step ................................................................................................................................ 3
    2 Emergency Locator Transmitter .................................................................................................................... 4
    2.1 Emergency Locator Transmitter ........................................................................................................... 4
    2.1.1 General ............................................................................................................................................. 4
    2.1.2 Components ..................................................................................................................................... 5
    2.1.3 Controls ............................................................................................................................................ 6
    2.1.4 Operation .......................................................................................................................................... 7

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    Equipment and Furnishings ATA 25
    Student Notes

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    Equipment and Furnishings ATA 25
    Student Notes

    Equipment and Furnishings


    1 Furnishings
    1.1 Seats
    1.1.1 Crew Seats

    This aircraft utilises two crew seats, each installed on a set of seat guides, adjustable forward
    and aft utilising rollers controlled by a lever and locking device.

    Each crew seat utilises a four-point shoulder harness system outfitted with a centre quick-
    release fitting.

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    Equipment and Furnishings ATA 25
    Student Notes

    1.1.2 Passenger Seats

    The passenger seat configuration on board the aircraft is based on requirements dictated by the
    customer.

    The standard configuration consists of three forward and three aft facing seats utilising a
    standard safety belt/shoulder harness/inertial reel combination.

    A variety of passenger or utility seat configurations are available for other missions such as
    Search and Rescue (SAR) or Helicopter Emergency Medical Services (HEMS).

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    Equipment and Furnishings ATA 25
    Student Notes

    1.2 Equipment
    1.2.1 Passenger Step

    A passenger step, mounted to the lower left side of the cabin is installed to facilitate passengers
    entering the aircraft. The step is mounted in a fixed position.

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    Equipment and Furnishings ATA 25
    Student Notes

    2 Emergency Locator Transmitter


    2.1 Emergency Locator Transmitter
    2.1.1 General

    The purpose of the Emergency Locator Transmitter (ELT) is to help locate the aircraft after a
    crash or an emergency landing.

    The ELT emits a standard emergency tone on frequencies 121.5 and 243.0 MHz automatically
    when a velocity change of 3.5 fps ±0.5 fps and/or when a sustained cross axis force of 30 g or
    more is experienced. This emergency tone is emitted every 50 seconds for a duration of 520
    milliseconds.

    The ELT is also equipped with the Search and Rescue Satellite (SARSAT) function. When the
    ELT is activated, a signal is simultaneously transmitted over the 406.025 MHz frequency.
    Broadcasted over this frequency is a digital message containing the transmitter serial number,
    the country code and manufacturer. This information is decoded by ground computers which
    translate the information received into the owner's name, address, telephone number and type
    of aircraft, all of which get relayed to the Search And Rescue (SAR) team.

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    Equipment and Furnishings ATA 25
    Student Notes

    2.1.2 Components

    The ELT consists of the following components:

    • ELT unit with battery pack:

    o Located in the tail boom.

    o The battery pack is composed of four rechargeable D-cell batteries designed to allow
    transmission over a 72 hour continuous period.

    o The ELT emits a signal at 5 W over a period of 24 hours in -20 °C.

    o Incorporates a crash force activation sensor or G-Switch.

    • Fixed (monopole type) antenna:

    o Fitted inside the vertical fin leading edge and located near the base of the fin.

    • Cockpit remote switch assembly:

    o Located on the instrument panel in the cockpit.

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    Equipment and Furnishings ATA 25
    Student Notes

    2.1.3 Controls

    The ELT panel has a switch and an indicator light. The switch has two positions:

    • ON - the ELT is manually activated

    • ARM - the ELT will activate if triggered by the system.

    The "ON" position can be used to test the ELT operation. The test should be conducted under
    the rules for the local area. The transmission can be monitored using the VHF radio.

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    Equipment and Furnishings ATA 25
    Student Notes

    2.1.4 Operation

    For flight operations, the cockpit instrument panel remote switch assembly should be in the
    ARM position.

    Under normal operation, the switch configuration for the ELT unit is the OFF position. Should
    manual activation of the ELT be desired, gain access and simply place the switch to the ON
    position.

    If the ELT is accidentally activated, the unit can be manually reset by placing the switch to ON,
    then immediately back to ARM.

    When the ELT is set to ARM, the G switch is designed to activate with a change of velocity of
    3.5 fps ± 0.5 fps both under normal conditions and while being subjected to 30 G’s of cross axis
    forces.

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    Equipment and Furnishings ATA 25
    Student Notes

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Fire Protection ATA 26


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
    LEFT
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    FOR TRAINING USE ONLY


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    AW119Kx-ASMTC
    Fire Protection ATA 26
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


    Page i
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    Fire Protection ATA 26
    Student Notes

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    Fire Protection ATA 26
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Fire Protection .......................................................................................................................................................... 1
    1 Engine Bay Fire Detection System ................................................................................................................ 1
    1.1 Fire Detection System .......................................................................................................................... 1
    1.1.1 Overview ........................................................................................................................................... 1
    1.1.2 System Description and Operation ................................................................................................... 2
    1.1.3 Fire Detector and Sensor ................................................................................................................. 3
    1.1.4 Indications ......................................................................................................................................... 4
    1.1.5 Rotorcraft Flight Manual ................................................................................................................... 5
    2 Cockpit and Cabin ......................................................................................................................................... 6
    2.1 Cabin and Cockpit Fire Protection ........................................................................................................ 6
    2.1.1 Portable Fire Extinguisher ................................................................................................................ 6

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    Fire Protection ATA 26
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    Fire Protection ATA 26
    Student Notes

    Fire Protection
    1 Engine Bay Fire Detection System
    1.1 Fire Detection System
    1.1.1 Overview

    The purpose of the fire detection system in the aircraft is to detect the presence of fire or
    excessive temperature in the engine compartment. It employs a sense loop and detector to
    relay information to the G1000H Crew Alerting System (CAS) and Aural Warning Generator
    (AWG).

    The pilot will need to instinctively know and react to the visual and aural warnings provided, in
    accordance with the Rotorcraft Flight Manual (RFM) emergency procedures.

    There is no fire detection system fitted in the cockpit or cabin on this aircraft.

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    Fire Protection ATA 26
    Student Notes

    1.1.2 System Description and Operation

    The fire detector is installed in the engine compartment and connected by means of a wiring
    harness to the G1000H. The fire detector is a pneumatic type system and is composed of the
    following main parts:

    • Sensor circuit - the sensor element is a sealed 0.62" diameter tube (loop) which contains a
    core material capable of releasing an extremely large volume of helium gas when it
    exceeds a certain temperature.

    • Pressure switch - when the gas pressure in the sensor element exceeds a preset value, a
    snap action pressure switch is activated and a signal is sent to the G1000H CAS.

    The system is powered by 28 Vdc bus through the FIRE DET circuit breaker on the overhead
    console.

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    Fire Protection ATA 26
    Student Notes

    1.1.3 Fire Detector and Sensor

    When excessive heat or flames occur at any point in the sense loop, the reaction of the core
    material is to create large amounts of helium gas. The helium builds in volume and pressure to
    a point in the detector whereby the snap switch moves to complete the electrical circuit to the
    CAS.

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    Fire Protection ATA 26
    Student Notes

    1.1.4 Indications

    The CAS is integral to the G1000H system and all visual and aural alerts are displayed on and
    generated by the G1000H system. The system uses aircraft sensors, detectors and switches for
    CAS generation. The CAS message window is presented on the Primary Flight Display (PFD) or
    the Multifunction Display (MFD) if in reversionary mode.

    • In the event of an engine overheat or fire being detected in engine compartment, the
    G1000H will do the following:

    o ENG FIRE will be displayed in the CAS window.

    o Master Warning Light (MWL) located on the right-hand side of the instrument panel will
    illuminate.

    o Aural alert to draw the pilot's attention to the ENG FIRE warning.

    • In the event of engine fire detection system being inoperative, the G1000H will do the
    following:

    o FIRE DET will be displayed in the CAS window.

    o Master Caution Light (MCL) located on the right-hand side of the instrument panel will
    illuminate.

    o Aural alert to draw the pilot's attention to the FIRE DET caution.

    Warnings are accompanied by an aural alert tone followed by a specific aural alert vocal
    message (in this case "ENGINE FIRE"). Cautions are accompanied by a single aural alert tone.

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    Fire Protection ATA 26
    Student Notes

    1.1.5 Rotorcraft Flight Manual

    The RFM has three procedures that are associated with fire detection, they are:

    • ENGINE FIRE ON GROUND

    • ENGINE FIRE DURING FLIGHT

    • SMOKE IN CABIN, TOXIC FUMES, ETC.

    These procedures must be adhered to by the pilot.

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    Fire Protection ATA 26
    Student Notes

    2 Cockpit and Cabin


    2.1 Cabin and Cockpit Fire Protection
    2.1.1 Portable Fire Extinguisher

    The aircraft is equipped with a portable, manually operated fire extinguisher installed on the
    console between the pilot and co-pilot seats.

    The mounting bracket is a quick-release type for rapid removal of the fire extinguisher. The
    extinguisher agent is Halon 1211 and can be used against small fires, flammable liquid fires and
    electrical fires.

    To operate the extinguisher:

    Step Task

    1. Flip open quick-release buckle on mounting clamp.

    2. Pull safety pin.

    3. Direct and squeeze trigger, aiming for the base of the ignition source.

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Fuel System ATA 28


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
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    Fuel System ATA 28
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

    Issue No 1.0 02/02/2015


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    Fuel System ATA 28
    Student Notes

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    Fuel System ATA 28
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Fuel System .............................................................................................................................................................. 1
    1 Fuel System Architecture .............................................................................................................................. 1
    1.1 Overview ............................................................................................................................................... 1
    1.1.1 General ............................................................................................................................................. 1
    2 The Fuel Storage System .............................................................................................................................. 3
    2.1 Storage System Components ............................................................................................................... 3
    2.1.1 Upper Tank ....................................................................................................................................... 3
    2.1.2 Lower Tanks ..................................................................................................................................... 5
    2.1.3 Drain Valves ..................................................................................................................................... 6
    2.1.4 Fuel Tank Vents................................................................................................................................ 7
    2.1.5 Supplementary Fuel Tanks............................................................................................................... 8
    3 The Fuel Distribution System ........................................................................................................................ 9
    3.1 Fuel Distribution Components .............................................................................................................. 9
    3.1.1 No. 2 Tank Transfer Pump ............................................................................................................... 9
    3.1.2 No. 1 Tank Boost Pumps ................................................................................................................ 11
    3.1.3 Ejector Units ................................................................................................................................... 12
    3.1.4 Pump Collector Assemblies ............................................................................................................ 13
    3.1.5 Flapper Valves ................................................................................................................................ 14
    3.1.6 Fuel Shutoff Valve .......................................................................................................................... 15
    4 Fuel Indicating System ................................................................................................................................ 16
    4.1 Fuel Indicating Components ............................................................................................................... 16
    4.1.1 Fuel Computing Unit ....................................................................................................................... 16
    4.1.2 Tank Quantity Probes ..................................................................................................................... 18
    5 Fuel System Controls and Indications ......................................................................................................... 19
    5.1 Control Panels .................................................................................................................................... 19
    5.1.1 Fuel Management Control Panel .................................................................................................... 19
    5.1.2 Miscellaneous Panel Test Switch ................................................................................................... 20
    5.2 Indications ........................................................................................................................................... 22
    5.2.1 Fuel Quantity .................................................................................................................................. 22
    5.2.2 Fuel Pressure ................................................................................................................................. 23
    6 System Operations ...................................................................................................................................... 24
    6.1 System Operation ............................................................................................................................... 24
    6.1.1 Tank Replenishment Sequence ..................................................................................................... 24
    6.1.2 Fuel Distribution Functions ............................................................................................................. 25
    6.1.3 Fuel Depletion Sequence ............................................................................................................... 26
    7 System Abnormals....................................................................................................................................... 28
    7.1 System Messages .............................................................................................................................. 28
    7.1.1 FUEL LOW ..................................................................................................................................... 28
    7.1.2 F LOW FAIL .................................................................................................................................... 30
    7.1.3 FUEL PUMP 1 (2) ........................................................................................................................... 31
    7.1.4 XFER PUMP ................................................................................................................................... 32
    7.1.5 FUEL DRAIN 1(2) ........................................................................................................................... 33

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    Fuel System ATA 28
    Student Notes

    Fuel System
    1 Fuel System Architecture
    1.1 Overview
    1.1.1 General

    The AW119Kx fuel system is made up of the following subsystems:

    • The fuel storage system

    • The fuel distribution system

    • The fuel indications and messaging system.

    The fuel storage system internally consists of:

    • Two main lower tanks (Rotorcraft Flight Manual Supplement (RFMS) designations: No. 1 left
    and No. 2 right)

    • A main upper tank (no number designation).

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    Fuel System ATA 28
    Student Notes

    All three tanks are filled through one external, common filler cap located on the top right side of the
    upper tank. A customer option to fit one or two aft cabin supplementary tanks is available for range
    extension.

    The fuel distribution system consists primarily of:

    • Two booster pumps in the No. 1 tank

    • One transfer pump installed in the No. 2 tank.

    A shutoff valve, pump control switches and connecting lines complete the system, controlling and
    moving the fuel. A fuel management panel is installed on the centre console for system control.

    The fuel indications and messaging system is comprised of:

    • The pressure indicating system

    • The fuel quantity system

    • The fuel cautionary messages circuitry.

    Fuel pressure, quantity and caution messages are integral to the G1000H Primary Flight Display
    (PFD) and Multifunction Display (MFD) displays, each having different presentations.

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    Fuel System ATA 28
    Student Notes

    2 The Fuel Storage System


    2.1 Storage System Components
    2.1.1 Upper Tank

    All system tanks are a flexible bladder-type design constructed of rubberised fabric. The upper tank
    is specifically located aft of the cabin rear wall and forward of the rear avionics bay.

    The upper tank:

    • Is housed and supported by a combination of honeycomb composite panels and the upper
    portion of the fuselage bulkhead

    • Fuel capacity is 244 kg

    • Is flanged to both lower tanks and supplies both lower tanks (No. 1 left and No. 2 right) by
    means of gravity feed

    • Accommodates return flow lines from the engine flow divider and the engine supply shutoff
    valve. Fuel quantity and level warning circuitry is routed to the connector plates located on the
    top of the upper tank

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    Fuel System ATA 28
    Student Notes

    • Incorporates an anti-surge baffle laced into the upper tank to restrict fuel from shifting side to
    side during flight (not shown for clarity)

    • Is secured by the fuel filler cap flange located on the right upper side of the tank.

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    Fuel System ATA 28
    Student Notes

    2.1.2 Lower Tanks

    Two independent lower tanks are connected by flanges to the upper tank and located under the
    cabin rear seats and cabin rear extension. The lower tank design features include:

    • A capacity of 120 kg in each lower tank (4 kg is not usable in each tank)

    • A longitudinal anti-surge baffle dividing it into forward and rear cells (a cell is a section within a
    tank)

    • A flapper valve installed on the bottom side of the anti-surge baffle of the lower tanks allowing
    fuel transfer from the rear cell to the forward cell with a level or nose down attitude of the
    aircraft, stopping fuel from moving aft in a nose high attitude

    • The cells, forward and rear retained in shape by metal rings attached to the structure by nylon
    cords

    • Fuel feeding and transfer lines routed through the flanges connecting the lower tanks with the
    upper tank.

    The tanks are secured to the structure by the pump attachment flange located on the lower side of
    the forward cell and the drain valve attachment flange located on the lower side of the rear cells.

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    Fuel System ATA 28
    Student Notes

    2.1.3 Drain Valves

    The drain valves allow the pilot to sample the fuel from each of the four lower tank cells for colour,
    clarity, contaminants and particulate matter.

    Manual drain valves are located on the sumps of the left tank booster pumps and the right tank
    transfer pump (forward cells of the lower tanks).

    Electrically operated drain valves are installed on the lowest part of each rear cell of the lower
    tanks. These valves allow draining of all the fuel from the tank cells and also allows fuel sampling.

    The electrically operated drain valves are controlled by a panel having a three-position switch
    accessible through the left fuselage step panel. The switch settings are:

    • Off

    • VALVE #1 selected to ON (opens the drain valve in left rear cell)

    • VALVE #2 selected to ON (opens the drain valve in right rear cell).

    Opening of the drain valves will illuminate the Crew Alerting System (CAS)
    FUEL DRAIN 1(2) caution message.

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    Student Notes

    2.1.4 Fuel Tank Vents

    The tanks are equipped with a double venting system to equalise the inside and the outside
    pressures in all operating conditions.

    Two pipelines are connected to the top of the upper tank and routed separately across the top of
    the tank and then down to the belly vent on opposite sides. The routing of the vent lines precludes
    inadvertent syphoning. Fuel is also precluded from overflowing internally if over serviced and under
    all normal flight operating conditions.

    Each vent line is protected by an inline flame arrestor which prevents ignition of the fuel vapours
    back to the upper tank in the event of a lightning strike or errant static source.

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    Student Notes

    2.1.5 Supplementary Fuel Tanks

    The purpose of the supplementary fuel tanks is to increase the range of the aircraft. The tanks are
    an optional installation providing up to 265 litres of additional capacity. Fuel transfer from the
    supplementary fuel tanks to the main fuel tank is by gravity. The tanks consist of two separate and
    independent rubberised fabric cells. The right tank capacity is 105 litres having a fuel weight of 84
    kg. The larger left tank capacity is 160 litres, having a fuel weight of 128 kg.

    The AW119Kx may be equipped with both the right and left supplementary fuel tanks or with the
    right fuel tank only. Use of the larger left supplementary tank as a single installation is prohibited
    (RFM Optional Equipment Supplement No. 9).

    Each supplemental fuel tank is flanged directly to and above the onside lower fuel tank. Fuel feeds
    directly to the respective lower tank by means of gravity through the flanged port. The tanks are
    positioned behind the rear cabin seats.

    Each tank is separately vented and is equipped with a dedicated fuel quantity probe that is
    connected to the fuel computing unit.

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    Fuel System ATA 28
    Student Notes

    3 The Fuel Distribution System


    3.1 Fuel Distribution Components
    3.1.1 No. 2 Tank Transfer Pump

    The purpose of the fuel distribution system is to provide fuel from the storage tanks to the engine.

    The fuel transfer pump positions, or transfers the gravity fed fuel supply in the right lower No. 2 tank
    into the left lower No. 1 tank. Specifically, the transfer pump moves the fuel from the forward cell of
    the right lower tank to the rear cell of the left lower tank.

    The transfer pump:

    • Is installed on the sump in the forward cell of the right lower tank

    • Is a submersion-type having a centrifugal flow operating on 28 Vdc power

    • Has a pressure switch is fitted at the bottom. The pressure switch provides the caution
    message X-FER PUMP .

    The transfer pump produces two flows:

    • A direct mechanically pumped flow over to the No. 1 left lower tank rear cell

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    Fuel System ATA 28
    Student Notes

    • A mechanically pumped additional flow to the ejector pump in the rear cell of the No. 2 right
    lower tank to establish motive flow.

    The motive flow of the ejector pump moves rear cell fuel into the forward cell of the No. 2 tank
    across the anti-surge baffle for collection by the transfer pump. The fuel transfer pump is powered
    through a dedicated circuit breaker on the EMERGENCY bus.

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    Fuel System ATA 28
    Student Notes

    3.1.2 No. 1 Tank Boost Pumps

    Boost pumps send fuel from the forward cell of the No. 1 left lower tank to the engine. The boost
    pumps additionally provide flow to the ejector pump in the rear cell of the No. 1 left lower tank to
    establish motive flow.

    The motive flow of the ejector pump moves rear cell fuel into the forward cell of the No. 1 left lower
    tank, across the anti-surge baffle for collection by the boost pumps.

    The boost pump installation includes these features:

    • Two redundant boost pumps installed on the pump drain sump in the forward cell of the left
    lower tank

    • Submersion-type boost pumps having a centrifugal flow that operate on 28 Vdc power

    • A pressure switch fitted at the bottom of each boost pump. The pressure switch provides the
    caution message FUEL PUMP 1(2) to indicate a boost pump failure (pressure less than 3.5
    psi ± 0.5 psi).

    The boost pumps are fuel system redundant and electrically redundant. Either boost pump can
    supply the engine with a fuel amount that is greater than the engine requires at any power setting.

    The pumps are electrically redundant since the No. 1 boost pump is powered by a dedicated circuit
    breaker labelled FUEL PUMP 1 on the BATTERY bus and the No. 2 boost pump is powered by a
    dedicated circuit breaker labelled FUEL PUMP 2 on the 28 Vdc (DC bus).

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    Fuel System ATA 28
    Student Notes

    3.1.3 Ejector Units

    The function of the ejector units in the fuel distribution system is to transfer fuel from the rear cell to
    the forward cell of both lower tanks even when the aircraft is in a nose up attitude.

    One ejector unit is installed on each rear cell of the lower tanks. Ejector units move the fuel into the
    forward cell across the anti-surge baffle at a rate greater than the fuel consumption of the engine.
    This prevents any fuel being trapped behind the baffle when the aircraft is in nose up attitude.

    The ejector unit is powered by fuel sent under pressure, by the boost pumps (No. 1 tank) and
    simultaneously, the transfer pump (No. 2 right tank) via their respective supply lines.

    A check valve is installed on the supply line of the ejector unit in the No. 1 tank to prevent air being
    drawn in when the booster pumps are stopped and the fuel level is below the ejector outlet.

    Note: An ejector unit may also be referred to as a jet pump or motive flow pump. A jet flow being
    induced by a mechanical pump through a venturi tube creates a suction that can be used by a
    pickup line to scavenge fuel and distribute it to another cell or tank.

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    Student Notes

    3.1.4 Pump Collector Assemblies

    Regardless of pump type, either boost pump or transfer pump, the pump output (supply) is received
    by a collector.

    The boost pumps collector:

    • Is installed in the forward cell of the No. 1 left lower tank

    • Collects the two pump supplies dividing them into the left ejector unit supply line and the engine
    supply line flows

    • Has check valves between the pump supply line and the inlet port of the collectors to prevent
    fuel return in the event of a boost pump failure.

    The transfer pump collector:

    • Is installed in the forward cell of the right lower tank

    • Collects the pump supply line fuel and divides it into the fuel transfer supply line and the right
    ejector unit supply line flows

    • Has check valves between the pump supply line and the inlet port of the collector to prevent
    fuel return to the right lower tank in case of transfer pump failure or any time the pump is not in
    operation.

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    Fuel System ATA 28
    Student Notes

    3.1.5 Flapper Valves

    A flapper valve is installed on the lower portion of the anti-surge baffle in each lower tank. The
    flapper valve in each tank has two purposes:

    • During refuel operations, the flapper valve opens when the quantity of fuel in the aft cells of the
    lower tanks is greater than in the forward cell of the tank due to the higher weight of the fuel
    (head pressure). The flapper valve opens to allow the forward cell to fill. The flapper valve also
    allows the forward and rear fuel cells to equalise in the event of an ejector pump failure whether
    it was due to a clogged ejector, a boost pump failure or transfer pump failure.

    • When closed, the flapper valves prevent fuel from flowing to the aft cells of the lower tanks in a
    nose up attitude. This reduces the chance of uncovering either the boost pumps or transfer
    pump inlets which during low levels could potentially allow air to enter the fuel system.

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    Student Notes

    3.1.6 Fuel Shutoff Valve

    The fuel shutoff valve provides a means to stop the flow of fuel from the storage tanks to the
    engine. The valve is airframe mounted and located behind the right fuselage step panel for preflight
    inspection and maintenance.

    The shutoff valve is switch activated by the pilot and electrically actuated to the OPEN or CLOSED
    position. It is protected by 28 Vdc 5 A circuit breaker located on the overhead console, on the
    EMERGENCY bus and labelled FUEL SYS VALVE.

    The shutoff valve assembly also incorporates a fuel pressure transmitter which provides a
    continuous pressure signal to the fuel pressure indicator on the G1000H MFD.

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    Student Notes

    4 Fuel Indicating System


    4.1 Fuel Indicating Components
    4.1.1 Fuel Computing Unit

    The fuel quantity indicating system consists of a fuel computing unit and the five quantity probes in
    the upper and lower tanks.

    The fuel computing unit calculates the quantity of available fuel. It embodies three independent
    channels, each corresponding to the upper tank, left lower tank and right lower tank. The fuel
    computing unit is installed in the aft electronics bay on the left side, forward of the baggage
    compartment door.

    The fuel computing unit is designed to provide a gauging function whereby:

    • Each channel is electrically independent of each other

    • The gauging function processes the signal from the individual tank quantity probes

    • The quantity signal coming from the upper tank channel is split and then added equally to the
    left and right lower tank quantities for a presentation format (left, right and total)

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    Student Notes

    • The computing stage processes the signals sending the solution to both GIA 63H units which
    deliver presentation information to the fuel quantity display of the PFD and MFD Engine
    Indication Strip (EIS) page.

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    Student Notes

    4.1.2 Tank Quantity Probes

    The purpose of the fuel quantity probes is to measure the fuel in each cell and provide signals for
    the fuel computing unit to analyse and display on the G1000H.

    A total of five fuel quantity probes of the variable capacitance type are installed in the fuel indicating
    system. Each lower tank cell has a dedicated probe and the upper tank has one probe.

    The probe capacitance varies with the amount of the fuel contained in the tanks causing a
    proportional variation of the electrical signal directed to the fuel quantity indicator via the fuel
    computing unit.

    The fuel quantity probe installed in the forward cell of the left lower tank incorporates a low level
    sensor which provides the FUEL LOW caution message on the PFD CAS window when the fuel
    drops to approximately 45 kg. If the low level sensor fails, the F LOW FAIL caution message will
    be displayed on the CAS window. A single chime aural alert and flashing Master Caution Light
    (MCL) accompanies all CAS caution messages. The indicating system is powered by the FUEL
    SYS QTY breaker on the EMERGENCY bus.

    Note: A capacitance-type quantity probe uses a ratio of change in an electrical DC current equal to
    its full electrical potential (capacitance) less the level of the dielectric (fuel) along the probe length. A
    dielectric is an insulator that causes capacitance to vary.

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    Fuel System ATA 28
    Student Notes

    5 Fuel System Controls and Indications


    5.1 Control Panels
    5.1.1 Fuel Management Control Panel

    The fuel system controls provide the pilot with the ability to activate or deactivate certain
    components in the fuel system.

    The fuel system controls consist of a number of switches housed on the fuel management panel
    and the miscellaneous panel of the centre console. The fuel management panel switches have the
    following functions:

    • PUMP 1 - No. 1 boost pump is operating when selected to ON, not operating when selected
    OFF

    • PUMP 2 - No. 2 boost pump is operating when selected to ON, not operating when selected
    OFF

    • PUMP - transfer pump is operating when selected to XFER, not operating when selected OFF

    • VALVE - shutoff valve is opened when selected to OPEN (red guard down, green confirmation
    light illuminated) and is closed when selected CLOSED (red guard up, switch selected to OFF).

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    Student Notes

    5.1.2 Miscellaneous Panel Test Switch

    The miscellaneous panel under the left collective contains a three-position, multisystem test switch
    designated as TEST with the following selectable switch settings:

    • FCU/FIRE - when momentarily selected up, initiates the first of two separate and sequenced
    continuity, messaging and aural warning tests

    • NORM - the switch remains in a spring-loaded to centre position after tests are completed

    • LAMP - when selected down and held, illuminates the RADIO MASTER ON-OFF, PFD ON-
    OFF and MFD ON-OFF master switches as a continuity test.

    In the first test sequence, the AVN FAN FAIL and the FUEL LOW messages are displayed with
    the ENG FIRE warning message, and the aural two tone alert and "ENGINE FIRE" alert are heard.
    The MWL/MCL are activated but will automatically extinguish at the end of the test. As the test
    procedes the AVN FAN FAIL and ENG FIRE will extinguish, followed by the FUEL
    LOW message at the end of the test. If a failure occurs the MWL/MCL will not reset and a FIRE
    DET or F LOW FAIL message is displayed dependent on the fault found. PFD and CAS
    messages are tested (RFMS Section 2: Normal Procedures, ENGINE PRE-START CHECK).

    In the second test sequence when the pilot again momentarily selects the FCU/FIRE position, the
    left-hand fuel indication changes from white text on black background to black text on yellow
    background . Both fuel quantity indications drop to zero. A reading of less than 10 kg is
    acceptable. A reading below zero is a failure. The right-hand fuel quantity indication is covered by
    XXX as soon as the indicated quantity decreases below 120 kg. Fuel quantity returns to normal
    readings at the end of test. The fuel quantity system along with the cockpit indications of the PFD

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    Fuel System ATA 28
    Student Notes

    and MFD EIS page are tested (RFMS Section 2: Normal Procedures, ENGINE PRE-START
    CHECK).

    The combination of the fuel management control panel and the miscellaneous panel TEST switch
    provides the pilot with the means to both operate and test the fuel distribution and indicating
    systems.

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    Student Notes

    5.2 Indications
    5.2.1 Fuel Quantity

    The fuel quantity displays provide a digital readout of the fuel available in the fuel tanks (in kg).
    There are two separate displays available on the G1000H:

    • The fuel quantity display on the MFD (turn the outer FMS knob to the EIS page group). The full
    page format provides a quantity gauge that shows AUX and MAIN tank quantities.

    • A fuel quantity digital display always located at the top of the PFD EIS showing total fuel.

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    Student Notes

    5.2.2 Fuel Pressure

    The fuel pressure indicator provides a continuous readout of the operating pressure in the engine
    fuel supply line on the engine fuel distribution side of the of the fuel shutoff valve.

    The pressure transmitter, physically mounted on the engine distribution side of the shutoff valve,
    sends a signal to the G1000H system for cockpit display. There are two separate MFD fuel
    pressure displays available:

    • On the MFD EIS in digital format when using MAP, WPT, AUX, FPL and NRST page groups

    • An MFD fuel pressure gauge display on the full page format of the EIS page group. The display
    gauge shows a digital psi value and an indication needle with the following operating ranges:

    o Red radial: 25 psi

    o Green band: 7 to 25 psi

    o Yellow band: 0 to 7 psi.

    The G1000H system (GEA 71H, No. 2 unit) monitors the indicated fuel pressure and if the supply
    line pressure drops into the cautionary yellow band of 0-7 psi, the system will generate a
    FUEL PRESS caution message on the PFD CAS window.

    The pilot should land as soon as practicable unless the message extinguishes due to the pressure
    having being recovered.

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    Student Notes

    6 System Operations
    6.1 System Operation
    6.1.1 Tank Replenishment Sequence

    All tanks are filled through one filler port. Fuel is added through the filler port on the right side of the
    fuselage with a manual control nozzle. Fuel is gravity fed through the upper tank to the rear cells of
    both lower tanks. It also proceeds through the flapper valves into the forward cells of the lower
    tanks. As the lower tanks fill and equalise, the level of the upper tank rises.

    If supplemental tanks are installed (on the designated flanged ports), then the fuel will flow up into
    the supplemental tanks from the lower tanks as the fuel level rises in the upper tank. Upper tank
    head pressure moves fuel out of the lower tanks to fill the separately vented supplemental tanks.

    Note: The fuel quantity digital readouts (left and right) will not be equal on each side with
    supplemental fuel tanks installed (until the supplemental tanks are emptied).

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    Student Notes

    6.1.2 Fuel Distribution Functions

    The fuel distribution system provides a means of assuring that the fuel in the forward cell of the right
    lower tank and the rear cell of the left lower tank is moved into the forward cell of the left lower tank
    so that the boost pumps can continuously feed the engine supply line.

    The fuel transfer pump ensures that the fuel from the right forward cell is pumped into the rear cell
    of the left lower fuel tank. The fuel transfer pump also provides motive flow to the ejector unit which
    moves the aft cell fuel to the forward cell replenishing source fuel for the transfer pump inlet.

    Upon reaching the left lower tank aft cell, the ejector unit installed there moves the fuel to the
    forward cell of the lower left tank. Boost pumps in the forward cell of the left tank provide motive
    flow to the aft cell ejector to replenish source fuel to the boost pumps inlet and also provide the
    engine supply line with pressurised fuel.

    The action of the distribution system is simultaneous and continuous until the storage system is
    depleted or the transfer and boost pumps are selected to OFF.

    Note: The ejector units in the rear cell of both lower tanks move the fuel into the forward tank cells
    across the anti-surge baffles at a flow rate exceeding the fuel consumption of the engine.

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    Student Notes

    6.1.3 Fuel Depletion Sequence

    From full, the fuel quantity would indicate:

    • Left - 242 kg (238 kg usable)

    • Right - 242 kg (238 kg usable

    • Total - 484 kg (476 kg usable).

    As the upper tank is exhausted, 244 kg of fuel will have been depleted making the new indications
    to be:

    • Left - 120 kg

    • Right - 120 kg

    • Total - 240 kg.

    As the 60 kg capacity of each right lower tank cell is depleted (2 x 60 kg = 120 kg), due to the
    transfer into the aft cell of the left tank, the new indications would be:

    • Left - 120 kg

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    Student Notes

    • Right - 0 kg (for teaching purposes – indication may be 4 kg, but would represent unusable
    fuel)

    • Total - 120 kg.

    The left lower tank now being the only tank having usable fuel is then depleted until there is fuel
    exhaustion or both boost pumps are selected off.

    As the aft cell of the left lower tank empties, the indications would be approximately:

    • Left - 60 kg

    • Right - 0 kg

    • Total - 60 kg (of which 4 kg will become unusable).

    As the forward cell of the left lower tank is now depleting, the FUEL LOW caution message
    appears on the PFD CAS (via the left tank forward cell probe having an attendant low level sensor).
    Approximately 45 kg of fuel remains. The remaining 45 kg equates to 10 minutes of powered flight
    at Max Continuous Power (MCP).

    Land as soon as practicable.

    Sideways flight and hovering in a crosswind when the indicated fuel quantity is less than 10 kg must
    be avoided (land immediately).

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    Student Notes

    7 System Abnormals
    7.1 System Messages
    7.1.1 FUEL LOW

    Illumination of the FUEL LOW caution message means that there is a low fuel level (45 kg) in the
    forward cell of the left lower tank that feeds the engine supply line.

    • 10 minutes of powered flight at MCP remains. Land as soon as practicable.

    • Avoid sideways flight and hovering in crosswind when the indicated fuel quantity is less than 10
    kg (land immediately).

    This message could illuminate at 90 kg of fuel being indicated on the left side of the fuel quantity
    indicator:

    • If the ejector pump is not working because it is blocked or if the boost pumps are inoperative.

    • If the aircraft is in a nose high attitude and the flapper valve may not open if the fuel has
    collected in the aft portion of the aft cell.

    Corrective action for a FUEL LOW CAS caution message is:

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    Student Notes

    • Verify fuel quantity in No. 1 tank

    • Land as soon as practical.

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    Student Notes

    7.1.2 F LOW FAIL

    The G1000H system notifies the pilot if continuity is lost with the fuel low level sensor mounted to
    the fuel quantity probe in the forward cell of the left lower fuel tank. Lost continuity will illuminate the
    F LOW FAIL caution message.

    If this caution message appears, the FUEL LOW caution message will be disabled. The pilot will
    not receive a low fuel caution message.

    Corrective action for a F LOW FAIL CAS caution is keep the fuel quantity level under control and
    proceed with the flight.

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    Student Notes

    7.1.3 FUEL PUMP 1 (2)

    The failure of a fuel boost pump is indicated in the cockpit by the illumination of the
    FUEL PUMP 1(2) caution message. The respective pump pressure switch is sensing 3.5 ± 0.5 psi
    or less, pressure output coming from the failed pump. A single failed boost pump should not result
    in a drop of fuel pressure to below normal levels.

    The corrective action for this message is to switch the affected fuel pump to OFF. Land as soon as
    practical.

    In the event of a dual fuel booster pump failure, both FUEL PUMP 1-2 caution messages will
    illuminate along with the FUEL PRESS caution message.

    The corrective action for these messages is to switch the fuel pumps to OFF. Land as soon as
    practicable.

    Anytime the fuel pressure drops to below 7 psi, the FUEL PRESS caution message illuminates.

    The corrective action for low fuel pressure is:

    • If caution remains, land as soon as practicable

    • If caution extinguishes, continue flight.

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    Student Notes

    7.1.4 XFER PUMP

    A failure of the fuel transfer pump is indicated by the XFER PUMP caution message due to low
    pressure sensed at the pump pressure switch.

    The consequence of the fuel transfer pump failing is that any fuel in the lower right tank becomes
    unusable fuel. Unusable fuel is recognised on the G1000H fuel quantity indicators by three yellow
    XXX symbols over the digital readout of the right side fuel quantity indication.

    The corrective action for this caution message is to set the XFER PUMP switch to OFF.

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    AW119Kx-ASMTC
    Fuel System ATA 28
    Student Notes

    7.1.5 FUEL DRAIN 1(2)

    If either of the electric fuel drain valves are open, then the FUEL DRAIN 1(2) caution message is
    illuminated.

    Corrective action for this message is to close the valve before refuelling or taking off.

    Note: With electrical power on the aircraft and the fuel shutoff valve OPEN, the fuel drains cannot
    be in the OPEN position regardless of fuel drain switch position.

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    Fuel System ATA 28
    Student Notes

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    Avionic Systems Maintenance Type Training
    Course

    Hydraulic System ATA 29


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
    LEFT
    BLANK

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    Hydraulic System ATA 29
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

    Issue No 1.0 02/02/2015


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    Hydraulic System ATA 29
    Student Notes

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    Hydraulic System ATA 29
    Student Notes

    Table of Contents
    Issue Record ....................................................................................................................................................... i
    Hydraulic System ................................................................................................................................................ 1
    1 General Overview .................................................................................................................................... 1
    1.1 System Overview ............................................................................................................................ 1
    1.1.1 Overview ..................................................................................................................................... 1
    2 System Components ............................................................................................................................... 3
    2.1 Common Components of the Independent Hydraulic Systems .....................................................3
    2.1.1 Hydraulic Reservoirs .................................................................................................................. 3
    2.1.2 Ground Test Fittings and System Protection .............................................................................. 4
    2.1.3 Hydraulic Pumps......................................................................................................................... 5
    2.1.4 Filter Groups ............................................................................................................................... 6
    2.1.5 Pressure Transmitters ................................................................................................................ 8
    2.1.6 System Accumulators ................................................................................................................. 9
    2.1.7 Main Rotor Servos ....................................................................................................................10
    2.1.8 Tail Rotor Servo Actuator .........................................................................................................11
    3 Controls and Indications ........................................................................................................................12
    3.1 Hydraulic Controls ........................................................................................................................12
    3.1.1 Cockpit Servo Switch ................................................................................................................12
    3.2 Hydraulic Indications ....................................................................................................................13
    3.2.1 G1000H System Information Paths ..........................................................................................13
    3.2.2 Cockpit Hydraulic Pressure Indications ....................................................................................14
    3.2.3 Loss of One Hydraulic System in Flight ...................................................................................15
    4 Operation and Maintenance Data..........................................................................................................17
    4.1 No. 1 and No. 2 System Operation...............................................................................................17
    4.1.1 Hydraulic Fluid Flow Paths .......................................................................................................17
    4.1.2 System Ground Check .............................................................................................................18

    Annexes
    Annex A - Hydraulic System Architecture ....................................................................................................... A1

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    Hydraulic System ATA 29
    Student Notes

    Hydraulic System
    1 General Overview
    1.1 System Overview
    1.1.1 Overview

    The hydraulic power system of the AW119Kx consists of two separate and independent hydraulic
    systems to power the flight control servos. The systems are designated as No. 1 and No. 2 system
    respectively. Each of the two independent systems has their own dedicated components.

    Each system employs separate:

    • Reservoirs

    • Main transmission driven pumps

    • Filtration groups

    • Pressure transmitters

    • Accumulators

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    Hydraulic System ATA 29
    Student Notes

    • Pressure access to the main rotor servos.

    Each system has its own fluid and flow path circuit and powers the three main rotor servos in
    tandem, one system powering, the other system prepared for redundancy if needed.

    The tail rotor flight control inputs are boosted through a hydraulic servo, however, only No. 1 system
    powers the tail rotor servo.

    System selection control consists of a gated three-position SERVO switch on the miscellaneous
    panel having a safety interlock to ensure pressure is available from at least one hydraulic power
    source.

    The indicating components for each system are comprised of pressure transmitters interfaced to the
    G1000H GEA 71H units for the display of hydraulic pressure on the Multifunction Display (MFD)
    and cautions annunciation on the Primary Flight Display (PFD) Crew Alerting System (CAS).

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    Hydraulic System ATA 29
    Student Notes

    2 System Components
    2.1 Common Components of the Independent Hydraulic Systems
    2.1.1 Hydraulic Reservoirs

    Each reservoir supplies a source of clean, air-free fluid to its respective system. They are installed
    on the right side of cabin roof. The forward reservoir is dedicated to No. 1 system. The reservoirs
    are accessible through the inspection door or by removing the forward transmission fairing.

    The reservoirs:

    • Are fitted with connectors for the supply, return and pump bypass lines and for the 90° vent

    • Have a maximum capacity for each reservoir of 1.6 l (1.69 qt)

    • Are a nonpressurised vented unit.

    Servicing of the reservoir is carried out through the filler cap. The level of hydraulic fluid is shown by
    a sight gauge located to the right of the filler cap.

    The filler cap is properly secured when the black band on the outer ring is aligned with the black
    arrow on the inner ring.

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    Hydraulic System ATA 29
    Student Notes

    2.1.2 Ground Test Fittings and System Protection

    Both No. 1 and No. 2 systems have their individual ground test connections. The systems therefore
    can be tested separately or simultaneously. Ground test fittings are a quick disconnect type used
    exclusively by maintainers.

    Protections are installed into each hydraulic system when ground test units are connected. These
    are:

    • A pressure check valve - pressure is delivered to the respective filter group downstream from a
    check valve on the pump inlet line of the filter group to prevent flow back to the hydraulic pump

    • Flight control hydraulic system bypass valve - located on the return line out of the filter group,
    the bypass valve allows hydraulic return fluid back to the reservoir if the return hose connected
    to the ground test fitting is accidentally left disconnected.

    The pilot should be knowledgeable enough to recognise a secured, flightworthy configuration after
    maintenance is accomplished.

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    Hydraulic System ATA 29
    Student Notes

    2.1.3 Hydraulic Pumps

    Each transmission driven pump delivers system pressure to its respective filter group. Both system
    hydraulic pumps are mounted on the left lower (No. 1 system) and right lower (No. 2 system) main
    transmission case. The pumps are a self-regulating, axial piston type design which delivers
    hydraulic fluid at a nominal pressure of 1550 psi.

    The pump is provisioned with ports for the following line fittings:

    • Supply line (suction from the reservoir)

    • Pressure line (for distribution to the respective system filter group)

    • Reservoir return line (bypass circuit).

    Note: An additional pump seal drain line is fitted to the bottom of each pump to stop the potential for
    transmission oil mixing with the hydraulic fluid should the pump seal be compromised.

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    Hydraulic System ATA 29
    Student Notes

    2.1.4 Filter Groups

    No. 1 and No. 2 systems each have a dedicated filter group assembly. The purpose of each filter
    group assembly is to provide filtration of both pressure and return fluid. It incorporates these
    functions:

    • Low pressure annunciation

    • System selection

    • Pressure relief

    • Filter(s) bypass

    • Filter bypass indicator(s).

    Both filter group assemblies are collocated (piggybacked) together by an adapter plate then
    secured to supports installed on the right side of the cabin roof.

    Each filter group assembly consists of:

    • Two 15 micron reusable filters that are serviced by maintainers, one on the pressure line
    coming from the system pump and one on the return line from the servos. The filters are each
    equipped with a red button type filter clogged indicator that will pop out at 70 psid.

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    Hydraulic System ATA 29
    Student Notes

    • A shutoff valve that is controlled by the cockpit SERVO switch located on the miscellaneous
    control panel (central console). The switch can be used to turn off one of the systems (system
    selection function). The SERVO switch will allow a system selection to occur, but only if the
    other system is operating at greater than 1138 ± 50 psi.

    • A pressure switch that is installed on each of the filter group housings. The pressure switch
    provides the electrical signal to illuminate the caution message SERVO 1(2) when the
    pressure outlet of the filter drops below 1138 ± 50 psi.

    • An overpressurisation valve to provide pressure relief to the return side of the filter group
    system within a pressure range of 1640 - 1850 psi.

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    Hydraulic System ATA 29
    Student Notes

    2.1.5 Pressure Transmitters

    The pressure transmitters are plumbed into the pressure lines coming out of the No. 1 and No. 2
    filter groups utilising T-fittings that hold the transmitters. The transmitters are located just forward
    and inboard of the No. 1 system reservoir.

    Pressure Operating Associated CAS


    Transmitter Function Message

    No. 1 system Provides continuous information to HYD OIL PRESS 1


    the MFD dual system hydraulic
    pressure indicator (No. 1 needle) If indicator needle remains in
    via the No. 1 GEA 71H yellow arc greater than 3 seconds

    No. 2 system Provides continuous information to HYD OIL PRESS 2


    the MFD dual system hydraulic
    pressure indicator (No. 2 needle) If indicator needle remains in
    via the No. 2 GEA 71H yellow arc greater than 3 seconds

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    Hydraulic System ATA 29
    Student Notes

    2.1.6 System Accumulators

    Each system has a dedicated accumulator which is plumbed into the pressure line going to the
    servos. The No. 1 system accumulator is located on the transmission deck. The No. 2 system
    accumulator is located on the box structure outboard of the filter groups.

    The accumulators are precharged with nitrogen and designed to absorb pressure fluctuations,
    ensuring smooth delivery of hydraulic fluid to the servo actuators.

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    Hydraulic System ATA 29
    Student Notes

    2.1.7 Main Rotor Servos

    The No. 1 and No. 2 systems provide hydraulic power to the three main rotor servo actuators.
    These three tandem type servo actuators are installed between the servo mount pads of the
    transmission bell housing and the clevis ends of the arms on the fixed swashplate. All three
    actuators are identical.

    The servo actuators transmit collective and cyclic flight control inputs to the swashplate using the
    hydraulic systems as a motive force. Each servo actuator consists of two independent, but
    interconnected (through a common ram) upper and lower units that can be operated together (in
    tandem) or individually by only one hydraulic system without any effect on control efficiency.

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    Hydraulic System ATA 29
    Student Notes

    2.1.8 Tail Rotor Servo Actuator

    The tail rotor servo actuator is provided with hydraulic motive force only by the No. 1 system. The
    tail rotor servo augments the pilot’s pedal inputs for smooth and precise control.

    The servo actuator is located behind the baggage compartment liner on the upper left side, just aft
    of the baggage door. It is connected by a lever to the mechanical flight control tube system.

    The tail rotor servo actuator is a single body type servo actuator that is connected to the No. 1
    system via two hoses. Hydraulic pressure operates on the servo actuator piston causing its
    retraction or extension depending upon the pilot’s control input to the servo actuator valve body via
    the flight control tube.

    The tail rotor servo actuator is fitted with two distribution valves (main and backup).

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    Hydraulic System ATA 29
    Student Notes

    3 Controls and Indications


    3.1 Hydraulic Controls
    3.1.1 Cockpit Servo Switch

    The three-position hydraulic system SERVO switch is located on the miscellaneous control panel
    and provides selections for the following control functions:

    • NORM - both No. 1 and No. 2 hydraulic systems are operating

    • 1 OFF - No. 1 system is turned off (this position cannot be selected if No. 2 system is faulty)

    • 2 OFF - No. 2 system is turned off (this position cannot be selected if No. 1 system is faulty).

    The hydraulic interlock safety function ensures at least one hydraulic system is always operative
    (on). The respective shutoff positions will be inoperative if the alternate system does not have
    suitable pressure ( SERVO 1 or SERVO 2 caution illuminated).

    If the system in use fails while an operative system is turned off, the operative system will recover
    automatically regardless of switch position.

    Note: The Rotorcraft Flight Manual Supplement (RFMS) normal operations procedure is to operate
    the aircraft with the SERVO switch in the NORM position.

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    Hydraulic System ATA 29
    Student Notes

    3.2 Hydraulic Indications


    3.2.1 G1000H System Information Paths

    In general terms, the electrical hydraulic pressure information sent by the respective system
    transmitter must be digitised. This information is sent to the engine and airframe unit (GEA 71H) for
    processing and prioritisation for presentation on the MFD and PFD.

    The cockpit hydraulic pressure indicator will always appear on the MFD only (whether a full engine
    page display or in map mode as an Engine Information Strip (EIS) presentation).

    The filter group mounted pressure switch follows the same indications path as the transmitters.

    The GEA 71H units are the focal point of the indication paths. The No. 1 and No. 2 GEA units
    support the MFD pressure indications and PFD caution messages for No. 1 and No. 2 systems
    respectively. See RFMS section 3 - GEA 1 (2) ENGINE AIRFRAME UNIT – FAILURE.

    Note: Only No. 1 system is presented for depiction clarity.

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    Hydraulic System ATA 29
    Student Notes

    3.2.2 Cockpit Hydraulic Pressure Indications

    The hydraulic indicating system incorporates a single MFD display instrument having needle
    depictions and digital windows for both No. 1 and No. 2 systems pressure monitoring. The dual
    hydraulic pressure display provides a continuous readout of the operating pressure for both
    systems.

    The pilot should be aware of the systems operating limitations, they are:

    • Minimum pressure - 1200 psi

    • Cautionary - 1200 to 1400 psi

    • Continuous operation - 1400 to 1550 psi

    • Maximum pressure 1550 psi.

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    Hydraulic System ATA 29
    Student Notes

    3.2.3 Loss of One Hydraulic System in Flight

    As per the RFMS Normal Procedures section 2 - the aircraft is flown with the servo switch in the
    NORM position.

    The sequence of a flight control system hydraulic failure includes indications and actions.

    Indications:

    • CAS caution message(s) as applicable: SERVO 1 (2)

    • The Master Caution Light (MCL) on the right side of the instrument panel will flash

    • An aural alert tone will sound (caution annunciations do not include voice alerts)

    • The affected system pressure indication will be substantially reduced.

    Pilot actions:

    • Fly the aircraft - the hydraulic flight control system design will immediately and automatically
    utilise the other operable system for redundancy (without the pilot taking any action
    whatsoever). If it is a No. 1 system failure, then the only discernible control feel may be in the
    pedals requiring a slightly stronger input to gain neutral pedal. Slow to 90 KIAS, limit bank
    angles to 25° maximum.

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    Hydraulic System ATA 29
    Student Notes

    • Complete the RFMS checklist when ready - acknowledge annunciations (MCL reset) and
    switch the failed hydraulic system to OFF using the servo switch under the collective on the
    miscellaneous panel.

    • Land as soon as practicable.

    Note: The SERVO switch interlock safety function will preclude the pilot from inadvertently selecting
    the operable system to OFF.

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    Hydraulic System ATA 29
    Student Notes

    4 Operation and Maintenance Data


    4.1 No. 1 and No. 2 System Operation
    4.1.1 Hydraulic Fluid Flow Paths

    Hydraulic fluid (MIL-PRF-5606 or MIL-PRF-83282) contained in the reservoir is both gravity fed and
    drawn from the reservoir suction line to the pump which is gear driven by the main transmission.

    Pressurised fluid is then supplied from the pump outlet to the pressure side of the filter group, and
    further to the accumulator and servo actuators. The tail rotor servo is only served by the No. 1
    system.

    Hydraulic fluid is returned from the servo actuators back to the return side of the filter group and
    then to the reservoir return line.

    A ground test stand flow path will use a pump check valve on the pressure side of each system to
    prevent pump damage. A bypass valve on the return side of each system will return fluid back to the
    reservoir if the aircraft return hose connected to the ground test fitting is accidentally left
    disconnected.

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    Hydraulic System ATA 29
    Student Notes

    4.1.2 System Ground Check

    The pilot may be asked by maintainers to perform a ground run systems check. The flight control
    hydraulic systems check is to be performed in accordance with Section 2 (Normal Procedures) of
    the RFMS.

    The purpose of the systems check, whether performed before take-off or for maintainers, is to
    verify:

    • Operation of the hydraulic pumps

    • Stable system pressures (accumulators)

    • Cleanliness of the filters

    • Proper operation of the servos and to detect possible servo valve jamming

    • Proper rigging and condition of the flight controls.

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    Student Notes

    The check is:

    Checklist Item Result

    SERVO switch, check at NORM Make small clockwise cyclic movements and collective
    and pedal movements.
    MFD Pressure drops must be equal for both systems and
    should not exeed 70 psi.

    SERVO switch set to 2 OFF Check operation of system No. 1 with same cyclic,
    collective and pedal movements.
    MFD Pressure should not exceed 70 psi and there should be
    no force increase, discontinuity or cyclic/collective
    coupling.

    PFD SERVO 2 message displayed.

    SERVO switch set to 1 OFF Check operation of system No. 2 with same cyclic,
    collective and pedal movements.

    MFD Pressure should not exceed 70 psi and there should be


    no force increase, discontinuity or cyclic/collective
    coupling.

    PFD SERVO 2 message extinguished.


    SERVO 1 message displayed.

    SERVO switch set to NORM - PFD SERVO 1 message extinguished.

    Note: Tail rotor boost pressure is supplied by system No. 1. When system No. 2 is being checked, it
    is normal for the pedals to be unboosted.

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    Student Notes

    Annex A – Hydraulic System Architecture

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    Avionic Systems Maintenance Type Training
    Course

    Ice and Rain Protection System ATA 30


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

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    AW119Kx-ASMTC
    Ice and Rain Protection System ATA 30
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


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    Ice and Rain Protection System ATA 30
    Student Notes

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    Ice and Rain Protection System ATA 30
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Ice and Rain Protection System ............................................................................................................................... 1
    1 Ice and Rain Protection System .................................................................................................................... 1
    1.1 Overview ............................................................................................................................................... 1
    1.1.1 Systems Description ......................................................................................................................... 1
    2 Pitot Tube Anti-ice System ............................................................................................................................ 2
    2.1 Pitot Heater ........................................................................................................................................... 2
    2.1.1 Pitot Component ............................................................................................................................... 2
    2.1.2 Controls and Indicators ..................................................................................................................... 3
    3 Windshield Wiper System .............................................................................................................................. 4
    3.1 Windshield Wiper .................................................................................................................................. 4
    3.1.1 Wiper Description and Operation ..................................................................................................... 4
    3.1.2 Wiper Controls .................................................................................................................................. 5

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    Ice and Rain Protection System ATA 30
    Student Notes

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    Ice and Rain Protection System ATA 30
    Student Notes

    Ice and Rain Protection System


    1 Ice and Rain Protection System
    1.1 Overview
    1.1.1 Systems Description

    The aircraft uses two separate systems for ice and rain protection. It consists of a heated pitot
    tube and two windshield wipers as Visual Flight Rule (VFR) operations are dependent upon
    their functionality.

    The pitot tube is used to provide dynamic and static pressures for the navigation system whilst
    the windshield wipers are used to maintain visibility in rain and light snow.

    The ice and rain protection system for the AW119Kx is not certified for flights in known icing
    conditions.

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    Ice and Rain Protection System ATA 30
    Student Notes

    2 Pitot Tube Anti-ice System


    2.1 Pitot Heater
    2.1.1 Pitot Component

    The pitot tube utilises an integral heating element that receives power from the 28 Vdc bus.
    Operation is controlled by the PITOT toggle type circuit breaker on the overhead console.

    There are is a WARNING and two CAUTION associated with the pitot heater, check the
    Rotorcraft Flight Manual Supplement (RFMS) for full text.

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    Student Notes

    2.1.2 Controls and Indicators

    The pitot heater is controlled by the pitot switch located on the overhead panel. The switch is a
    two-position toggle utilising an ON or OFF function. When the switch is in the OFF position, the
    heating element of the pitot tube is de-energised. When the switch is in the ON position, the
    heating element of the pitot tube is energised.

    When pitot heat is selected ON, an associated advisory message PITOT HEAT is displayed on
    the Primary Flight Display (PFD) Crew Alerting System (CAS) indicating the system in turned on
    and operational.

    Should the pitot switch be set to ON and a pitot heat failure is detected, PITOT HTR FAIL will
    be displayed in the CAS window.

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    Student Notes

    3 Windshield Wiper System


    3.1 Windshield Wiper
    3.1.1 Wiper Description and Operation

    The windshield wiper system consists of two identical systems (pilot and co-pilot). Each system
    consists of a wiper blade actuated, through an arm, by an electric motor converter.

    The windshield wiper system is powered by the 28 Vdc bus. Circuit protection is provided to
    each wiper system by the wiper selection switches, labelled WIPER CPLT and WIPER PLT.
    Each selection switch internally incorporates a 10 A fuseable circuit protection feature.

    A CAUTION associated with the windshield exists, refer to the RFMS to view text about
    operating on a dry windshield.

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    Student Notes

    3.1.2 Wiper Controls

    The pilot and co-pilot's windshield wipers are controlled by two toggle switches located on the
    overhead control panel. Selections are ON or OFF.

    A wiper speed selector switch is located on the pilot and co-pilot's cyclic stick grips which
    control the wiper speed variation between LOW (slow) and HIGH (fast).

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    Student Notes

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    Avionic Systems Maintenance Type Training
    Course

    Indicating and Recording System ATA 31


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

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    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

    Issue No 1.0 02/02/2015


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    Student Notes

    Table of Contents
    1 Indicating and Recording System ..................................................................................................................... 1
    1.1 Electronic Standby Instrument System ...................................................................................................... 1
    1.1.1 ESIS General ........................................................................................................................................ 1
    1.2 ESIS Display Components ......................................................................................................................... 3
    1.2.1 Attitude and Slip and Skid Displays ...................................................................................................... 3
    1.2.2 Airspeed Display ................................................................................................................................... 4
    1.2.3 Altitude Display ..................................................................................................................................... 5
    1.2.4 Heading Display.................................................................................................................................... 7
    1.3 ESIS Controls............................................................................................................................................. 8
    1.3.1 ESIS Soft Key Push Buttons ................................................................................................................ 8
    1.3.2 Battery Indications .............................................................................................................................. 10
    1.4 ESIS Messages ........................................................................................................................................ 13
    1.4.1 Locations and Types .......................................................................................................................... 13
    1.5 ESIS Operation ........................................................................................................................................ 15
    1.5.1 Initialisation ......................................................................................................................................... 15
    1.5.2 Brightness Adjustment ........................................................................................................................ 17
    1.5.3 User Initiated Alignment ..................................................................................................................... 18
    1.5.4 Baro Units Selection and Altimeter Settings ....................................................................................... 19
    2 Crew Alerting System ...................................................................................................................................... 21
    2.1 Warning Systems Overview ..................................................................................................................... 21
    2.1.1 Crew Alerting System General ........................................................................................................... 21
    2.2 Warning System Components ................................................................................................................. 23
    2.2.1 Crew Alerting System ......................................................................................................................... 23
    2.2.2 Master Warning and Master Caution Lights ....................................................................................... 24
    2.2.3 Cyclic Master Reset ............................................................................................................................ 25
    2.2.4 Audio Warning Generator ................................................................................................................... 26
    2.3 CAS Controls and Indications .................................................................................................................. 27
    2.3.1 Warning Indications and Audio Alerts................................................................................................. 27
    2.3.2 Caution Indications and Audio Alerts.................................................................................................. 29
    2.3.3 CAS Operating Advisories .................................................................................................................. 31
    2.3.4 AWG Switch........................................................................................................................................ 32
    2.3.5 Test Switch - FCU/FIRE and LAMP ................................................................................................... 33
    3 Chip Detector System ..................................................................................................................................... 35
    3.1 Chip Detector System Overview .............................................................................................................. 35
    3.1.1 General ............................................................................................................................................... 35
    3.2 Chip Detector System Components......................................................................................................... 36
    3.2.1 Chip Detectors .................................................................................................................................... 36
    3.2.2 Power Module ..................................................................................................................................... 38
    3.2.3 Chip Burner Switch ............................................................................................................................. 39
    3.3 Chip Detector Controls and Indications ................................................................................................... 40
    3.3.1 Caution Messages .............................................................................................................................. 40
    3.4 Chip Detector System Operation ............................................................................................................. 41
    3.4.1 Chip Burner Activation ........................................................................................................................ 41

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    Student Notes

    1 Indicating and Recording System


    1.1 Electronic Standby Instrument System
    1.1.1 ESIS General

    The ESIS is an L3 Avionics Systems ESI-2000 indicator (release version 1.2). It is located in the
    forward instrument panel below the Primary Flight Display (PFD). It is a solid-state design and
    provides standby digital displays of:

    • Attitude

    • Slip and skid

    • Barometric corrected altitude

    • Indicated Airspeed (IAS)

    • Heading.

    Attitude indications include pitch and roll with a skid and slip ball indicator to accommodate the yaw
    axis. An external and dedicated magnetometer provides heading inputs.

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    Student Notes

    The internal battery consists of three rechargeable lithium-ion batteries wired in series and
    monitored by a circuit board for discharge, recharge, temperature monitoring and failure modes.
    The battery is charged by the aircraft electrical system. The ESIS provides flight data for at least
    one hour after a primary power loss from the BATTERY bus (STBY IND circuit breaker).

    A bezel mounted light sensor provides automatic dimming. Pilot selectable brightness is via the
    menu access mode.

    Maintainers inspect the ESIS in accordance with the G1000H Instructions for Continued
    Airworthiness (ICA) document.

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    Student Notes

    1.2 ESIS Display Components


    1.2.1 Attitude and Slip and Skid Displays

    The ESIS ground and sky displays move up/down, clockwise and anticlockwise about the boresight
    of the aircraft reference symbol in relation to pitch and roll. The ESIS provides a standard display
    having:

    • Pitch indexes - the pitch ladder moves in relation to aircraft roll and scrolls up and down in
    response to the aircraft pitch

    • Roll indexes - presented as a roll scale and a roll pointer. The white scale lines are set at
    standard 10°, 20°, 30°, 45°, and 60° index marks representing bank angle with a downward
    white triangle representing the 0° index

    • Aircraft reference symbology - located in the centre of the attitude display, the aircraft reference
    symbol is a fixed square boresight with L-shaped wings on each side of the boresight

    • A slip and skid ball indicator with a black background and a white border - the ball travel range
    is more than adequate at ± 7° of centre.

    Note: The AW119Kx ESIS is fitted with an independent external magnetometer (a flat mount MAG-
    3100) that provides heading information to the ESIS display. When heading information is
    displayed, the slip and skid indicator is located above the heading tape to the left of the heading
    digital window. The absence of a magnetometer being installed would cause the slip and skid
    indicator to appear in the centre.

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    Student Notes

    1.2.2 Airspeed Display

    The ESIS IAS will have the following characteristics and functions:

    • Airspeed units descriptor - located in the lower left corner of the display. The descriptor
    indicates the units being displayed on the airspeed tape and readout. The AW119Kx descriptor
    will always indicate KTS (meaning Knots Indicated Airspeed (KIAS))

    • Indicated airspeed tape - the KIAS tape is located on the left side of the display. The tape
    scrolls up as aircraft speed decreases and scrolls down as aircraft speed increases. The
    calibrated range of the KIAS tape is 20 KIAS through 350 KIAS

    • Airspeed digital readout - the KIAS digital readout window is located in the centre of the
    airspeed tape and does not move vertically

    • Airspeed awareness colour bar - located along the left side of the airspeed tape. The colour bar
    indicates critical reference airspeeds and operating ranges specific to the AW119Kx.

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    Student Notes

    1.2.3 Altitude Display

    The ESIS provides the following altitude characteristics and functions.

    A barometric pressure window is located at the top right of the display screen. The value shown is
    used by the indicator to determine the current altitude.

    The ESIS baro units can be changed using the menu screen and offers three pilot selectable unit
    options (In Hg, hPa and mb).

    • An altimeter tape, which is a baro-corrected altitude tape, is located on the right side of the
    display. The tape scrolls up as aircraft altitude decreases and scrolls down as aircraft altitude

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    Student Notes

    increases. Index marks are shown every 100 ft and numbered digits every 500 ft of altitude.
    The tape has a viewable altitude as low as -2000 ft and as high as 56,000 ft.

    • A digital altitude window is located in the centre of the altitude tape and displays the current
    baro-corrected altitude in feet above Mean Sea Level (MSL). The readout can show a minimum
    of -2000 ft MSL and a maximum of 56,000 ft MSL. A left justified minus sign (-) is shown when
    altitude is less than 0 ft MSL.

    • A metric digital altitude window may be configured ON or OFF. It is located on the right side of
    the display beneath the MSL digital altitude window. The readout has a black background
    surrounded by a white box with medium white digits. The readout provides baro-corrected
    altitude in metres and has a range of -610 m to 17,070 m. A left justified minus sign (-) is shown
    when altitude is less than 0 m.

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    Student Notes

    1.2.4 Heading Display

    The characteristics and functions of the ESIS heading display include the following.

    • A heading tape is located at the bottom of the display. The tape moves left and right following
    the direction of the aircraft and is a contiguous 360° linear scale. The tape is removed
    whenever the menu window is opened or if an attitude exceeding ± 55° of bank or ± 55° of pitch
    is encountered (unusual attitudes). The heading tape decluttering will also include recovery
    chevrons.

    • A heading digital window is located above the heading tape and displays the current heading
    referenced to magnetic north. The heading value has a range of 001° to 360° with a resolution
    of 1°. The digital heading readout is removed whenever the menu window is opened.

    • A heading index, also known as lubber line, is a fixed downward pointing arrowhead located at
    the bottom of the heading digital window. The heading index points to the current heading
    shown on the heading tape and provides the digital value shown in the heading window.

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    Student Notes

    1.3 ESIS Controls


    1.3.1 ESIS Soft Key Push Buttons

    All ESIS soft key controls are located at the bottom of the ESIS indicator for both the pilot and the
    maintainer. The controls include:

    • A menu soft key push button (M) - pushing the menu button will remove the heading tape and
    heading window. The menu window will appear. Successive pushes of the menu button will
    scroll through the menu items in the following order, as shown for the purpose described:

    o BRIGHT (brightness adjustment)

    o ALIGN START (pilot selectable alignment)

    o STATUS SHOW (status screen)

    o BARO STD (baro adjustment - In Hg, hPa or mb)

    o Baro Units (to set pressure)

    o Shutdown Hold (maintainer usage only)

    o Batt Cal Hold (maintainer usage only)

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    Student Notes

    • A select soft key push button (S) - acts as an enter button after a selection or adjustment has
    been accomplished. It can also be used as a re-alignment command

    • Decrement (- or ∨) and increment (+ or ∧) soft key push buttons - to scroll or to set barometric
    parameters. Button labels may be of either symbol type.

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    Student Notes

    1.3.2 Battery Indications

    Battery indicators will appear on the top left side of the display. The indicators have three
    categories:

    • Discharge indicators

    • Charging indicators

    • Availability indicators.

    Discharge indicators and charging indicators represent the general State of Charge (SOC).
    Discharge indicators are green and amber. Charging indicators are amber and denote either a
    charging process or the battery temperature limit has been reached. Cooling must take place before
    recharging resumes. An amber discharge or charging indicator represents a battery with less than
    one hour of run time capacity. A green discharge indicator represents a battery with at least one
    hour of run time capacity.

    The availability indicators represent the functional ability of the battery to discharge or charge. A
    red X empty battery indicator represents a total battery failure whereby neither charging or
    discharging can occur. Availability indicators are amber or red. During normal operation of the ESIS
    (when it is powered by the BATTERY bus and the internal battery has at least one hour of capacity),
    then no battery indicator or message is shown on the display.

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    Student Notes

    Battery Discharge Indicators Indication Variation Descriptor

    Battery is discharging and has an SOC > 90%.

    Battery is discharging and has an SOC ≤ 90% but >


    65%.

    Battery is discharging and has an SOC ≤ 65% but >


    40%.

    Battery is discharging and has an SOC ≤ 40% but >


    15%.

    Battery is discharging and has an SOC ≤ 15%.

    Battery is discharging and has dropped below -15° C


    (5° F). SOC ≤ 65% but > 40%.

    Battery Charging Indicators Indication Variation Descriptor

    Battery requires charging but is unable due to low or


    high temperature conditions. The discharge function of
    the battery continues to work depending on current
    SOC. The battery will begin to charge when the
    temperature is within 0 °C to 45 °C (32 °F to 113 °F).

    Note: The interior of the ESI-2000 can be 10 °C to 15


    °C (18 °F to 27 °F) warmer than the exterior.

    Battery is currently charging and has an SOC ≤ 15%.

    Battery is currently charging and has an SOC > 15%


    but ≤ 40%.

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    Student Notes

    Battery Availability Indicators Indication Variation Descriptor

    The accuracy of the battery capacity meter may be


    degraded and requires a calibration discharge cycle.
    Until a capacity calibration is performed, the discharge
    function of the battery continues to work but the
    battery capacity is not available.

    The battery discharge operation is not possible due to


    high temperature conditions or very low battery
    voltage. Battery discharge functionality returns to
    normal when temperature is less than 60 °C (140 °F)
    or when internal battery voltage charges to a usable
    level.

    The battery failed indicator is shown if an


    unrecoverable failure of the battery control system is
    detected. The battery charge and discharge functions
    are not available.

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    Student Notes

    1.4 ESIS Messages


    1.4.1 Locations and Types

    ESIS messages in general are self-explanatory notices or instructions and may appear in three
    places:

    • In the centre of the screen

    • Above the heading tape

    • Within the menu window that replaces the heading tape.

    Centre screen messages are fail types (with red X displays) or self-test types (ALIGNING) and
    may include initialisation messages regarding the system.

    Messages above the heading tape are typically the named fault appearing in plain text.

    ESIS status messages appearing in the menu window provide instructional details for:

    • Continued operations of the indicator using the menus and backup battery

    • Battery recharge and meter capacity calibration.

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    Student Notes

    Operationally, the pilot should not enter into a battery calibration since this will cause a discharge
    process and a capacity meter calibration which may take upwards of 8 hours. The ESI-2000 will
    function normally even when a BATT CAL REQUIRED IN XX DAYS temporarily appears during
    each initialisation. At zero days remaining, the availability battery indicator for CAL DUE will appear.
    The ESI-2000 will still function normally. Calibration is an annual requirement for maintainers to
    accomplish. As the life of the battery comes to an end, the charge capacity of the battery gradually
    reduces to a point whereby the battery indicator will show a 100% SOC, but is coloured amber
    (indicating less than 1 hour run time). If this condition is observed, then the battery is worn out and
    requires replacement.

    Note: A specific text message will appear ultimately at the end of the battery life as a confirmation
    during the initialisation process for 90 seconds and appear as BATT WORN OUT…REPLACE.

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    Student Notes

    1.5 ESIS Operation


    1.5.1 Initialisation

    When the BAT switch is selected ON, the ESIS will begin a routine of self-tests and internal Attitude
    Heading and Reference System (AHRS) alignment. Pilot interface is not required for initialisation,
    other than to ensure a complete display without battery indicators, messages or red X items.

    The pilot would then use the M push button successively to access any desired menu function. The
    following are pilot menu functions:

    Menu Item Purpose

    BRIGHT Brightness adjustment

    ALIGN START Pilot selectable re-alignment

    STATUS SHOW System status screen

    BARO STD To set local pressure

    Baro Units Baro adjustment – In Hg, hPa or mb

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    Student Notes

    Within 3 minutes of power being applied, the pilot may optionally select to view the SYSTEM
    STATUS screen:

    • Push the M for STATUS SHOW then push the S softkey

    • Exit by pushing the increment push button (+ or ∧).

    The SYSTEM STATUS screen retains each message during four power-up cycles. Older messages
    are dim grey.

    Note: When a menu item of any type is displayed and inactive for 5 seconds, the heading tape will
    automatically re-appear.

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    Student Notes

    1.5.2 Brightness Adjustment

    Push the M button until the BRIGHT display is in view. When selected in the menu window, the
    current brightness adjustment (0 to 100 units) is shown with 50 being the median normal setting.

    Increase or decrease the brightness value by successively pushing the increment (+ or ∧) or


    decrement (- or ∨) buttons for single units of adjustment.

    Alternatively, the push buttons can be held for the visual result desired. The M push button can also
    be held to increase brightness as a shortcut.

    The last change to the brightness level will be saved into the system memory and applied again at
    power-up.

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    Student Notes

    1.5.3 User Initiated Alignment

    Push the M button until the ALIGN START display is in view. When selected in the menu window,
    pushing the S button will begin a user initiated re-alignment. The attitude will align within 1 minute if
    the aircraft is on the ground and stationary. The heading will align within 2° within 3 minutes.

    Reasons why the pilot may elect to accomplish a re-alignment may be due to:

    • Attitude or heading not matching the G1000H PFD

    • An ATTITUDE FAIL centre screen message replacing an ATTITUDE message. The failure
    may be due to an overrate condition whereby the AHRS has experienced a movement greater
    than 100° in less than 1 second in any axis.

    Note: During the re-alignment during flight, the aircraft must be flown straight and level.

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    Student Notes

    1.5.4 Baro Units Selection and Altimeter Settings

    Changing barometric unit types of pressure standards:

    • Push the M button until the Baro Units display is in view. When selected in the menu window,
    the current barometric unit of pressure measurement is shown.

    • Push the increment (+ or ∧) or decrement (- or ∨) buttons to change from or to one of the


    following desired units:

    o In Hg

    o hPa

    o mb.

    • The unit of pressure measurement will change in the upper right baro window as the units are
    changed in the menu window.

    Changing the baro window reading:

    • Push the M button until the BARO STD display is in view. When selected in the menu
    window, the local atmospheric barometric pressure can be set.

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    Student Notes

    • A single push the increment (+ or ∧) or decrement (- or ∨) buttons to change the baro window
    by 0.01 In Hg, or by 1 hPa, or by 1 mb.

    • Holding a button will continuously change the value until released. The S button will auto set
    29.92 In Hg or 1013 hPa or mb.

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    Student Notes

    2 Crew Alerting System


    2.1 Warning Systems Overview
    2.1.1 Crew Alerting System General

    The aircraft contains a centralised warning system for the pilot consisting of these subsystem
    components, displays and hardware:

    • A G1000H PFD CAS window

    • A Master Warning Light (MWL)

    • A Master Caution Light (MCL)

    • A cyclic mounted master reset push button

    • An Aural Warning Generator (AWG).

    The warning system is capable of prioritising the most important messages to be displayed first.
    Warnings first in red, then cautions in yellow and last, advisory annunciations are green.

    An aural warning system of alerts accompanies the red (warning) and yellow (caution) messages of
    the CAS window. The combination of flashing MWL and MCL lights and aural alert sounds draw the

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    Student Notes

    attention of the pilot(s) to the CAS window for the system appropriate corrective action to be
    accomplished.

    Green CAS advisory messages are also presented, but are without aural alerts.

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    Student Notes

    2.2 Warning System Components


    2.2.1 Crew Alerting System

    The CAS display is integral to the G1000H system. All of the visual aircraft systems annunciation
    messages are displayed and generated by the G1000H system.

    The G1000H uses the aircraft sensors, detectors and switches for CAS message generation as well
    as internal signal processing to create some alerts and to suppress other alerts.

    When a CAS message is generated:

    • A CAS window containing the system annunciation message appears to the right of the vertical
    speed indicator on the PFD

    • Up to 12 messages can be displayed simultaneously within the dimensions of the CAS window

    • When the G1000H has placed more than 12 messages into the CAS window, the CAS softkeys
    become available. Use the CAS up arrow and CAS down arrow softkeys to scroll up and down
    through the CAS messages list.

    Note: A ground condition during start operations is the most likely occurrence of an event where
    more than 12 CAS messages may be encountered (reference ATA 80).

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    Student Notes

    2.2.2 Master Warning and Master Caution Lights

    The red MWL and the yellow MCL correspond to the respective coloured red warning type and
    yellow caution type CAS messages. The MWL and MCL direct the attention of the pilot to the
    corresponding unacknowledged CAS message.

    Both the MWL and MCL are collocated in a vertical arrangement allowing prioritisation to the MWL.
    Each light is a push button switch. The initial illumination of either light will be in a flashing mode
    caused by the advent of a warning message or caution message in the CAS window of the PFD.
    Either light may be extinguished by a single push.

    The MWL and MCL are independent of each other and each is turned off separately. When the pilot
    turns off either or both lights, an acknowledgement of the warning or caution condition has taken
    place. The system will then reprioritise any further messages based on the previous messages as
    having been acknowledged by the pilot.

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    Student Notes

    2.2.3 Cyclic Master Reset

    Either or both of the MWL and MCL lights can be acknowledged singularly or simultaneously by
    pressing the MSTR RST (master reset) push button on the cyclic stick.

    Using the MSTR RST push button will cause the CAS window messages to change from inverse
    video to normal video and will also suppress the associated aural alert.

    The message remains displayed as normal video thereafter in the CAS window.

    The MSTR RST provides an advantage when retaining hands-on control or when both the MWL
    and MCL can be acknowledged together.

    Pushing the MWL or MCL or the MSTR RST is a pilot acknowledgement. Any pilot
    acknowledgement using these controls will suppress the audible, convert the CAS message from
    inverse video to normal video and extinguish the MWL and MCL as is appropriate.

    Note: The ROTOR LOW warning is an exception as this visual CAS message and attendant
    MWL cannot be reset and remains active until the condition no longer exists. Pressing the MSTR
    RST will stop the audible in the headset but will not stop the rotor low horn audio or change the
    CAS message to normal video.

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    Student Notes

    2.2.4 Audio Warning Generator

    The AWG is located in the left lower forward bulkhead of the cockpit, forward of the anti-torque
    pedals.

    The appropriate AWG aural alert audio is initiated by the G1000H system and routed to the aircraft
    audio system (unswitched audio) to the pilot and co-pilot's headphones. The volume is pre-set and
    cannot be changed.

    For red CAS window warnings - the AWG first produces a tone and then an audible message. The
    typical aural alert for a warning is a 900 Hz tone followed by aural message "Warning". Some
    variations apply.

    For yellow CAS window cautions - whenever a new caution occurs, a single tone (chime) will be
    generated. The same tone will be used for all cautions messages.

    For green CAS window advisories - no tones are associated with advisory messages.

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    Student Notes

    2.3 CAS Controls and Indications


    2.3.1 Warning Indications and Audio Alerts

    Some variation exists between audible warning message types. The following is a list of CAS
    window warning messages, each with its respective audible:

    CAS Window Audio Alert

    BATT HOT 900 Hz tone + “Warning”

    BATT OFF 900 Hz tone + “Warning”

    ENG FIRE 2700 Hz – 900 Hz tone + “Engine Fire”

    ENG OIL HOT 900 Hz tone + “Warning”

    ENG OIL PRESS 900 Hz tone + “Warning”

    ENG OUT 700 Hz - 1700 Hz tone + “Engine Out”

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    Student Notes

    CAS Window Audio Alert

    ROTOR HIGH 900 Hz tone + “Rotor High”

    ROTOR LOW 2700 Hz tone + “Rotor Low”

    RTR BRK ON 900 Hz tone + “Warning”

    XMS OIL HOT 900 Hz tone + “Warning”

    XMS OIL PRESS 900 Hz tone + “Warning”

    Note: See the Rotorcraft Flight Manual Supplement (RFMS) for recommended pilot actions.

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    Student Notes

    2.3.2 Caution Indications and Audio Alerts

    The following is a list of CAS window caution messages, each having a single tone (or chime) and
    no audible spoken message:

    CAS Window CAS Window CAS Window

    ATT OFF ENG AGB CHIPS FUEL PRESS

    AWG FAIL ENG OIL PRESS FUEL PUMP 1

    BATT DISCH ENG RGB CHIPS FUEL PUMP 2

    CARGO HOOK ARM EXT PWR ON FUEL PUMP 1-2

    CARGO HOOK OPEN F LOW FAIL GEN CONTR

    DC GEN FIRE DET HOIST CABLE LKD

    DOORS OPEN FLOATS ARMED HOIST CUT ARMD

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    Student Notes

    CAS Window CAS Window CAS Window

    EAPS PRES FUEL DRAIN 2 HOOK UTIL

    EEC DEGRADED FUEL DRAIN 1 HYD PRESS 1

    EEC FAIL FUEL FILTER HYD PRESS 2

    INV 1 OFF FUEL LOW HYD PRESS 1-2

    Note: See the RFMS for recommended pilot actions.

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    Student Notes

    2.3.3 CAS Operating Advisories

    The following is a list of CAS window advisory messages, none of which have any tone or aural
    audible and always appear in normal video:

    CAS Window CAS Window CAS Window

    ECS ON PITOT HEAT FT OFF

    HEATER ON EEC OPN HOIST ON

    EAPS ON IGNITER ON OXYGEN OPEN

    ENG START LANDING LT ON VENT ON

    Note: See the RFMS for any system recommended pilot actions.

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    Student Notes

    2.3.4 AWG Switch

    The AWG switch is a three-position test switch located on the miscellaneous panel of the central
    console under the pilot collective.

    The switch positions are:

    • NORM position - all aural messages are available for activation

    • REGRADE position - the activation of the "One hundred fifty feet" aural message is disabled

    • TEST position (RFMS first test) - when momentarily pressed a verbal aural message "Aural
    warning ok" is heard in the pilots' headsets

    • TEST position (RFMS second test) - when held for more than 5 seconds the AWG is
    commanded to provide in sequence, all aural messages ("Rotor low", "Engine out", "Engine
    fire", "Warning", "Rotor high" and "One hundred fifty feet").

    The AWG FAIL caution message activates on the PFD CAS at the beginning of the extended
    test and extinguishes when completed.

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    Student Notes

    2.3.5 Test Switch - FCU/FIRE and LAMP

    Instructor Text:

    The TEST switch for checking the Fuel Computer Unit (FCU), fire warning system (FIRE) and
    instrument panel annunciator lighting (LAMP), is located on the miscellaneous panel and is used
    during the ENGINE PRE-START CHECK in RFMS Section 2: Normal Procedures. Three tests are
    performed in the RFMS checklist in this order:

    • LAMP - this test checks the lighted panel annunciator switches or other optional equipment
    annunciator switches

    • FCU/FIRE - the first of two built-in test sequences for this switch position. The first sequence
    checks critical messages necessary before starting the aircraft and checks the low fuel sensor

    • FCU/FIRE - the second test sequence for this same switch position. Checks the fuel quantity
    system and provides a visual check of unusable fuel indications helpful to the pilot (simulating
    the acknowledgment of transfer pump failure).

    Refer to the tables included herein for the order, action and observances encountered during the
    tests.

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    Student Notes

    Test Switch Pilot Actions


    Position and Observances

    LAMP Press and hold as required to ensure the RADIO MASTER ON-OFF, PFD ON-
    OFF and MFD ON-OFF annunciators are illuminated.

    FCU/FIRE Momentarily press the TEST switch to the FCU/FIRE position.


    (First test Verify the following sequences occur:
    sequence) • AVN FAN FAIL and FUEL LOW caution messages appear (caution
    message tones will be heard but may be delayed by warning message
    audio).
    • ENG FIRE warning message appears. Aural two-tone alert followed by
    “Engine fire” warning is heard.
    • Aural two-tone alert followed by “Engine fire” warning is heard a second time.
    • AVN FAN FAIL caution message and ENG FIRE warning message
    extinguish.
    • Test ends with FUEL LOW caution extinguishing.

    Note: The MWL and MCL will both automatically reset after a successful test. If
    the FIRE DET or the F LOW FAIL message(s) remain, then the test is
    unsuccessful and the MCL will not reset.

    FCU/FIRE Momentarily press the TEST switch to the FCU/FIRE position again.
    (Second test Verify the following sequences occur:
    sequence) • The left fuel quantity indication changes from white text on black background
    to black text on yellow background.
    • The PFD Engine Information Strip (EIS) and Multifunction Display (MFD) -
    both fuel quantity indications drop to zero (less than 10 kg is acceptable). A
    reading of below zero is a failure.
    • The right fuel quantity indication is covered by three yellow XXX symbols
    when the indicated quantity decreases below 120 kg.
    • Fuel quantity indication returns to normal when the test sequence is
    completed.
    • PFD and MFD at the end of the test automatically return to their previous
    formats.

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    Student Notes

    3 Chip Detector System


    3.1 Chip Detector System Overview
    3.1.1 General

    The chip detector system enables the pilot to see (through caution messages) the presence of
    metal particles which may present an operational concern to the component affected. The chip
    detector system may also incorporate an additional chip burner circuit to burn off or dislodge
    deposits on certain chip detectors.

    The system consists of:

    • Chip detectors located in the transmission case, the coupling gearbox, engine gearboxes and
    tail rotor gearbox

    • The power module which is installed in the nose compartment

    • The CHIP BURNER control switch, which is installed on the overhead console.

    Associated wiring completes the system. The chip burner system is powered from the 28 Vdc (DC
    bus) through the CHIP BURNER circuit breaker.

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    Student Notes

    3.2 Chip Detector System Components


    3.2.1 Chip Detectors

    The chip burner system contains five magnetic chip detectors:

    Chip Detector Location


    Quantity

    One Upper transmission conical case just below the sight glass

    One Lower transmission coupling gearbox at the case nadir

    Two Forward on the engine at the Accessory Gearbox (AGB), forward left lower
    side

    Aft on the engine at the Reduction Gearbox (RGB) nadir, forward side

    One Tail rotor 90° gearbox

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    Student Notes

    The magnetic field of a chip detector is designed to capture ferrous debris particles which can
    bridge a gap between two electrodes. This bridging acts as a switch closure for a CAS caution
    message, or chip light as it is known. Electrically pulsed chip detectors capable of burning off
    ferrous debris are located in the main transmission, engine RGB and the tail rotor 90° gearbox.

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    Student Notes

    3.2.2 Power Module

    The Eaton Tedeco™ power module is located up under the nose avionics shelf and primarily
    supplies two channel electrical current (pulsed DC power) to the chip detectors. This action will
    either burn off small ferrous debris (sometimes referenced as fuzz) or will dislodge slightly larger
    debris.

    The power module is not designed to burn off or dislodge larger metal slivers indicative of a failing
    component with an unusually high wear rate. The functional purpose is to remove debris which
    would otherwise cause a maintenance action due to a nuisance chip light.

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    Student Notes

    3.2.3 Chip Burner Switch

    The CHIP BURNER switch, located on the overhead switch panel, is a momentary hold and return
    switch that commands the power module to perform a burn activation of:

    • The main transmission chip detectors

    • The engine RGB chip detector

    • The tail rotor 90° gearbox chip detector.

    The engine AGB does not have a burn capability.

    There are two circuits in the chip detector system. The first is a chip detection system of caution
    messages which is automatic and does not involve pilot management. The second is the chip
    burner system which is managed by the pilot to clear a message condition.

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    Student Notes

    3.3 Chip Detector Controls and Indications


    3.3.1 Caution Messages

    The chip detector portion of the warning system circuitry is associated with these CAS caution
    messages:

    • XMSN OIL CHIPS

    • ENG RGB CHIPS

    • ENG AGB CHIPS

    • T/R BOX CHIPS .

    The pilot will hear a single tone (chime) in the headsets will accompany the advent of a chip CAS
    caution message along with a flashing MCL.

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    Student Notes

    3.4 Chip Detector System Operation


    3.4.1 Chip Burner Activation

    A chip burn activation is accomplished by a momentary hold and release of the CHIP BURNER
    switch.

    It is permitted to activate the CHIP BURNER switch up to three times to clear a chip caution
    message.

    If the message does not extinguish, reduce power and land as soon as possible. Maintenance
    action is required before the next flight.

    For an aircraft without a chip burner system, reduce power by lowering collective. Land as soon as
    possible.

    A chip burn activation is prohibited when either the engine or transmission oil pressure is below
    limits (as applicable per CAS caution message). An initial caution message occurring on the ground
    cannot be suppressed using an activation.

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    INTENTIONALLY
    LEFT
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    Avionic Systems Maintenance Type Training
    Course

    Lighting System ATA 33


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

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    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


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    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Lighting System ........................................................................................................................................................ 1
    1 Interior Lighting .............................................................................................................................................. 1
    1.1 Cockpit Lighting .................................................................................................................................... 1
    1.1.1 Instrument Panel Lights .................................................................................................................... 1
    1.1.2 Overhead Panel and Control Panel Lights ....................................................................................... 3
    1.1.3 Spot Lights ........................................................................................................................................ 4
    1.2 Passenger Compartment Lights ........................................................................................................... 5
    1.2.1 Passenger Lights Overview .............................................................................................................. 5
    1.2.2 Cabin Lights ...................................................................................................................................... 6
    1.2.3 Advisory Lights ................................................................................................................................. 7
    1.3 Baggage Compartment Lights .............................................................................................................. 8
    1.3.1 Baggage Compartment Lights .......................................................................................................... 8
    2 Exterior Lighting System ................................................................................................................................ 9
    2.1 Exterior Lights ....................................................................................................................................... 9
    2.1.1 Exterior Lights Overview ................................................................................................................... 9
    2.1.2 Position Lights ................................................................................................................................ 10
    2.1.3 Anti-collision Lights ......................................................................................................................... 11
    2.1.4 Landing Lights ................................................................................................................................ 12
    2.1.5 Search Light.................................................................................................................................... 13

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    Lighting System
    1 Interior Lighting
    1.1 Cockpit Lighting
    1.1.1 Instrument Panel Lights

    Instrument panel illumination is controlled by utilising the INST PNL rheostat on the overhead
    control panel. This rheostat also controls the intensity of the segment lights within the push button
    switches of the:

    • Radio master switch

    • Primary Flight Display (PFD) switch

    • Multifunction Display (MFD) switch

    • Other segment light switches as installed.

    The audio panel lighting is also controlled by this rheostat when the bus switch is selected to ON.

    The G1000H displays and their backlight intensity are automatically balanced. Provisions for
    manually setting the display and backlight controls for pilot preference are discussed in the
    information systems lesson (ATA 46).

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    28 Vdc power is provided by the emergency bus with circuit protection supplied by the INST PNL
    Circuit Breaker (CB).

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    1.1.2 Overhead Panel and Control Panel Lights

    The overhead panel and control lights ensure readability of the overhead panel, V NE placard and
    collective lever switch box. Control is provided by the OVHD & CSL light rheostat.

    The system receives power from the 28 Vdc bus. Circuit protection is provided by the OVHD CSL
    CB on the overhead console.

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    1.1.3 Spot Lights

    There are two spot lights located on either side of the overhead console.

    Power and circuit protection is provided by:

    • The right spot light - powered by the battery bus through the MAP LIGHT PILOT CB

    • The left spot light - powered by the 28 Vdc bus through the MAP LT CPLT CB.

    The controls for the spot light are located at the rear of each unit. The controls are:

    • Rotating dimmer - when turned clockwise results in illumination of spot light. Adjustment of
    knob left/right controls intensity setting

    • Momentary illumination push button - length of time push button is held directly corresponds
    with illumination of light

    • Spot light shielded ring - rotation clockwise results in progressive shielding of lamp

    • Focusing lens - SPOT or FLOOD.

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    1.2 Passenger Compartment Lights


    1.2.1 Passenger Lights Overview

    The passenger compartment lighting system consists of the four cabin lights and two advisory
    lights.

    It is possible that illuminated EXIT placards will be fitted in the aircraft above each advisory light.
    These exit lights will be controlled by the cabin light control and power supply.

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    Student Notes

    1.2.2 Cabin Lights

    Four cabin light assemblies are located on each Passenger Service Unit (PSU), located at the top
    of each corner in the passenger cabin. Each PSU has:

    • Socket for a headset

    • Press To Talk (PTT) switch to communicate over the intercom

    • READ switch to operate the lamp

    • Reading lamp.

    The cabin lights receive 28 Vdc power from the emergency bus CABIN LTS CB.

    Cabin lights are controlled by a toggle switch labelled CABIN, located on the overhead control
    panel. The toggle switch only has two settings, ON/OFF.

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    Lighting System ATA 33
    Student Notes

    1.2.3 Advisory Lights

    The cabin advisory lights are located on each side of the cabin roof, on the upper centre of the
    passenger doors. The light, when illuminated will show the No Smoking and Fasten Seat Belt
    symbol.

    The advisory lights receive 28 Vdc power via the PASS WRN toggle switch located on the overhead
    control panel. The switch is a two-position toggle switch with settings, ON/OFF.

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    Student Notes

    1.3 Baggage Compartment Lights


    1.3.1 Baggage Compartment Lights

    The baggage compartment lighting system consists of two lights located in the baggage
    compartment roof.

    The system receives 28 Vdc power through the BAG CB located under the LT SYS section of the
    overhead CB panel.

    Operation of the lights is automatically controlled by a microswitch actuated by the baggage


    compartment access door being opened.

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    Student Notes

    2 Exterior Lighting System


    2.1 Exterior Lights
    2.1.1 Exterior Lights Overview

    The exterior lights help the pilot to see and to be seen. Some are a legal requirement and others
    assist the crew in operating the aircraft safely and effectively. The following four types of lights are
    fitted to the outside of this aircraft:

    • Position lights

    • Anti-collision lights

    • Landing lights

    • Search light.

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    Student Notes

    2.1.2 Position Lights

    The position light system utilises Light Emitting Diode (LED) technology. There are two possible
    configurations - three bulb assembly or two bulb assembly. The lights are located:

    • Red light – left elevator tip

    • Green light – right elevator tip

    • White light:

    o Three bulb assembly - situated at the end of the tail cone

    o Two bulb assembly - situated at the aft end of their respective red and green horizontal
    stabiliser mounts.

    Regardless of which position light configuration is fitted to the aircraft, both receive power from the
    28 Vdc bus through the POS toggle switch. The switch only has two positions, ON/OFF.

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    Student Notes

    2.1.3 Anti-collision Lights

    The anti-collision lights are red LED technology and consist of two assemblies that flash at
    approximately 45 flashes per minute, but are not synchronised.

    The lights are mounted on the transmission rear fairing and on the lower side of the tail boom.

    The system receives power from the 28 Vdc bus through the A-COLL toggle switch. The switch has
    two positions, ON/OFF.

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    Student Notes

    2.1.4 Landing Lights

    There are two landing lights installed on the aircraft. The left (taxi) landing light points downward
    and the right landing light points forward.

    The system is powered from the 28 Vdc emergency bus. Two independent CB are utilised. Landing
    light power protection is provided by the LDG LT PWR CB. Landing light control is provided by the
    LDG LT CTL CB.

    Landing light operation is controlled by the LDG LT switch located on the pilot collective lever switch
    box. The control on the collective is a three-position switch:

    • OFF - no lights illuminated

    • TAXI (centre) - right landing light illuminated

    • BOTH - left taxi and right landing light illuminated.

    When operating the landing lights, the standby magnetic compass indication is not reliable.

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    Student Notes

    2.1.5 Search Light

    The search light consists of an electrical motor driven light assembly installed in the lower side of
    the aircraft nose. The light can be extended up to 120° from the fully retracted position and is
    capable of 360° rotation in either direction.

    The search light receives power from the 28 Vdc bus. Circuit protection is provided through the CB
    labelled SEARCH LIGHTS FWD LT PWR and SEARCH LIGHTS FWD LT CTL.

    Two separate switches are utilised to control the search light, both located on the pilot collective
    lever switch box:

    • First switch labelled:

    o ON - extends lamp from stowed position and turns it on

    o OFF - lamp off

    o STOW - returns lamp to the correct stowage position and stows it

    • Second switch labelled:

    o EXT - moves lamp angle up

    o RETR - moves lamp angle down

    o L/R - turns lamp in the direction selected.

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    Student Notes

    INTENTIONALLY
    LEFT
    BLANK

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course
    Navigation ATA 34
    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

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    AW119Kx-ASMTC
    Navigation ATA 34
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

    Issue No 1.0 02/02/2015


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    INTENTIONALLY
    LEFT
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    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Navigation ................................................................................................................................................................. 1
    1 VHF Navigation Resources ........................................................................................................................... 1
    1.1 NAV Receiver Controls and Indications ............................................................................................... 1
    1.1.1 G1000H VHF NAV Radio Overview ................................................................................................. 1
    1.1.2 Manual Tuning, Transfer and Selection ........................................................................................... 3
    1.1.3 Station Identifier Audio and ID Indicator ........................................................................................... 4
    1.1.4 Automatic Tuning .............................................................................................................................. 5
    1.2 Navigation Receiver Operation............................................................................................................. 7
    1.2.1 VOR Navigation ................................................................................................................................ 7
    2 GPS Navigation Procedures .......................................................................................................................... 9
    2.1 GPS Navigation Types ......................................................................................................................... 9
    2.1.1 The Direct-to Navigation Method ...................................................................................................... 9
    2.1.2 The Flight Plan Navigation Method ................................................................................................ 11
    2.2 Flight Plan Procedural Management .................................................................................................. 13
    2.2.1 Store an Active Flight Plan ............................................................................................................. 13
    2.2.2 Invert Flight Plans ........................................................................................................................... 14
    2.2.3 Deletion of Flight Plans ................................................................................................................... 16
    3 FMS Software Displays ............................................................................................................................... 18
    3.1 Flight Management System ................................................................................................................ 18
    3.1.1 Overview ......................................................................................................................................... 18
    3.1.2 Navigation Mode Identification ....................................................................................................... 21
    3.1.3 PFD Inset Map ................................................................................................................................ 22
    3.1.4 MFD Navigation Map ...................................................................................................................... 23
    3.1.5 Map Ranging Software ................................................................................................................... 25
    3.1.6 Heli-placement Icon ........................................................................................................................ 26
    3.1.7 FMS Windows ................................................................................................................................. 27
    4 Operational Flight Management .................................................................................................................. 29
    4.1 Flight Management Tools and Techniques ........................................................................................ 29
    4.1.1 Map Panning................................................................................................................................... 29
    4.1.2 Topography..................................................................................................................................... 31
    4.1.3 Measuring Bearing and Distance ................................................................................................... 32
    4.1.4 Airways Management ..................................................................................................................... 33
    4.1.5 Ground Track Vector ...................................................................................................................... 35
    4.1.6 Wind Vector Window ...................................................................................................................... 37
    4.1.7 The NAV Range Ring ..................................................................................................................... 39
    4.1.8 Fuel Range Rings ........................................................................................................................... 41
    4.1.9 Synthetic Vision Field of View Display ........................................................................................... 43
    4.1.10 Selected Altitude Intercept Arc ................................................................................................. 45
    4.2 Flight Management Tools - Waypoints ............................................................................................... 47
    4.2.1 Waypoints Overview ....................................................................................................................... 47
    4.2.2 Waypoint Types, Access and Airport Information .......................................................................... 49
    4.2.3 PFD and MFD Nearest Airports...................................................................................................... 51
    4.2.4 Nearest Intersections Page ............................................................................................................ 53
    4.2.5 Nearest Nondirectional Beacons Page .......................................................................................... 55
    4.2.6 Nearest VOR Page ......................................................................................................................... 56
    4.2.7 User Defined Waypoints ................................................................................................................. 57
    4.3 Flight Management Tools - Airspace .................................................................................................. 60
    4.3.1 Airspace Identification and Alert Settings ....................................................................................... 60
    4.3.2 Airspace Altitude Buffer .................................................................................................................. 62
    5 G1000H Operational Safety ........................................................................................................................ 63

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    Student Notes

    5.1 Transition to the G1000H System ...................................................................................................... 63


    5.1.1 Recommendations and Pilot Considerations ................................................................................. 63

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    Student Notes

    Navigation
    1 VHF Navigation Resources
    1.1 NAV Receiver Controls and Indications
    1.1.1 G1000H VHF NAV Radio Overview

    The G1000H VHF NAV radios (one in each GIA 63H) can be tuned over the 108.00 to 117.95 MHz
    frequency range with 50 KHz spacing. The navigation frequency window is located to the left of the
    navigation status bar providing the control and display of dual VHF Omnidirectional
    Range/Instrument Landing System (VOR/ILS) receivers (NAV 1 and NAV 2). The displays
    accommodate the following information:

    • NAV 1 and NAV 2 active and standby frequencies

    • NAV 1 and NAV 2 identifier indications

    • Colour coded indication of the selected NAV radio

    • Indication of the Morse code identifier status.

    Pushing the VOL/PUSH ID knob toggles the Morse code aural identifier of the station selected for
    the pilot to verify. The appropriate NAV volume must be set on the audio control panel.

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    Student Notes

    Note: The NAV 1 and NAV 2 station identifier indications will only be in view if the active NAV
    frequency is valid and the Morse code signal is being received by the G1000H system.

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    Student Notes

    1.1.2 Manual Tuning, Transfer and Selection

    The VHF NAV frequency controls and frequency boxes are on the left side of the Multifunction
    Display (MFD) and Primary Flight Display (PFD). A NAV receiver may be tuned on either the MFD
    or PFD and the G1000H will cross-fill the information on both displays. Manually tuning a NAV
    receiver is the same process as tuning a COM transceiver.

    To manually tune a NAV frequency:

    • Turn the large outer NAV knob and small inner NAV knob to tune the desired frequency in the
    light blue NAV tuning box

    • Push the frequency transfer key to transfer the frequency to the NAV active frequency field

    • Adjust the volume level with the NAV VOL/ID knob (percentage level remains in view for 2
    seconds)

    • Push the NAV VOL/PUSH ID knob to turn the Morse code identifier audio on and off.

    To select another NAV receiver for tuning:

    • Push the small NAV knob to transfer the frequency tuning box and frequency transfer arrow
    between the upper and lower radio frequency fields.

    Note: Remember to set the appropriate NAV receiver volume on the audio panel to hear the
    identifier.

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    Student Notes

    1.1.3 Station Identifier Audio and ID Indicator

    When the Morse code identifier audio is available for a NAV receiver, a white ID appears to the right
    of the standby NAV frequency (the blue transfer arrow is replaced by a white ID indication).

    Pushing the VOL/PUSH ID knob controls the Morse code audio only in the radio with the light blue
    NAV tuning box.

    The pilot can move the frequency tuning box to either NAV unit by pushing the small NAV knob in
    order to:

    • Select the ID ON in one or both NAV receivers

    • Select the ID OFF in one or both NAV receivers.

    The green coloured frequency and station identifier is an automated function of the G1000H system
    for an active VOR frequency. The Morse code signal is continuously being monitored and enables
    the pilot to see that the continuous identifier receive status is acceptable for navigation.

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    Student Notes

    1.1.4 Automatic Tuning

    NAV frequencies can be selected and loaded (autotuned) from the following MFD pages:

    • WPT – airport information

    • WPT – VOR information

    • NRST – nearest airports

    • NRST – nearest VOR

    • NRST – nearest frequencies (FSS, WX)

    • NRST – nearest airspaces.

    The MFD provides autotuning of NAV frequencies from Waypoint (WPT) and Nearest (NRST) page
    groups. During en route navigation, the NAV frequency is entered automatically into the NAV
    standby frequency field.

    In the event of Inadvertent Instrument Meteorological Conditions (IIMC) penetration whereby an


    approach is activated, the ILS/Localiser (LOC) NAV frequency is entered automatically into the NAV
    active frequency field.

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    Student Notes

    Generally, but not always, frequencies can be automatically loaded into the NAV tuning box from
    pages in the NRST or WPT page group by selecting the desired page from the WPT or NRST
    groups and highlighting the frequency with the MFD FMS knob. Push the ENT key. The NAV
    frequency will appear in the blue NAV tuning box.

    When a page has a list of navigational facilities (such as the NRST – NEAREST VOR page), the
    pilot scrolls to the desired VOR facility. Scrolling will be contained to the VOR facilities list. The ENT
    key will not load the VOR frequency. A MENU key will manage the options.

    Once the VOR facility is highlighted on the facilities list:

    • Push the MENU key for the options window

    • Scroll to Select Frequency Window menu option and push ENT key

    • The highlighted frequency for the VOR selected on the list will appear at the bottom of the page

    • Push the ENT key

    • The selected VOR frequency will appear in the frequency tuning box in the standby NAV
    frequency column

    • Push the frequency transfer key (flip-flop) to make the VOR active if desired.

    Note: When a FREQ softkey appears for any page, it may be used alternatively instead of the
    MENU key approach to obtain a highlighted frequency for autotuning.

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    Student Notes

    1.2 Navigation Receiver Operation


    1.2.1 VOR Navigation

    Example:
    Approaching KPNE class D airspace, the tower requests a turn northbound and a track direct to the
    Yardley terminal VOR (ARD). This will enable a clear departure corridor for jet traffic departing
    KPNE runway 06. Just outside class D, the tower calls for the turn back to KPNE for a northeast
    arrival, landing at the AWPC operations area.

    Required actions:

    • Turn northbound and either manually or autotune ARD 108.2 MHz and identify (push the
    VOL/PUSH ID knob and adjust NAV 1 volume on the audio panel). Look for the white ID
    symbol and green coloured ARD verification.

    • Centre the Course Deviation Indicator (CDI) by pushing the CRS knob and fly the new heading
    inbound to ARD (the CDI will not keep centred if in a turn, expect to centre again).

    • Set heading bug by turning or pushing the HDG knob to the inbound course, fly correction
    angle for winds and set the heading bug for the desired ground track.

    • Upon tower approval for the turn back:

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    Student Notes

    o Turn, tune, centre the CDI, set the bug and fly the wind correction angle to PNE

    o Tune NAV 2 to ARD, centre the CDI with a from indication to see the VOR 2 needle
    indicate the outbound radial from ARD (or another VOR for a cross-check radial if desired
    for an intersection identification or a position check during a cross-country).

    • Track inbound with centred CDI and plan approach from the northeast to the AWPC operations
    area.

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    Student Notes

    2 GPS Navigation Procedures


    2.1 GPS Navigation Types
    2.1.1 The Direct-to Navigation Method

    The Direct-to method of GPS navigation is the fastest way of setting a course to a single destination
    waypoint. Once a Direct-to waypoint is activated, the G1000H establishes a point-to-point magenta
    course line from the present position to the selected Direct-to destination.

    Manual Direct-to destination entry:

    • On either the PFD or MFD push the Direct-to key. The Direct-to window is displayed on the
    PFD for entry and if the MFD key was pushed, the Direct-to page is displayed. The Direct-to
    window or page will be displayed with the destination field highlighted.

    • Turn the small FMS knob to enter the first letter of the destination waypoint identifier. The
    destination waypoint may be an airport, VOR, Nondirectional Beacon (NDB), intersection or
    user defined waypoint, as long as it is in the database or stored memory as a user defined
    waypoint. Turn the large FMS knob to the right to move the cursor to the next character
    position.

    • Repeat the first two entry actions to spell out the rest of the waypoint identifier.

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    Student Notes

    • Push the ENT key to confirm the identifier.

    • Push the ENT key again to activate a Direct-to course to the selected destination.

    Automated Direct-to destination entry:

    • Push the MFD RANGE knob to activate the map pointer.

    • Move the map pointer using the joystick function until the desired airport, VOR or NDB is
    highlighted and the identifier field automatically filled.

    • Push the Direct-to key.

    • Push the ENT key twice (once to confirm, once to activate as a destination waypoint).

    Normally, the Horizontal Situation Indicator (HSI) CDI will be centred upon activation of a Direct-to
    destination waypoint. When the HSI CDI is not centred, this means the course change to the
    destination waypoint is greater than 30°. Turn to the new desired track, push the Direct-to key, then
    the ENT key twice. The CDI will centre and a new magenta course line will be established.

    Direct-to navigation is cancelled upon entering a new Direct-to destination waypoint.

    Note: Do not centre the CDI using the method above if any instrument procedure is being used for
    training or in the event an IIMC is encountered and an instrument procedure is selected. The Direct-
    to centring technique will cancel the instrument procedure.

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    Student Notes

    2.1.2 The Flight Plan Navigation Method

    The G1000H can create up to 99 different flight plans with up to 31 waypoints in each flight plan.
    When activated, a flight plan will navigate according to the waypoint sequence the pilot builds. This
    alleviates constant Direct-to entries each cancelling the previous.

    The flight plan can be created or edited with the PFD or MFD Flight Management System (FMS)
    controls. It is recommended that a flight plan be created using the MFD controls (if the PFD is used
    the information will cross-fill, but have less options being confined to the same area as the PFD
    inset map).

    The Flight Plan (FPL) page group consists of these two individual pages used to create, edit and
    save flight plans:

    • FPL – ACTIVE FLIGHT PLAN - page provides information and editing functions for the flight
    plan currently in use for navigation

    • FPL – FLIGHT PLAN CATALOG - page is used to create new flight plans.

    Creating a flight plan:

    • Turn the large FMS knob to the FPL page group.

    • Turn the small FMS knob to display the FPL – FLIGHT PLAN CATALOG page.

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    Student Notes

    • Push the NEW softkey (or push the MENU key, highlight the Create New Flight Plan option,
    push the ENT key to display a blank flight plan).

    • Determine if the waypoint was previously used or if it is a waypoint requiring a manual input:

    o If previously used - turn the small FMS knob one click anticlockwise and a submenu
    window list of previously used waypoints will be displayed (highlight the desired waypoint,
    push the ENT key once to place it on a WAYPOINT INFORMATION page for verification,
    then push the ENT key again for flight plan entry). The submenu list is categorised and the
    list of waypoints can be scrolled by FPL, NRST, RECENT and USER defined
    identifications (turn the small FMS knob clockwise).

    o If not previously used - identifier characters entry will be required. Turn the small FMS
    knob one click clockwise and a blank WAYPOINT INFORMATION page will be displayed
    (enter waypoint characters manually).

    • Repeat the applicable entry method to enter each additional flight plan waypoint (every
    waypoint may be manually entered if desired by the pilot).

    • When all waypoints have been entered, push the small FMS knob allowing a return to the FPL
    – FLIGHT PLAN CATALOG page. The new flight plan is now in the stored list.

    • To activate from the FPL – FLIGHT PLAN CATALOG page: Highlight the flight plan desired,
    push the ENT key once to verify, push again to activate. The most recent flight plan built will be
    at the bottom of the list on the FPL – FLIGHT PLAN CATALOG page.

    • Use caution if an active flight plan is currently in use. Activating a stored flight plan erases the
    active flight plan and replaces it with the flight plan being activated.

    If an entry mistake is made either in the waypoint sequence desired or the wrong waypoint was
    entered the waypoint should be removed. To remove an unwanted flight plan waypoint, first
    highlight the waypoint and push the CLR key. A confirmation window will display OK or CANCEL
    options. OK will be highlighted. Push the ENT key.

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    Student Notes

    2.2 Flight Plan Procedural Management


    2.2.1 Store an Active Flight Plan

    An active flight plan is not retained after shutdown. During a flight where the active flight plan was
    modified or Air Traffic Control (ATC) has directed different routes, many waypoints not in the
    original flight plan would be lost. The actual routing flown in high density areas is useful and can be
    retained as a stored flight plan for future use.

    Storing an active flight plan before shutdown:

    • On the FPL – ACTIVE FLIGHT PLAN page, highlight the active flight plan title.

    • Push the MENU key and the flight plan options will be displayed.

    • Highlight the Store Flight Plan option in the PAGE MENU window and push the ENT key.

    • A confirmation window will appear with the assigned flight plan number for the active flight plan.

    • Push the ENT key.

    Retention of the active flight plan to a stored flight plan can be verified on the FPL – FLIGHT PLAN
    CATALOG page.

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    Student Notes

    2.2.2 Invert Flight Plans

    Any flight plan, whether active or stored, may be inverted (reversed in order of waypoint sequence).
    This option makes for a quick turnaround during an out-and-back mission profile. An active flight
    plan is inverted on the FPL – ACTIVE FLIGHT PLAN page but a stored flight plan is inverted on the
    FPL – FLIGHT PLAN CATALOG page.

    Inverting the active flight plan:

    • Push the FPL key to display the FPL – ACTIVE FLIGHT PLAN page.

    • Push the MENU key, highlight the Invert Flight Plan option in the PAGE MENU window.

    • Push the ENT key.

    • Select OK.

    • Push the ENT key to invert and activate the active flight plan.

    Inverting and activating a stored flight plan:

    • Push the FPL key and turn the small FMS knob to display the FPL – FLIGHT PLAN CATALOG
    page.

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    • Push the small FMS knob to activate the cursor. Turn the FMS knob to highlight the desired
    flight plan to invert.

    • Push the INVERT softkey (or MENU key), highlight the Invert & Activate FPL? option in the
    PAGE MENU window and push the ENT key. (The Invert and activate stored flight plan?
    window is displayed.)

    • With OK highlighted, push the ENT key.

    • Push the ENT key to invert and activate the active flight plan.

    If the pilot decides to copy a flight plan before inverting:

    From the MFD FPL – FLIGHT PLAN CATALOG page, highlight the flight plan to copy.

    Push the COPY softkey.

    Push the ENT key, confirmation window will display.

    With OK highlighted, push the ENT key (the existing flight plan will be copied into the next
    numbered slot on the MFD FPL – FLIGHT PLAN CATALOG page.

    If the pilot decides during any procedure not to copy or invert a flight plan, push the CLR key or
    highlight the CANCEL option and push the ENT key.

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    2.2.3 Deletion of Flight Plans

    An individual flight plan or all stored flight plans can be deleted from the system memory.

    Deleting a stored flight plan:

    • Push the FPL key and turn the small FMS knob to display the FPL – FLIGHT PLAN CATALOG
    page.

    • Push the small FMS knob to activate the cursor. Turn the FMS knob to highlight the desired
    flight plan to delete.

    • Push the DELETE softkey, push the CLR key (or push the MENU key, highlight the Delete
    Flight Plan option and press the ENT key). The Delete Flight Plan XX? window is displayed for
    confirmation.

    • With OK highlighted, push the ENT key to delete the flight plan.

    Deleting all stored flight plans:

    • Push the FPL key and turn the small FMS knob to display the FPL – FLIGHT PLAN CATALOG
    page.

    • Push the MENU key.

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    • Highlight the Delete All Flight Plans option in the window and push the ENT key. A Delete all
    flight plans? confirmation window is displayed.

    • With OK highlighted, push the ENT key to delete all flight plans.

    To cancel the request, push the CLR key, or highlight the CANCEL option and push the ENT key.

    The option to delete all stored flight plans is not available when the aircraft is in flight.

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    3 FMS Software Displays


    3.1 Flight Management System
    3.1.1 Overview

    Flight management tools and techniques are made available to the G1000H pilot through the
    G1000H FMS software.

    For navigation purposes, the FMS system consists of the following display components which make
    the listed tools and techniques possible:

    FMS System Location and Purpose Operational Tool or


    Component Technique

    Navigation mode PFD – identifies the phase of flight for the • Situational awareness
    identification purposes of CDI scaling and situational • Verification of
    awareness. Mode annunciations are continuous GPS
    shown above the CDI deviation scale on operation.
    the upper right of the HSI.

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    FMS System Location and Purpose Operational Tool or


    Component Technique

    Inset map PFD – a separate map for the flight Can be ranged separately from the
    instrument scan. MFD MAP – NAVIGATION MAP
    page.

    Navigation map MFD – holds system products and data • All hazard avoidance
    comparable to a sectional chart. systems
    • GPS course lines
    • Flight plan legs and
    sequencing
    • Four methods to
    display track
    • Panning
    • Topography
    • Measuring bearing
    and distance
    • Decluttering
    • Airspace information
    • Ground track vector
    • Wind track vector
    • Synthetic Vision
    System (SVS) field of
    view display
    • Nav range ring
    • Fuel range rings
    (reserve and total fuel)
    • Altitude intercept arcs.

    Map ranging PFD inset and MFD navigation map – The most frequently utilised tool of
    provides zoom in and zoom out views for the G1000H providing the pilot
    clarity of details. close in scale (PFD inset map) and
    an overall scalable navigational
    situation on the MFD.

    Helicopter placement MFD and PFD inset – also known as the Visual substantiation of moving
    icon aircraft symbol, the term Heli-placement position and bearing orientation. A
    icon is more accurate since the reliable centre reference for the
    programming is such that the icon will use of the NAV range ring. Of
    always place itself in the correct position critical importance in the event of
    and orientation on any map at any scale IIMC and an instrument procedure.
    automatically. A focal point in the pilot’s scan to
    minimise head-down time.

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    FMS System Location and Purpose Operational Tool or


    Component Technique

    Navigation windows: PFD – the four windows that the pilot must The most convenient and direct
    • Direct-to know and manage to achieve any way to set up and load any desired
    window navigational outcome. The nearest airport navigational outcome. Pilots who
    • Flight window is displayed by the PFD NRST otherwise desire to use the MFD
    Plan softkey. All other are accessed directly by FMS keys can obtain the same
    window FMS keys. four windows however, the nearest
    • Procedure airport page is part of the NRST
    s window page group. This would require
    • Nearest using the MFD FMS knobs to
    Airport obtain (no NRST softkey on the
    window MFD).

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    3.1.2 Navigation Mode Identification

    Navigation modes include and indicate two types of data:

    • Which sensor is providing the course data (GPS or VOR)

    • The flight plan phase:

    o Departure (DPRT)

    o En route (ENR)

    o Terminal (TERM)

    o Oceanic (OCN)

    o Approach (LNAV, LNAV+V, L/VNAV, LP, LPV)

    o Missed Approach (MAPR).

    ENR, TERM and OCN are associated with Visual Flight Rules (VFR) operations.

    Arrivals, approaches and missed approach operations are associated with Instrument Flight Rules
    (IFR) operations for which the aircraft is not approved during IIMC.

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    3.1.3 PFD Inset Map

    The inset map is a small version of the MAP – NAVIGATION MAP page and is displayed in the
    lower right corner of the PFD.

    The map range setting of the inset map will appear in the lower right corner of the map. The inset
    map is capable of showing the same detail and hazards as the MFD map.

    The inset map is effective in the terminal and airport environments for close in details without
    needing to change the MFD map (by turning the PFD RANGE knob). Use caution with these
    settings since traffic hazards may be off scale and not be viewable except on the MFD map.

    Active (magenta) and next (white) navigation legs appear the same way on both the PFD inset map
    and the MFD navigation map.

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    3.1.4 MFD Navigation Map

    The navigation map displays:

    • Aviation data:

    o Airports

    o VOR stations

    o Airways

    o Airspaces

    • Geographic data:

    o Cities

    o Lakes

    o Highways

    o Borders

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    • Topographic data:

    o Map shading indicating elevation

    o Hazard data (traffic, terrain, weather).

    The amount of displayed data can be reduced by selecting the DCLTR softkey. Each successive
    push will delete map details and indicate the map condition as DCLTR-1, DCLTR-2 and DCLTR-3.
    Push again to restore the map with all of its previous details.

    The navigation map can be orientated four different ways:

    • North up (NORTH UP)

    • Track up (TRACK UP)

    • Desired Track up (DTK UP)

    • Heading up (HDG UP).

    To set the map orientation:

    • Push the MFD MENU key (Map Setup is the first highlighted option)

    • Push the ENT key (a list of map options will appear)

    • Scroll to the orientation map option

    • Turn the small FMS knob to get the orientation selection desired

    • Push the ENT key

    • Push the small FMS knob to clear window (fly according to new orientation set – TRACK UP
    shown).

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    3.1.5 Map Ranging Software

    There are 28 different map ranges (sizes) available from 500 ft to 2000 nm. The current range
    setting is indicated in the lower right corner of the map and represents the top-to-bottom distance
    covered by the map.

    To change the map range on any map, turn the RANGE knob anticlockwise to zoom in (- index is
    decreasing the map size), clockwise to zoom out (+ index is increasing the map size).

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    3.1.6 Heli-placement Icon

    The Heli-placement icon (aircraft symbol) is located on any display map at the location
    corresponding to the calculated present position. The aircraft position and the flight plan legs are
    based on GPS calculations.

    The icon has the following characteristics:

    • During manoeuvres the icon will orient itself to the map and show the relative direction.

    • The relative position of the icon to the map features is not exact given some map ranges which
    would place the icon out of proportion to range selected.

    • The icon functions are automatic.

    The leg of the active flight plan currently being flown is shown as a magenta line on the navigation
    map. The other legs are shown in white.

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    3.1.7 FMS Windows

    To achieve any navigational outcome the pilot must be familiar with these four FMS system
    windows:

    • The DIRECT TO window (push the Direct-to key)

    • The FLIGHT PLAN window (push the FPL key)

    • The PROCEDURES window (push the PROC key)

    • The NEAREST AIRPORTS window (push the NRST softkey).

    Displayed in the lower right corner of the PFD in the same space as the inset map, each window will
    appear with a selection flashing. Scroll to the field desired and push the ENT key.

    The purpose of the direct-to window is for immediate point-to-point navigation (manual entry
    required).

    The flight plan window is for setting up multi-leg or multi-destinations (especially if the route will be
    saved for future reference or use).

    The procedures window is strictly for IFR operations and contains arrivals, approaches and
    departures.

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    The nearest airports window is made available to highlight the desired airport. Push the Direct-to
    key followed by the ENT key (precludes the need of a manual entry as if using the direct-to
    window).

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    4 Operational Flight Management


    4.1 Flight Management Tools and Techniques
    4.1.1 Map Panning

    The application of map panning allows the pilot to:

    • View parts of the map outside the displayed range without adjusting the map range

    • Highlight and select locations on the map

    • Review information for a selected airport, NAVAID or user waypoint

    • Designate locations for use in flight planning

    • View airspace and airway information.

    When the panning function is selected (by pushing the RANGE knob), the map pointer flashes on
    the map display. A window also appears at the top of the map display showing the latitude and
    longitude position of the pointer, the bearing and distance to the pointer from the aircraft’s present
    position and the elevation of the land at the position of the pointer. Pilots who must fly to a dispatch
    point can move the map pointer to a latitude and longitude matching the dispatch location for
    medical rescue, forestry, law enforcement, etc.

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    When the map pointer is placed on an object, the name of the object is highlighted (even if the
    name was not originally displayed on the map). When any map feature or object is selected on the
    map display, pertinent information is displayed.

    When the map pointer crosses an airspace boundary, the boundary is highlighted and airspace
    information is shown at the top of the display. The information includes the name and class of
    airspace, the ceiling and floor in feet Mean Sea Level (MSL).

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    4.1.2 Topography

    All navigation maps can display various shades of topography colours representing land elevation,
    similar to aviation sectional charts. Topographic data can be turned on or off by utilising the MAP
    softkey and then selecting the desired TOPO softkey selection for on or off. The TOPO off selection
    is primarily utilised during night flights.

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    4.1.3 Measuring Bearing and Distance

    Distance and bearing from the aircraft’s present position to any point on the viewable navigation
    map may be calculated using the measure bearing and distance selection from the navigation map
    page menu (MENU key, scroll to select with large FMS knob, ENT key, drive pointer with RANGE
    knob, read distance and bearing). This is similar to panning except the measure pointer will always
    emanate from the aircraft’s present position.

    When driving the pointer, the bearing and distance tool displays a dashed measurement line and a
    measure pointer to aid in graphically identifying points with which to measure. Latitude and
    longitude distance and elevation data for the measure pointer is provided in a window at the top of
    the navigation map.

    In the graphics shown, the pilot is determining the bearing and distance, along with what airspace
    challenges will be ahead for an immediate course change to airport 31E (Eagle’s Nest NJ). This
    allows both immediate navigation and communication with ATC prior to adding 31E to the GPS. The
    pilot can work through restricted area R5002G or consider a descent option.

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    4.1.4 Airways Management

    Low altitude airways are drawn in grey (the same shade used for roads). High altitude airways are
    drawn in green. When both types of airways are displayed, high altitude airways are drawn on top of
    low altitude airways.

    When airways are selected for display on the map, the airway waypoints (VOR, NDB and
    intersections) are also displayed.

    The selection sequence is:

    • MAP softkey

    • AIRWAYS softkey

    • Push again for AIRWY ON (high and low routes together)

    • Push again for AIRWY LO

    • Push again for AIRWY HI

    • Push again for all airways off.

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    Unless otherwise assigned for routing by ATC, or needed to avoid the flow of fixed wing traffic, or
    part of a helicopter route map, only the low airways are utilised.

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    4.1.5 Ground Track Vector

    The navigation map can display a track vector that is useful in minimising track angle error. The
    track vector is a solid light blue line segment extended to a predicted location. The track vector look
    ahead time is selectable (30 sec, 60 sec (default), 2 min, 5 min, 10 min, 20 min) and determines the
    length of the track vector. The track vector shows up to 90° of a turn for the 30 and 60 sec time
    settings. It is always a straight line for the 2 min, 5 min, 10 min and 20 min settings.

    Selection sequence is:

    • Push the MENU key with the navigation map page displayed. The cursor flashes on the Map
    Setup option.

    • Push the ENT key. The Map Setup Menu is displayed.

    • Select the Map group.

    • Push the ENT key.

    • Highlight the TRACK VECTOR field.

    • Select ON or OFF. Push the ENT key to accept the selected option. The flashing cursor
    highlights the look ahead time field. Use the FMS knob to select the desired time. Push the
    ENT key.

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    • Push the small FMS knob to return to the navigation map page.

    The 2 min look ahead straight line vector is useful to pilots for course corrections and intercepts.
    Once the vector has been set, it typically is used continuously. Pilots may also prefer a longer look
    ahead vector line provided by up the 5, 10 or 20 min look ahead settings in areas with terrain
    concerns.

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    4.1.6 Wind Vector Window

    If desired, the map can display a wind vector arrow in the upper right-hand portion of the screen.
    Wind vector information is displayed as a white arrow pointing the direction in which the wind is
    moving. The window will actively indicate wind speeds greater than or equal to 1 kt, but only if the
    aircraft is moving.

    The selection sequence is:

    • Push the MENU key with the navigation map page displayed. The cursor flashes on the Map
    Setup option.

    • Push the ENT key. The Map Setup menu is displayed.

    • Select the Map group.

    • Push the ENT key.

    • Highlight the WIND VECTOR field.

    • Select ON or OFF. Push the ENT key to accept the selected option.

    • Push the small FMS knob to return to the navigation map page.

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    Pilots typically choose to display the wind vector on the MFD as a virtual wind sock, whilst the PFD
    will usually have the pilot preference to split the prevailing wind into separate crosswind and
    headwind components (PFD softkey, WIND softkey, OPTN 1 softkey).

    Essentially, the MFD wind vector is useful for approach planning and cross-country. The PFD wind
    display is useful for hover, hover taxi and air taxi.

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    4.1.7 The NAV Range Ring

    The navigation range ring shows the direction of travel (ground track) on a rotating compass card.
    The range ring is scaled to be 25% of the map range selected. The range ring will have a range
    window which will indicate the ring range on any of the 28 selectable map ranges.

    The selection sequence is:

    • Push the MENU key with the navigation map page displayed. The cursor flashes on the Map
    Setup option.

    • Push the ENT key. The Map Setup Menu is displayed.

    • Select the Map group.

    • Push the ENT key.

    • Highlight the NAV RANGE RING field.

    • Select On or Off. Push the ENT key to accept the selected option.

    • Push the small FMS knob to allow the return to the navigation map page.

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    Pilots typically choose and retain this tool for continuous MFD display use. It can be used first to
    quickly determine which destinations are within or beyond reach of the aircraft prior to choosing a
    bearing and distance tool or to use map panning.

    Note: A duplicate ring will also appear in the PFD inset map.

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    4.1.8 Fuel Range Rings

    The map can display a fuel range ring which shows the remaining flight distance. A dashed green
    circle indicates the selected range to reserve fuel. A solid green circle indicates the total endurance
    range. If only reserve fuel remains, the range is indicated by a solid yellow circle.

    To display the fuel range ring and select a fuel range time:

    • Push the MENU Key with the navigation map page displayed. The cursor flashes on the Map
    Setup option.

    • Push the ENT Key. The Map Setup menu is displayed.

    • Select the Map group.

    • Push the ENT key.

    • Highlight the FUEL RNG (RSV) field.

    • Select On or Off.

    • Highlight the fuel reserve time field. This time should be set to the amount of flight time equal to
    the amount of fuel reserve desired and will appear in the RSV ring window of the MFD. To

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    change the reserve fuel time, enter a time (00:01 to 23:59). The default setting is 00:45
    minutes.

    • Press the ENT key.

    • Press the FMS knob to return to the navigation map page.

    Prevailing winds and fuel consumption change the rings. This is a supplemental tool for advisory
    purposes.

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    4.1.9 Synthetic Vision Field of View Display

    The map can display the boundaries of the PFD SVS lateral field of view. The field of view is shown
    as two dashed lines forming a V shape in front of the aircraft symbol on the map.

    The selection sequence is:

    • Push the MENU key with the navigation map page displayed. (The cursor flashes on the Map
    Setup option.)

    • Push the ENT key. (The Map Setup menu is displayed.)

    • Select the Map group.

    • Push the ENT key.

    • Highlight the FIELD OF VIEW field.

    • Select On or Off. Push the ENT key to accept the selected option.

    • Push the small FMS knob to allow the return to the navigation map page.

    When the FIELD OF VIEW tool is used in conjunction with the TRACK VECTOR, WIND VECTOR
    and NAV RANGE RING options, the pilot is able to convert the map page into a plotting solution.

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    Pilots typically retain this configuration for every flight since situational awareness is enhanced
    during multiple hazard avoidance operations (traffic, terrain, obstacles and weather).

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    4.1.10 Selected Altitude Intercept Arc

    The map can display the location along the current track where the aircraft will intercept the
    selected altitude. The location will be shown as a light blue arc when the aircraft is actually climbing
    or descending.

    If the climb or descent rate changes, the arc will move to correspond to the new altitude intercept
    point. The arc will disappear when the target altitude is reached.

    The selection sequence is:

    • Push the MENU key with the navigation map page displayed. (The cursor flashes on the Map
    Setup option.)

    • Push the ENT key. (The Map Setup menu is displayed.)

    • Select the Map group.

    • Push the ENT key.

    • Highlight the SEL ALT ARC field.

    • Select On or Off, push the ENT key to accept the selected option.

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    Student Notes

    • Push the small FMS knob to allow the return to the navigation map page.

    The selected altitude intercept arc is the tool that will plot a crossing restriction solution for the pilot.
    Used in conjunction with the other tools mentioned, the crossing restriction plot (arc) eliminates
    vertical speed and distance calculations for the pilot. This tool is usually retained for all flights in
    areas with complex airspace challenges.

    The example shown is a flight plan leg from KACY (Atlantic City NJ) to KMMU (Morristown NJ). En
    route, McGuire AFB Radar Approach Control (RAPCON) has approved flight into Alert Area A220
    with a clearance through restricted areas R5001A and B. This is provided our aircraft can descend
    and maintain 1500 ft MSL prior to entering KWRI class D airspace.

    The pilot selects 1500 ft using the ALT knob and descends at a rate that keeps the intercept arc
    from touching the McGuire AFB class D airspace ring. The descent rate chosen is adequate for the
    crossing restriction. The descent rate could actually be diminished with the altitude intercept arc
    currently plotted.

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    Student Notes

    4.2 Flight Management Tools - Waypoints


    4.2.1 Waypoints Overview

    Waypoints are predetermined geographical positions (the G1000H internal database) or pilot
    entered positions, and are used for all phases of flight planning and navigation.

    Waypoints are most often entered using the International Civil Aviation Organisation (ICAO)
    identifier with the highlighted cursor:

    • Turn the small FMS knob to select the first alphanumeric needed.

    • Turn the large FMS knob to the right which will move the cursor to the second letter or number
    for entry with the small FMS knob.

    • Continue these two steps until the last identifier letter or number is selected, then push the ENT
    key.

    • Push the ENT key again when challenged to activate the waypoint for navigation.

    A waypoint can be entered using the name of the facility, or by entering the city name. As a
    waypoint identifier, facility name, or location is entered, the G1000H Spell’N’Find™ feature scrolls
    through the database, displaying those waypoints matching the characters which have been
    entered to that point.

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    A direct-to navigation leg to the selected waypoint can be initiated by pushing the Direct-to key on
    any of the waypoint pages.

    If duplicate entries exist for the entered facility name or location, additional entries may be viewed
    by continuing to turn the small FMS knob during the selection process.

    If duplicate entries exist for an identifier, a Duplicate Waypoints window is displayed when the ENT
    key is pressed.

    Note: Prior to pushing the ENT key, verify map location and that the waypoint entered has a symbol
    in agreement with the waypoint desired (KTEB is an airport therefore, the airport symbol is shown).

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    4.2.2 Waypoint Types, Access and Airport Information

    Regardless of the waypoint type (intersection, NDB, VOR, or user-type), the information for any
    waypoint is contained in the WPT page group and accessed with the large FMS knob, then selected
    with the small FMS knob.

    The airport information page is the first page in the WPT group and allows the pilot to view airport
    information, load frequencies (COM, NAV, and lighting), review runways, and review instrument
    procedures that may be involved in the flight plan.

    The following defaults apply:

    • After engine start-up, the WPT - AIRPORT INFORMATION page defaults to the airport where
    the aircraft is located.

    • After a flight plan has been loaded, it defaults to the destination airport.

    • During flight on a flight plan having multiple airports, it defaults to the airport which is the
    current active waypoint.

    In addition to displaying a map of the currently selected airport and surrounding area, the WPT -
    AIRPORT INFORMATION page displays airport information in three boxes labelled AIRPORT,
    RUNWAYS and FREQUENCIES. For airports with multiple runways, information for each runway is
    available. This information is viewed on the airport information page by pressing the INFO softkey

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    until INFO-1 is displayed.

    The Aircraft Owners and Pilots Association (AOPA) directory information is viewed on the WPT –
    AIRPORT DIRECTORY page by pushing the INFO softkey until INFO-2 is displayed.

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    4.2.3 PFD and MFD Nearest Airports

    PFD window:
    The system provides a NRST softkey on the PFD, which gives the pilot quick access to the nearest
    airport information (first choice if an airport landing is possible). The NEAREST AIRPORTS window
    displays a list of up to the 25 nearest airports (three entries can be displayed at one time). If there
    are more than three they are displayed in a scrollable list. If there are no nearest airports available,
    NONE WITHIN 200NM is displayed.

    MFD page:
    The NRST – NEAREST AIRPORTS page on the MFD (large FMS knob to NRST) is first in the
    NRST pages group because of its potential use in the event of a land as soon as practicable
    situation. In addition to displaying a map of the currently selected airport and surrounding area, the
    page displays nearest airport information in five boxes labelled NEAREST AIRPORTS,
    INFORMATION, RUNWAYS, FREQUENCIES and APPROACHES.

    The first airport is indicated by a white arrow on the MFD page list, and a dashed white line is drawn
    on the navigation map from the aircraft position to the nearest airport. Up to five nearest airports,
    one runway, up to five frequencies, and up to five approaches are visible at one time. If there are
    more than can be shown, each list can be scrolled.

    When the airport decision is made:

    • Push the Direct-to key

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    • Push ENT key

    • Push the ENT key again to activate navigation.

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    4.2.4 Nearest Intersections Page

    The NRST - NEAREST INTERSECTIONS page is used to view information about intersections. In
    addition to displaying a map of the currently selected intersection and surrounding area, the
    intersection information page displays information for up to 25 nearest intersections in three boxes
    labelled NEARST INT, INFORMATION, and REFERENCE VOR.

    The selected intersection is indicated by a white arrow. Up to eleven intersections are visible at a
    time. If there are more than can be shown, the list can be scrolled. If there are no items for display,
    text indicating that fact is displayed.

    In high density traffic situations where a local VFR departure or arrival route is defined by
    intersections, the G1000H pilot can simply highlight the intersection with the small FMS knob, push
    the Direct-to key and push the ENT key twice to begin navigating to the intersection.

    In the case where an intersection is published on a helicopter route chart or sectional for reference,
    the G1000H pilot may choose the intersection as a waypoint to add into a flight plan as follows:

    • Push the FPL key

    • Push the small FMS knob to highlight KMMU

    • Turn the small FMS knob for the WAYPOINT INFORMATION page and enter OWBIE

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    • Push the ENT key, scroll to OWBIE on the flight plan list

    • Push the Direct-to key

    • Push the ENT key twice.

    In this example, the pilot must fly to OWBIE before proceeding back on course to KMMU
    (Morristown NJ).

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    4.2.5 Nearest Nondirectional Beacons Page

    The NRST - NEAREST NDB page is used to view information about NDB. In addition to displaying
    a map of the currently selected NDB and surrounding area, the page displays NDB information in
    three boxes labelled NEAREST NDB, INFORMATION and FREQUENCY.

    The list only includes NDB waypoints that are within 200 nm. If there are no NDB in the list, text
    indicating that there are NO NEAREST NDB is displayed. If there are no nearest NDB in the list, the
    information and frequency fields are dashed. To access the page, turn the large FMS knob to the
    NRST page group. Turn the small FMS knob to select the NEAREST NDB page.

    The NRST – NEAREST NDB page can be used to quickly find a NDB close to the flight path. A
    white arrow before the NDB identifier indicates the selected NDB. Up to eleven NDB are visible at a
    time. If there are more than can be shown, the list can be scrolled (push the small FMS knob for the
    cursor, then turn the small FMS knob to scroll down the page). The list runs from closest to furthest
    from the flight path.

    In VFR operations, the pilot can add the NDB to a flight plan or navigate direct-to an NDB. This is
    helpful for diversions or where multiple airports in close vicinity to each other can be visually
    misidentified, or as a way to deviate around certain airspace or weather using a reliable list of
    waypoints close to the flight path intended.

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    4.2.6 Nearest VOR Page

    The NRST – NEAREST VOR page can be used to view information about VOR stations. If a VOR
    station is combined with a TACAN station it is listed as a VORTAC on the NEAREST VOR
    information page and if it includes only Distance Measuring Equipment (DME), it is displayed as
    VOR-DME.

    The NRST – NEAREST VOR page can be accessed by turning the large FMS knob to the NRST
    page group. Then turn the small FMS knob to select the NEAREST VOR page.

    In addition to displaying a map of the currently selected VOR and surrounding area, the NEAREST
    VOR information page displays VOR information in three boxes labelled NEAREST VOR,
    INFORMATION and FREQUENCY. The list only includes VOR waypoints that are within 200 nm.

    A white arrow before the VOR identifier indicates the selected VOR. Up to eleven VOR are visible at
    a time. If there are more than can be shown, the list can be scrolled. If there are no VOR in the list,
    text indicating that there are NO NEAREST VOR is displayed. If there are no nearest VOR in the
    list, the information is dashed.

    The NEAREST VOR page is useful for autotuning a NAV frequency and also using it as a GPS
    waypoint, thereby setting up a fail-safe navigation option and the ability to employ bearing pointers if
    desired. To select a pointer use PFD softkey, BRG 1 or BRG 2 softkeys as required.

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    4.2.7 User Defined Waypoints

    The G1000H system can create and store up to 1000 user defined waypoints. Once a waypoint has
    been created, it can be renamed, deleted, or moved. Temporary user waypoints are erased upon
    system power down.

    User defined waypoints may be any of four different types depending on how they are derived:

    • Present Position (PP)

    • Radial-Radial (RAD-RAD)

    • Radial-Distance (RAD-DIS)

    • Latitude-Longitude (LAT-LON).

    To create a PP user defined waypoint:

    • Select the WPT - USER WPT INFORMATION page using the FMS knob.

    • Push the NEW softkey, (or push the MENU key and select Create New User Waypoint).

    • Enter a waypoint name (up to 6 characters).

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    • Push the ENT key twice (activation and confirmation). The current aircraft position is the default
    location of the new waypoint.

    To create the RAD-RAD, RAD-DIS and LAT-LON user defined waypoint options:

    • Select the WPT - USER WPT INFORMATION page using the FMS knob.

    • Push the NEW softkey, (or push the MENU key and select Create New User Waypoint).

    • Enter a waypoint name (up to 6 characters).

    • Push the ENT key.

    • Define the type and location of the waypoint in one of the three following ways:

    o Select RAD-RAD using the small FMS knob, push the ENT key, and enter the two
    reference waypoint identifiers and radials into the REFERENCE WAYPOINTS window
    using the FMS knobs

    o Select RAD-DIS using the small FMS knob, push the ENT key, and enter the reference
    waypoint identifier, the radial and the distance into the REFERENCE WAYPOINTS window
    using the FMS knobs.

    o Select LAT-LON using the small FMS knob, push the ENT key and enter the latitude and
    longitude into the INFORMATION window using the FMS knobs.

    INFO: AWPC operations entry ramp at taxiway J is: N 40° 04.97’, W 75° 00.29’. User
    defined waypoint DURCAN is N 40° 34.16’, W 74° 29.20’.

    • Push the ENT key to accept the new waypoint.

    • If required, change the storage method of the waypoint to TEMPORARY or NORMAL by


    moving the cursor to TEMPORARY and push the ENT key to check or uncheck the box

    • Push the FMS knob to remove the flashing cursor.

    • Or, to designate a NORMAL waypoint, push the MENU key, push the ENT key for Waypoint
    Setup and push the ENT key for NORMAL.

    To delete a user defined waypoint:

    • On the WPT – USER WPT INFORMATION page, in the USER WAYPOINT LIST block of the
    page, highlight the user waypoint to be deleted.

    • Push the DELETE softkey (or push the FMS CLR key).

    • YES is already highlighted in the confirmation window which will appear.

    • Push the ENT key.

    • Push the FMS knob to remove the cursor.

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    Selecting a waypoint position on the map using the joystick function of the RANGE knob will also
    quickly yield a LAT-LON waypoint solution for entry. The data entry process is the same regardless
    of how the user waypoint is defined. User defined waypoints appear as orange coloured square
    blocks with their respective ID.

    Note: In the graphics shown, a medical evacuation from Durcan Point Forestry Station was required
    and it was not on a sectional or the navigation map. The pilot used a PP waypoint and then
    adjusted the RAD-DIS based on dispatcher information for proper positioning in establishing the
    user defined waypoint. The pilot then added it to his flight plan (FPL key, highlight KMMU, enter
    DURCAN, push the ENT key).

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    4.3 Flight Management Tools - Airspace


    4.3.1 Airspace Identification and Alert Settings

    The G1000H system can display the following types of airspace:

    • Class B

    • Class C

    • Class D

    • Alert areas

    • Military Operations Areas (MOA)

    • Restricted areas

    • Warning areas

    • Air Defence Interdiction Zone (ADIZ)

    • Temporary Flight Restrictions (TFR).

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    The NRST – NEAREST AIRSPACES page, the AIRSPACE ALERT portion of that MFD page and
    the airspace alerts, viewed by pushing the MSG softkey on the PFD, (appearing on the PFD
    messages window), provide additional information about airspace challenges and the location of the
    aircraft in relationship to them.

    The AIRSPACE ALERT portion of the MFD AUX – SYSTEM SETUP 1 page allows the pilot to turn
    the controlled or special use airspace message alerts ON or OFF. This does not affect the alerts
    listed on the NEAREST AIRSPACES page or the airspace boundaries depicted on the moving map
    page. It simply turns on or off the warning provided when the aircraft is approaching or near an
    airspace.

    Whilst the MFD NRST – NEAREST AIRSPACES page provides a list of airspace alerts, agency to
    contact, vertical limits and appropriate frequencies, the PFD provides airspace message alerts on a
    flight progression basis as follows:

    Sequence of PFD Alert Displayed After Each Push of the Flashing MSG Softkey
    Message Alerts

    First ARSPC AHEAD - airspace ahead - less than 10 minutes.

    Second ARSPC NEAR - airspace near and ahead.

    Third ARSPC NEAR - airspace near - less than 2 nm.

    Last INSIDE ARSPC - inside airspace.

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    4.3.2 Airspace Altitude Buffer

    An altitude alert buffer is provided to expand the vertical range above or below an airspace to give
    the pilot additional alert margins:

    • The default setting for the altitude buffer is 200 ft

    • Typically, a pilot may require a 500 ft buffer.

    Operational example:
    If the buffer is set at 500 ft, and the aircraft is more than 500 ft above or below an airspace, an alert
    message is not generated, but if the aircraft is less than 500 ft above or below an airspace and
    projected to enter it, the pilot is notified with an alert message.

    To set the altitude alert buffer:

    • Use the FMS knobs to obtain the AUX – SYSTEM SETUP 1 page.

    • Push the small FMS knob for cursor and highlight ALTITUDE BUFFER.

    • Use small FMS knob to change buffer to altitude desired (a four-digit field).

    • Push the ENT key.

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    5 G1000H Operational Safety


    5.1 Transition to the G1000H System
    5.1.1 Recommendations and Pilot Considerations

    Recommendation Consideration

    Single Pilot Resource SRM is defined as the art of managing all the resources available (both
    Management (SRM) Techniques on board and from outside sources) prior to and during flight, to ensure
    a successful flight. Prior to flying the G1000H, it is recommended to:
    • Set up the flight management tools discussed in this lesson
    (PFD SVS view, user defined waypoints, an MFD wind
    vector and a PFD wind display along with a navigation
    range ring or fuel range ring as desired).
    • The MFD AUX-SETUP 1 page is vital (airspace
    identifications and alerts – all should be selected ON).
    They are defaulted to OFF.

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    Recommendation Consideration

    Single Pilot Resource The G1000H provides a large amount of display movement that has a
    Management (SRM) Techniques tendency to catch the eye early on. Scan the PFD first and do not move
    onto the MFD without a good outside scan first (develop a good scan
    technique early).

    Capabilities Growth While preferences are good, don’t learn only the day-to-day routine
    functions of the G1000H. After experience is gained learn multiple ways
    to accomplish a task (especially learning all three methods of creating
    user defined waypoints).

    Risk Management If you can’t see it, don’t go there! The XM weather, HTAWS and GTS
    800 traffic are there to alert the challenges, not to enable closer
    margins!

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    Integrated Flight Information Systems ATA 46


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2014. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-TR001-SN


    ISSUE: 1.0
    ISSUE DATE: 30/11/2014

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    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 30/11/2014

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    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Integrated Flight Information Systems...................................................................................................................... 1
    1 G1000H Architecture ..................................................................................................................................... 1
    1.1 G1000H ................................................................................................................................................ 1
    1.1.1 Overview ........................................................................................................................................... 1
    1.1.2 Identification of Line Replaceable Units ........................................................................................... 3
    1.2 Line Replaceable Units (1) ................................................................................................................... 5
    1.2.1 GDU 1040H Displays ....................................................................................................................... 5
    1.2.2 GIA 63H Integrated Avionics Unit ..................................................................................................... 6
    1.2.3 GDC 74H Air Data Computer ........................................................................................................... 8
    1.2.4 GEA 71H Engine and Airframe Unit ................................................................................................. 9
    1.2.5 GSC 46 Signal Conditioner ............................................................................................................ 10
    1.3 Line Replaceable Units (2) ................................................................................................................. 11
    1.3.1 GRS 77H Attitude and Heading Reference System ....................................................................... 11
    1.3.2 GTX 33H Mode S Transponder ...................................................................................................... 12
    1.3.3 GDL 69AH Satellite Datalink Receiver ........................................................................................... 14
    1.3.4 GTS 800 Traffic Advisory System .................................................................................................. 15
    1.3.5 LRU Failure Indications .................................................................................................................. 16
    1.4 Externally Mounted Components ....................................................................................................... 17
    1.4.1 Identification of Probes, Sensors and Antennas ............................................................................ 17
    1.4.2 GA 36 and GA 37 GPS Antennas .................................................................................................. 18
    1.4.3 GMU 44 Magnetometer Sensor...................................................................................................... 19
    1.4.4 GA 58 Traffic Avoidance System Antenna ..................................................................................... 20
    1.4.5 GTP 59 Outside Air Temperature Probe ........................................................................................ 21
    2 G1000H Controls ......................................................................................................................................... 22
    2.1 System Controls ................................................................................................................................. 22
    2.1.1 Overview ......................................................................................................................................... 22
    2.1.2 COM Group .................................................................................................................................... 24
    2.1.3 Right Situational Management Group ............................................................................................ 25
    2.1.4 Flight Management System Control Group .................................................................................... 27
    2.1.5 Softkey Control Group .................................................................................................................... 30
    2.1.6 Left Situational Management Group ............................................................................................... 32
    2.1.7 NAV Control Group ......................................................................................................................... 33
    2.1.8 Similar System Controls ................................................................................................................. 34
    2.1.9 Secure Digital Database Card ........................................................................................................ 35
    2.1.10 Operational Approach .............................................................................................................. 37
    3 Display Modes, Flight Instrumentation, Supplemental Data........................................................................ 39
    3.1 PFD Initialisation and MFD Power-up Modes .................................................................................... 39
    3.1.1 Self-test and Database Verification ................................................................................................ 39
    3.2 Display Modes .................................................................................................................................... 41
    3.2.1 Normal PFD and MFD Display Modes ........................................................................................... 41
    3.2.2 Reversionary Action and Presentation ........................................................................................... 42
    3.3 Flight Instrumentation ......................................................................................................................... 43
    3.3.1 Airspeed Indicator ........................................................................................................................... 43
    3.3.2 Attitude Indicator ............................................................................................................................. 45
    3.3.3 Altimeter.......................................................................................................................................... 46
    3.3.4 Vertical Speed Indicator ................................................................................................................. 48
    3.3.5 Horizontal Situation Indicator .......................................................................................................... 49
    3.4 Additional Horizontal Situation Indicator Indications .......................................................................... 50
    3.4.1 Alternative HSI 140° Arc Display .................................................................................................... 50

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    3.4.2 Turn Rate Indicator ........................................................................................................................ 52


    3.4.3 Course Needle and Bearing Pointer Formats ................................................................................ 53
    3.4.4 Course Deviation Indicator ............................................................................................................ 55
    3.5 Supplemental Flight Data .................................................................................................................. 56
    3.5.1 Temperature Display...................................................................................................................... 56
    3.5.2 Wind Component Display .............................................................................................................. 57
    4 COM Radio Tuning and Procedures ........................................................................................................... 58
    4.1 COM Tuning ....................................................................................................................................... 58
    4.1.1 Selection, Activation and Indications ............................................................................................. 58
    4.1.2 Manual Tuning ............................................................................................................................... 59
    4.1.3 Quick Tuning the Emergency Frequency ...................................................................................... 60
    4.1.4 Autotuning COM Frequencies from the PFD ................................................................................. 61
    4.1.5 FMS Menu Key Functionality ......................................................................................................... 62
    4.1.6 Autotuning COM Frequencies from the MFD ................................................................................ 64
    4.2 COM Radio Procedures ..................................................................................................................... 66
    4.2.1 Selection of Frequency Spacing .................................................................................................... 66
    4.2.2 Automatic Squelch and COM Volume Balancing .......................................................................... 68
    4.2.3 Abnormal Operations ..................................................................................................................... 70
    5 Transponder Procedures ............................................................................................................................ 71
    5.1 GTX 33H ES Mode S Transponder ................................................................................................... 71
    5.1.1 Controls .......................................................................................................................................... 71
    5.1.2 Mode Selection and Automatic Modes .......................................................................................... 73
    5.1.3 Standby Mode Selection ................................................................................................................ 74
    5.1.4 Manual ON Mode Selection ........................................................................................................... 75
    5.1.5 Normal Operation Confirmation ..................................................................................................... 76
    5.1.6 Entering a Transponder Code ....................................................................................................... 77
    5.1.7 Entering a VFR Code ..................................................................................................................... 79
    5.1.8 IDENT Function ............................................................................................................................. 80
    6 Alerts and Hazard Avoidance ..................................................................................................................... 81
    6.1 Alerting ............................................................................................................................................... 81
    6.1.1 General .......................................................................................................................................... 81
    6.1.2 G1000H System Alerting ............................................................................................................... 83
    6.1.3 Traffic Display and Annunciation ................................................................................................... 84
    6.1.4 HTAWS Annunciation .................................................................................................................... 85
    6.1.5 Altitude Alerting .............................................................................................................................. 86
    6.1.6 Radar Altimeter .............................................................................................................................. 87
    6.1.7 Unusual Attitudes ........................................................................................................................... 88
    6.2 Hazard Avoidance Systems - Weather .............................................................................................. 90
    6.2.1 XM Weather Data .......................................................................................................................... 90
    6.2.2 Viewing XM Weather Data ............................................................................................................. 92
    6.2.3 Weather Range and Map Range Settings ..................................................................................... 93
    6.2.4 Weather Products Panning ............................................................................................................ 95
    6.2.5 Graphical Weather ......................................................................................................................... 97
    6.2.6 NEXRAD Pilot Usage Data ............................................................................................................ 98
    6.3 Hazard Avoidance Systems - Terrain ................................................................................................ 99
    6.3.1 Terrain Avoidance .......................................................................................................................... 99
    6.3.2 HTAWS Positioning, Altitudes and Terrain Clearance ................................................................ 100
    6.3.3 HTAWS Initialisation .................................................................................................................... 101
    6.3.4 HTAWS Controls and Indications ................................................................................................ 103
    6.3.5 HTAWS System Operation .......................................................................................................... 105
    6.3.6 HTAWS Operational Features ..................................................................................................... 107

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    6.4 Hazard Avoidance Systems - Traffic ................................................................................................ 108


    6.4.1 Traffic Advisory System ................................................................................................................ 108
    6.4.2 TAS Theoretical Function and Symbology ................................................................................... 110
    6.4.3 TAS Advisory Types ..................................................................................................................... 111
    6.4.4 TAS Flight Identification and Alerting Conditions ......................................................................... 112
    6.4.5 TAS Alerts..................................................................................................................................... 114
    6.4.6 TAS Test Procedure ..................................................................................................................... 115
    6.4.7 TAS Annunciations and Information Status .................................................................................. 117
    6.4.8 TAS Altitude Surveillance Ranges................................................................................................ 119
    6.4.9 TAS Operation .............................................................................................................................. 120
    6.5 Synthetic Vision Technology Features ............................................................................................. 121
    6.5.1 Synthetic Vision Technology ........................................................................................................ 121
    6.5.2 Characteristics and Enhancements .............................................................................................. 123
    6.5.3 Pathways Enhancement ............................................................................................................... 125
    6.5.4 Flight Path Marker Enhancement ................................................................................................. 127
    6.5.5 Zero Pitch Line, Horizon Heading and Traffic Enhancements .....................................................129
    6.5.6 Airport Signs and Runway Enhancements ................................................................................... 130
    6.5.7 HTAWS Enhancements ................................................................................................................ 131
    6.5.8 SVT Operation .............................................................................................................................. 132
    6.6 Additional G1000H Features ............................................................................................................ 134
    6.6.1 SafeTaxi™ .................................................................................................................................... 134
    6.6.2 Viewing SafeTaxi™ ...................................................................................................................... 135
    6.6.3 ChartView™.................................................................................................................................. 137
    6.6.4 Airport Directory ............................................................................................................................ 138
    7 GPS Display Failures and G1000H System Limitations............................................................................ 139
    7.1 GPS Abnormals and G1000H Limitations ........................................................................................ 139
    7.1.1 Overview ....................................................................................................................................... 139
    7.1.2 Loss of Integrity and Integrity OK ................................................................................................. 141
    7.1.3 Dead Reckoning ........................................................................................................................... 142
    7.1.4 System Software........................................................................................................................... 144
    7.1.5 System Equipment........................................................................................................................ 145
    7.1.6 HTAWS, TAS and Datalink XM Weather ..................................................................................... 146
    7.1.7 Required Documentation .............................................................................................................. 147

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    Student Notes - Pilot

    Integrated Flight Information Systems


    1 G1000H Architecture
    1.1 G1000H
    1.1.1 Overview

    The G1000H is an avionics integration platform employing digitally interfaced units that present:

    • Flight instrumentation and supplemental data

    • Airframe and engine systems information

    • Navigation data and navigation resource management

    • Communication data and communications resource management

    • Multiple hazard awareness systems

    • Air Traffic Control (ATC) identification information and resource management.

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    These major areas of integrated information are presented through two large format screens.

    Whilst both screens have the same controls, they predominately have separate roles. The role of
    the left screen is to function as a Multifunction Display (MFD) primarily delivering engine and
    moving map data.

    The role of the right screen is to function as a Primary Flight Display (PFD) delivering an integrated
    picture of the flight condition, propulsion management and containing a Crew Alerting System
    (CAS).

    The PFD and MFD integrate outputs from internal, remote mounted Line Replaceable Units (LRU).

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    1.1.2 Identification of Line Replaceable Units

    Nine different types of internally mounted LRU are mounted in three locations in the aircraft:

    Qty LRU Designation Nomenclature Location

    2 GDU 1040H PFD and MFD Main panel

    2 GIA 63H Integrated avionics unit Nose avionics bay

    1 GDC 74H Air Data Computer (ADC) Behind PFD screen

    2 GEA 71H Engine/airframe unit Nose avionics bay

    2 GSC 46 Signal conditioner Nose avionics bay

    1 GRS 77H Attitude and Heading Reference Aft avionics bay


    System (AHRS)

    1 GTX 33H Mode S transponder Aft avionics bay

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    Qty LRU Designation Nomenclature Location

    1 GDL 69AH Satellite datalink receiver Aft avionics bay

    1 GTS 800 Traffic Advisory System (TAS) Aft avionics bay

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    1.2 Line Replaceable Units (1)


    1.2.1 GDU 1040H Displays

    The GDU 1040H used for both the PFD and the MFD are identical units with identical controls.
    Each screen is a diagonal 10.4 inch Liquid Crystal Display (LCD) with a 1024 x 768 pixel resolution.
    A configuration module within the GDU 1040H PFD back connector contains aircraft specific
    backup configuration data.

    Each GDU 1040H communicates with each other and with the onside GIA 63H integrated avionics
    unit through a High-speed Databus (HSDB) connection.

    A HSDB is a system for connecting the LRU of the G1000H to form a local area network, with
    protocols to control the passing of information and to avoid simultaneous transmission by two or
    more systems. Protocols on the HSDB are standards for LRU intercommunication commonly
    referred to as RS-232, RS-422, RS-485 and ARINC 429 digital interface methods. All such LRU
    digital interface is autonomous and without pilot interface.

    CAUTION
    The GDU 1040H screens use a lens coated with a special anti-reflective coating that is very
    sensitive to skin oils, waxes, and abrasive cleaners. Cleaners containing ammonia will harm the
    anti-reflective coating. It is very important to clean the lens using a soft, clean, lint-free cloth and an
    eyeglass lens cleaner that is specified as safe for anti-reflective coatings.

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    1.2.2 GIA 63H Integrated Avionics Unit

    Each of the two installed GIA 63H units internally integrate and contain:

    • 1 x GPS Satellite Based Augmented System (SBAS) receiver

    • 1 x VHF COM transceiver

    • 1 x VHF NAV receiver

    • 1 x Glide Slope (GS) receiver

    • System integration microprocessors.

    Each GIA 63H is paired with its respective GDU 1040H via a HSDB connection. The GIA 63H units:

    • Are independent and not paired together

    • Do not communicate with each other directly.

    The purpose of GIA 63H is to act as the main datalink communication hub, linking all LRU with the
    respective onside GDU 1040H screens.

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    Note: The GIA 63H units do not include Distance Measuring Equipment (DME) or Automatic
    Direction Finder (ADF) capabilities due to obsolescence. The AW119Kx is Visual Flight Rules (VFR)
    certified and therefore does not have Marker Beacons (MB) or a Wide Area Augmentation System
    (WAAS) capability.

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    1.2.3 GDC 74H Air Data Computer

    The single GDC 74H ADC processes data from the pitot-static system as well as the Outside Air
    Temperature (OAT) probe. This unit provides:

    • Pressure altitude

    • Airspeed

    • Vertical speed

    • Ambient temperature.

    The GDC 74H communicates with each GIA 63H, GDU 1040H and GRS 77H AHRS using an
    ARINC 429 digital interface. It interfaces directly with the GTP 59 OAT probe.

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    1.2.4 GEA 71H Engine and Airframe Unit

    The dual GEA 71H units receive and process signals from the engine and airframe sensors. These
    units communicate with both GIA 63H using an RS-485 digital interface.

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    1.2.5 GSC 46 Signal Conditioner

    The dual GSC 46 signal conditioners convert tachometer and engine torque information to a digital
    format for use by the GEA 71H.

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    1.3 Line Replaceable Units (2)


    1.3.1 GRS 77H Attitude and Heading Reference System

    The single GRS 77H provides aircraft attitude and heading information via ARINC 429 to both GDU
    1040H units and both GIA 63H units.

    The GRS 77H contains advanced sensors (including accelerometers and rate sensors) and
    interfaces with the GMU 44 to obtain magnetic field information, along with the GDC 74H to obtain
    air data, and then with both GIA 63H to obtain GPS information.

    Note: The GRS 77H protrudes slightly into the baggage compartment since the AHRS must be
    mounted within 13 ft (4.0 m) longitudinally and 6 ft 6 in (2.0 m) laterally of the aircraft centre of
    gravity.

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    1.3.2 GTX 33H Mode S Transponder

    The single GTX 33H/ES is a solid-state, mode S transponder that provides interrogation replies for
    modes A, C and S operations.

    Interrogation Mode Description

    Mode A 4096 code capability, 1030 MHz interrogation, 1090 MHz reply

    Mode B Not used

    Mode C 4096 code capability, 1030 MHz interrogation, 1090 MHz reply with
    altitude and heading reporting capability

    Mode D Not used

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    Interrogation Mode Description

    Mode S Referred to as a mode select beacon system (or mode S). It provides
    selective mode reply technology to preclude traffic saturation and
    masked replies on 1090 MHz. It Includes both A and C mode capability.
    Squits (transmits) an aircraft identification code every second without
    interrogation for surveillance use by controllers and other mode S
    equipped aircraft, henace the need for mode S technology with traffic
    avoidance systems (reference the GTS 800 traffic avoidance LRU)

    An Extended Surveillance (ES) transponder is synonymous with extended squitter. An extended


    squitter capability extends 11 parameters of flight data information in 24 bits of code squittered
    every second. ES enables Automatic Dependent Surveillance Broadcast (ADS-B out). ADS-B in
    capability requires a separate receiver.

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    1.3.3 GDL 69AH Satellite Datalink Receiver

    The single GDL 69AH satellite radio receiver communicates with the MFD via HSDB connection
    and provides real-time weather information to the G1000H MFD (and, indirectly, to the inset map of
    the PFD).

    A subscription to the Extended Module (XM) satellite radio service is required to enable the GDL
    69AH capability.

    Note: XM (also referred to as no modulation) are digitised radio programs, compressed before
    being transmitted to a geostationary satellite. The satellite in turn, reflects the signal back to special
    XM antennas and receivers (datalink).

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    1.3.4 GTS 800 Traffic Advisory System

    The single GTS 800 TAS provides a graphical presentation of targets on the moving map display of
    the MFD or inset map of the PFD. The GTS 800 TAS receives active interrogations from other
    mode S and mode C transponders to provide Traffic Advisories (TA) to the pilot independent of the
    ATC system. This is accomplished via the transponder surveillance (or extended surveillance)
    system using squitter information.

    The active interrogations referenced are transponder to transponder (aircraft to aircraft) and not the
    result of an ATC radar interrogation. ADS-B is purposed to ultimately replace ground radars. ADS-B
    has transmit (out) and receive (in) equipment requirements:

    ADS-B Capability Equipment Required

    In Mode S/ES transponder, WAAS capable receiver, ADS-B receiver, two


    antennas

    Out Mode S/ES transponder and WAAS capable receiver

    The AW119Kx meets the requirements for ADS-B out. Until ADS-B in standards are determined,
    the GTS 800 TAS acts as an ADS-B receiver in a TA capacity only, with a single antenna.

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    1.3.5 LRU Failure Indications

    When an LRU or an LRU function fails, a large red X is typically displayed on windows associated
    with the failed data. Upon G1000 power-up, certain windows will remain invalid as equipment
    begins to initialise.

    If any window remains flagged by a red X, then the G1000H system will require troubleshooting and
    rectification.

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    1.4 Externally Mounted Components


    1.4.1 Identification of Probes, Sensors and Antennas

    Externally mounted probes, sensors and antennas that support the G1000H LRU operations are:

    Qty Unit Designation Nomenclature Location

    1 GA 36 Antenna, GPS/WAAS Top of vertical fin

    1 GA 37 Antenna, GPS/WAAS/XM Collocated with GA36

    1 GMU 44 Sensor, magnetometer Lower tail boom

    1 GA 58 Antenna, TAS Fuselage lower, near


    forward cross tube

    1 GTP 59 Probe, OAT Forward lower nose

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    1.4.2 GA 36 and GA 37 GPS Antennas

    The single GA 36 and the single GA 37 antennas are GPS SBAS antennas which are physically
    identical.

    The GA 36 antenna is a through mount (a permanent mount having a coaxial airframe penetration).

    The GA 37 is a through mount antenna with the additional capability of XM/datalink interface
    (reference note on the GDL 69AH LRU).

    Note: An SBAS antenna is a GPS antenna with a WAAS capability. WAAS capabilities add
    numerous features to GPS navigation and specifically, eliminate positional error allowing a variety
    of GPS precision and nonprecision approach operations.

    WAAS is the implementation of SBAS in the United States. WAAS covers virtually the entire
    western hemisphere. SBAS antennas are fitted to the AW119Kx so as to be capable of
    performance with other WAAS types as well, such as the European Geostationary Navigation
    Overlay Service (EGNOS) covering Europe and Africa.

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    1.4.3 GMU 44 Magnetometer Sensor

    The GMU 44 magnetometer measures the earth’s local magnetic field. Digital data is sent to the
    GRS 77H AHRS for processing to determine the magnetic heading of the aircraft.

    This unit communicates with, and receives power directly from the GRS 77H AHRS, using the RS-
    485 digital interface.

    Note: An aviation magnetometer is sometimes referred to as a flux gate or flux valve. This is
    because the magnetometer employs electromagnetic wire coils to create magnetic fluctuations.

    Magnetic flux occurs when the excitation and sense wire coils of the magnetometer cross lines of
    force in the earth’s magnetic field. As the aircraft turns, measurable fluctuations increase, decrease
    or stop (null) in the case of magnetic north alignment. Hence, this operation of the magnetometer
    has been referred to as a flux gate or flux valve function.

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    1.4.4 GA 58 Traffic Avoidance System Antenna

    The single mount, dual blade GA 58 is a directional antenna for the GTS 800 TAS. One bottom
    mounted directional antenna is fitted on the aircraft.

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    1.4.5 GTP 59 Outside Air Temperature Probe

    The single GTP 59 probe provides OAT data to the GDC 74H ADC.

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    2 G1000H Controls
    2.1 System Controls
    2.1.1 Overview

    The PFD and the MFD screens have identical controls. The controls are in six groups as follows:

    Control Group Controls

    COM COM/VOL/ID knob


    Frequency Transfer key (EMERG)
    COM concentric knobs

    Right situational management CRS/BARO concentric knobs


    RANGE/PAN knob

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    Control Group Controls

    Flight Management System (FMS) Direct-to key


    MENU key
    FPL key
    PROC key
    CLR key
    ENT key
    FMS knob

    Softkey 12 softkeys

    Left situational management ALT knob


    HDG/HDG Sync knob

    NAV NAV/VOL/ID knob


    Frequency Transfer key
    NAV concentric knobs

    Note: The G1000H control groups are not a conventional arrangement. The standard COM/NAV
    and CRS/HDG controls are reversed.

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    2.1.2 COM Group

    The COM group of controls consists of the following:

    Control Identification Purpose Summary of Operation

    VOL/SQ knob To adjust receive Turn either direction to adjust com audio
    volume and level (shown as a percentage in com
    manage auto box). Push to enable or disable
    squelch automatic squelch. Squelch level cannot
    be adjusted.

    Transfer key with left right arrows To select desired Push to move cyan box frequency into
    frequency or active use (flip-flop frequency function).
    EMERG frequency Press and hold for 2 seconds and
    emergency frequency 121.5 MHz will be
    tuned and selected.

    COM knob with dual concentric VHF frequency Turn either direction to tune standby
    large outer and small inner knobs selection transceiver frequency in cyan box. Outer
    large knob tunes MHz and small inner
    knob tunes KHz.

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    2.1.3 Right Situational Management Group

    The right side situational management group consists of the following:

    Control Identification Purpose Summary of Operation

    CRS/BARO knob with dual CRS: CRS:


    concentric large outer and small To drive Horizontal Turn either direction to obtain desired
    inner knobs Situation Indicator course needle selection.
    (HSI) course
    needle
    BARO:
    BARO: Turn either direction to obtain desired
    To input local local altimeter setting for BARO window.
    altimeter setting

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    Control Identification Purpose Summary of Operation

    RANGE/PAN knob RANGE: RANGE:


    A map zoom Turn right to zoom out. Turn left to zoom
    control in. Use dedicated control for each
    screen.

    PAN: PAN:
    A map joystick to Push to view pointer then drive pointer
    adjust the map with knob in four directions as desired to
    view in any achieve desired view or to place pointer
    direction (panning) over a map feature.

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    2.1.4 Flight Management System Control Group

    The FMS group of controls consists of the following:

    Control Purpose Summary of Operation


    Identification

    Direct-to key Activates direct-to function. Allows Press Direct-to key, then the direct-to
    entry of new identifier for direct-to window will appear. Enter each new
    destination and course information. identifier letter using FMS/PUSH CRSR
    (cursor) knob and press ENT key. Press
    ENT key again when prompted to
    activate the direct-to leg (a validation).

    MENU key To give the pilot a list of content Press MENU key, then scroll cursor with
    selectable options for access to FMS knob to desired content and press
    features or to make preference ENT key. Follow prompts for
    changes (settings). preferences.

    FPL key Displays flight plan window for Press FPL key, then view current flight
    review or entry. plan in window. Add to or build new flight
    plan using FMS/PUSH CRSR knob and
    ENT key.

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    Control Purpose Summary of Operation


    Identification

    PROC key For access to Instrument Flight Press PROC key, select procedure type
    Rules (IFR) procedures such as (DP, STAR, IAP) and press ENT. Scroll
    departures (DP), arrivals (STARS) cursor to actual desired IFR procedure
    and approach procedures (IAP) using FMS knob and press ENT. Press
    and the ability to add the desired ENT for validation window which will add
    procedure to an existing flight plan. the procedure to the flight plan.

    Note: Procedure can be changed


    anytime. Multiple procedures can be
    built and selected or changed to
    accommodate ATC amendments.

    CLR key CLR key: CLR key:


    • Erases information Press to clear cursor highlighted items
    or prompted functions.
    • Cancels entries
    • Removes menus.

    DFLT MAP DFLT MAP function:


    function DFLT MAP function: Press and hold until MFD Nav page
    To display MFD navigation map appears (this function is only available
    page. on the MFD screen control).

    ENT key Validates selection Press ENT key to complete an action


    Confirms menu selection that is desired. Used in conjunction with
    Allows data entry. other FMS keys and FMS knob.

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    Student Notes - Pilot

    Control Purpose Summary of Operation


    Identification

    FMS/PUSH CRSR Used to accomplish: Small inner/large outer concentric knob


    knob with dual • Data entry setup operation:
    concentric large
    • Scrolling • Push small inner knob for cursor ON.
    outer and small Push again for cursor OFF
    inner knobs • Page selection.
    • With cursor ON, small knob selects
    character, large outer knob moves
    cursor.
    For data entry, push small FMS knob to
    activate cursor ON which highlights area
    for input or area to change data. Turn
    small inner FMS knob left or right for
    selection of the appropriate
    alphanumeric character desired. Then
    turn the large outer knob to advance the
    cursor to the right and repeat until data
    is complete, then press ENT (a typical
    direct-to or flight plan build method).

    To scroll when a window box has


    options too long to view, push cursor ON
    and turn large outer knob left or right to
    scroll up or down the list (a typical
    function when selecting an IFR
    procedure).

    For page selection, use the MFD FMS


    knob. The large outer knob will select
    groups of information having pages
    within them. The small knob allows the
    pilot to see the individual pages without
    exiting a chosen information group
    (typical for choosing display options and
    features).

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    Student Notes - Pilot

    2.1.5 Softkey Control Group

    Softkeys are a changing set of system intuitive choices presented to the pilot on the lower screen of
    the PFD and MFD. The choices are generated by the system software. The pilot selections present
    subsequent detailed choices which may proceed through three levels of changing softkeys in order
    to achieve the desired outcome.

    The pilot interfaces with the selection levels by use of the 12 lower bezel push buttons each
    corresponding to a softkey choice.

    Note: The pilot does not need to know the levels of softkey architecture to effectively use these
    controls. For reference purposes, the three levels of softkey selection are provided in the G1000H
    Integrated Flight Deck Pilot’s Guide.

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    Student Notes - Pilot

    Control Purpose Summary of Operation


    Identificati
    on

    12 individual To allow the pilot an intuitive workload Push the bezel key immediately
    bezel control system to manage: below the softkey choice to select the
    mounted • System initialisation preference, feature, function, system,
    buttons along display, message or guidance
    • CAS window scrolling
    the bottom of desired.
    the PFD and • Temporary display preferences
    MFD screens. • Temporary navigational display Softkey choices will change for each
    preferences additional pilot input and selection.
    • Transponder usage Push the requisite bezel button for
    • Hazard systems usage each subsequent new level of
    selection until the desired objective is
    • System features and attendant displays achieved.
    • Emergency guidance (NRST)
    • System interface messaging (MSG) As each bezel button is pushed the
    softkey choice selected will turn from
    white text on black background to
    black text on grey background and
    remain this way until it is de-selected.

    Note: The MSG softkey will flash a


    white background until the pilot
    acknowledges the message stored by
    pushing the lower right bezel button.
    The message will appear in a window.
    Then the pilot pushes the MSG bezel
    button again to restore the MSG
    softkey to its original appearance
    (white background, black text).

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    Student Notes - Pilot

    2.1.6 Left Situational Management Group

    The left situational management group of controls consists of the following:

    Control Identification Purpose Summary of Operation

    HDG knob To set heading bug Turn either direction until bug is over
    desired heading.

    PUSH HDG SYNC To set heading due Push for sync window to left of HSI. Turn
    to precession knob either direction for manual slaving.

    ALT knob with concentric large To set desired Small inner/large outer concentric knob
    outer and small inner knobs altitude for the operation:
    operation • Turn large knob either direction to
    contemplated increase or decrease altitude in
    above the altimeter thousands of feet.
    • Turn small inner knob either direction
    to increase or decrease altitude in
    hundreds of feet.

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    Student Notes - Pilot

    2.1.7 NAV Control Group

    The left situational management group of controls consists of the following:

    Control Identification Purpose Summary of Operation

    VOL/PUSH ID knob To adjust NAV Turn either direction to adjust NAV audio
    receive volume or level (shown as a percentage in NAV
    to verify station box).
    Morse code
    identification Press to toggle Morse code identifier
    audio ON. Press again to toggle OFF.

    Transfer key with left right arrows To select desired Push to move cyan box frequency into
    VOR frequency active use (flip-flop frequency function).

    NAV knob with concentric large VOR/ILS/LOC NAV Turn either direction to tune receiver
    outer and small inner knobs frequency selection frequency in cyan box. Outer large knob
    tunes MHz and small inner knob tunes
    KHz.

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    Student Notes - Pilot

    2.1.8 Similar System Controls

    The NAV, COM, CRS/BARO, FMS and ALT knobs are concentric dual knobs, each having small
    (inner) and large (outer) knobs. When either portion of a knob is not specified for a specific use
    within a procedure, then either knob may be used. This is not likely with the NAV and COM
    frequency controls.

    More likely cases include scrolling where an information group may only contain one page or a
    menu may have different functionality whereby either knob will operate a menu.

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    Student Notes - Pilot

    2.1.9 Secure Digital Database Card

    The PFD and MFD data card slots use Secure Digital (SD) cards and are located on the top right
    portion of the display bezels. Each display (PFD and MFD) bezel is equipped with two SD card
    slots. SD cards are used for aviation database and system software updates as well as terrain
    database storage.

    CAUTION
    Not all SD cards are compatible with the G1000H. Use only SD cards supplied by Garmin or
    AugustaWestland.

    Only insert a SD card into a slot with the G1000H powered OFF.

    Action Procedure

    Install an SD card Insert the SD card into the slot, gently pushing until the internal spring
    latch engages. Verify that the front of the card remains flush with the face
    of the display bezel.

    Remove an SD card Gently press on the SD card and the internal spring latch will disengage.

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    Student Notes - Pilot

    Note: Typically, the lower SD slots are allocated for both Garmin and other approved optional
    database information to support G1000H operations such as:

    • Expanded Basemap™
    • Terrain (Terrain Awareness and Warning System (TAWS))
    • Obstacle database
    • Safe Taxi™
    • Airport Directory™
    • FliteCharts™ or ChartView™.

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    Student Notes - Pilot

    2.1.10 Operational Approach

    It is normal for pilots transitioning from conventional instrumentation and avionics to have concerns
    about translating the G1000H controls into a control flow.

    The six control groups presented can be translated into three operational areas which support pilot
    priorities during any flight.

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    Operational Control Group In Flight Tasking


    Area Recommendations

    Situational Left situational management group Avoid fixation and distraction of the
    awareness (HDG and ALT) vertical speed indicator movement. To
    preclude excessive heads down time,
    verify/set left situational management
    group first (HDG and ALT).

    Right situational management group Note: HDG bug is not coupled to the
    (CRS/BARO and MAP) helipilot. Use ALT knob and ALT
    window as an altitude alerter.

    Next, verify/set right situational


    management group for CRS/BARO.
    Use MAP knob of MFD (not the PFD)
    and scale map. PAN map only during
    times of low pilot workload. Do not be
    concerned with menus preference
    setting while in flight.

    Setup COM control group Determine early which hand will set
    NAV control group up COM and NAV frequencies and if
    FMS control group a combination of PFD and MFD is
    effective. The FMS can be set up
    from either GDU 1040H.

    Function selection Soft key buttons control group Do not study the three function levels
    of the softkey buttons. The
    transponder is the only radio
    accessed. Only the:

    keys must be known to begin


    navigating the softkey functions.

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    Student Notes - Pilot

    3 Display Modes, Flight Instrumentation, Supplemental Data


    3.1 PFD Initialisation and MFD Power-up Modes
    3.1.1 Self-test and Database Verification

    Upon application of external power or turning the BAT switch to ON, the PFD will automatically
    begin an initialisation process to bring the LRU online. Verify PFD and MFD switches are ON if this
    is not the case.

    PFD initialisation:
    PFD red X indications (symbolic of failed data) will disappear as LRU begin to provide
    instrumentation for display. The AHRS (GRS 77H AHRS) will be last to align with the GIA 63H units
    until a full flight display is presented.

    MFD power-up:
    Simultaneously, the MFD presents a power-up page presentation as it tests and presents the
    following information for pilot verification:

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    MFD Power-up Verification Pilot Actions

    Aircraft model and software Must match current AgustaWestland software version and
    identification number aircraft model.

    List of databases with individual If expired, have current charts and supporting data required
    expiration dates for safety of flight.

    A database listed in yellow font has expired. A white font


    indicates a current database.

    Use www.fly.garmin.com for all database update cycles


    and subscription procurement data.

    Pilot profile Recommendation:


    Use default profile while gaining operational experience.

    Alternatively:
    • Push the small FMS knob to show setup page.
    • Push small FMS knob again to display cursor.
    • Scroll cursor by turning the small FMS knob.
    • Make selections using the ENT button.
    • Use large FMS knob to change pilot profile pages.

    To continue Recommendation:
    Push the lower right softkey button two times in rapid
    succession.

    Alternatively:
    • Push the FMS ENT key twice.

    Note: Regardless of method used, the first push


    acknowledges the MFD power-up data. The second push
    places the MFD into map mode.

    The complete initialisation of the PFD and power-up of the MFD protocols should be complete for
    pilot continuation in approximately 1 minute. In extreme cold conditions, this may take up to 10
    minutes.

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    3.2 Display Modes


    3.2.1 Normal PFD and MFD Display Modes

    When the pilot has accomplished the appropriate initialisation and power verifications and elects to
    continue, the G1000H system will present PFD and MFD normal displays.

    This will not occur unless the system has acquired the correct amount of satellites. The system will
    not place the helicopter symbol on the MFD map display until satellite acquisition has been
    accomplished.

    The normal display mode is the baseline presentation for operations. It is recognised as the first
    display mode after the pilot pushes the continuation softkey twice to verify data and to select the
    normal mode (MFD with map and secondary Engine Instrument Strip (EIS), the PFD with full flight
    instrumentation, CAS and the primary EIS).

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    3.2.2 Reversionary Action and Presentation

    A reversionary action is when the G1000H system automatically detects a GDU 1040H display
    screen failure. Regardless of which screen has failed, the PFD normal mode information will
    automatically transfer to the operating screen as a backup.

    MFD map and secondary EIS displays will be lost (ENG OIL, XMSN OIL, HYD, FUEL PSI, AMP,
    VDC). Access to COM 2 and NAV 2 will be lost and the failure indicated with a red X on the PFD
    display.

    In the event of a system malfunction occurring within the secondary EIS systems, the appropriate
    warning or caution message can be viewed on the PFD CAS.

    Manual activation for training:


    A reversionary mode can be activated by the pilot for training purposes by selecting the TRNG
    MODE switch to ON. The switch is located on the top row of the overhead switch panel. OFF
    position restores the normal display mode to both screens.

    Note: In the event that an automatic reversionary has taken place and the PFD in reversionary
    mode begins to display further failures in airspeed, altitude, or heading, use the Emergency
    Standby Instrument System (ESIS) display.

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    3.3 Flight Instrumentation


    3.3.1 Airspeed Indicator

    There are three displays on the airspeed indicator:

    • Vertical speed tape

    • Ground speed

    • Airspeed trend vector.

    The airspeed indicator displays airspeed on a vertical moving tape with rolling numbers. The ground
    speed is displayed in knots below the airspeed indicator.

    Speed indications begin at 20 Knots Indicated Airspeed (KIAS). The indicated airspeed is displayed
    inside the black pointer box. The pointer box remains black until reaching the never exceed speed
    (V NE ), at which point it indicates white on red.

    Colour coded speed strips (replace green and red arcs) are displayed on the moving tape. The
    colours denote normal operating range and V NE .

    The airspeed trend vector is a vertical, magenta line that appears to the right of the colour coded
    speed range strip when airspeed is either accelerating or decelerating. One end of the magenta line

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    is anchored to the tip of the airspeed pointer while the other end moves continuously up or down
    corresponding to the rate of acceleration or deceleration. For any constant rate of acceleration or
    deceleration, the moving end of the line shows approximately what the indicated airspeed value will
    be in six seconds.

    If the trend vector crosses V NE , the text of the actual airspeed readout changes to yellow. The trend
    vector is absent if the speed remains constant or if any data needed to calculate airspeed is not
    available due to a system failure.

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    3.3.2 Attitude Indicator

    Attitude information is displayed over a virtual blue sky and a synthetic vision landscape with a
    white horizon reference line. The attitude indicator displays the pitch, roll, and yaw (slip/skid
    information).

    When the Synthetic Vision System (SVS) is installed, the pitch scale is reduced to 10˚ up and 7.5˚
    down.

    The inverted white triangle indicates zero on the roll scale. Major index marks at 30˚ and 60˚ and
    minor tick marks at 10˚, 20˚, and 45˚ are shown to the left and right of the zero. Angle of bank is
    indicated by the position of the upright white triangle pointer on the roll scale (roll pointer).

    The slip/skid indicator is the moving base (bar) beneath the roll pointer. The indicator bar moves
    with the roll pointer and displaces laterally away from the pointer to indicate uncoordinated flight.
    Slip (inside the turn) or skid (outside the turn) is indicated by the location of the bar relative to the
    base of the pointer.

    The conventional turn and bank indicator has been integrated into two separate instrument displays:

    • The turn needle is integrated into the Horizontal Situation Indicator (HSI)

    • The slip/skid inclinometer (ball) has been integrated as shown on the attitude indicator.

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    3.3.3 Altimeter

    The altimeter displays 600 ft of barometric altitude scale on a rolling number tape. Numeric labels
    with major index marks are shown at intervals of 100 ft. Minor tick marks are at intervals of 20 ft.
    The current altitude is displayed in the black pointer box. The selected bug altitude is displayed
    above the altimeter tape. The barometric setting is displayed at the bottom of the altimeter tape.

    The ALT knob is used to set selected altitudes having a bug reference (used as a pilot reminder). If
    the selected altitude exceeds the range shown on the tape, the bug appears at the corresponding
    edge of the tape.

    The BARO knob sets pressure. Inches of mercury, or changeable to Hectopascals (HPA), are also
    referred to as millibars.

    For altitude in metres:

    • Select PFD softkey

    • Select ALT UNIT softkey

    • Selecting METERS softkey will change readout

    • Select BACK softkey.

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    For barometric pressure in HPA:

    • Select PFD softkey

    • Select ALT UNIT softkey

    • Selecting HPA softkey will change readout

    • Select BACK softkey.

    Always accomplish both settings when the metric system of altitude indication is required.

    A trend vector feature is also included in the altimeter presentation. A magenta altitude trend vector
    extends up or down on the left side of the altitude tape (the end resting at the approximate altitude
    to be reached in 6 seconds at the current vertical speed). The trend vector is not shown if altitude
    remains constant or if data needed for calculation is not available due to a system failure.

    For IFR approach operations, a Minimum Descent Altitude (MDA) or a Decision Height (DH) can
    also be bugged on the altimeter tape.

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    3.3.4 Vertical Speed Indicator

    The Vertical Speed Indicator (VSI) displays the aircraft vertical speed on a fixed scale with numeric
    labels and major indexes at 1000 and 2000 fpm.

    Digits appear in the black pointer box when the climb or descent rate is greater than 100 fpm.

    If the aircraft is climbing or descending at a rate greater than 2000 fpm, the VSI black pointer box
    appears at the corresponding edge of tape and the rate appears inside the pointer.

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    3.3.5 Horizontal Situation Indicator

    The HSI displays a rotating compass card in a heading up orientation. Letters indicate the cardinal
    points with numeric labels every 30˚. Major index marks are at 10˚ intervals and minor tick marks
    are at 5˚ intervals. A digital reading of the current heading appears on top of the HSI.

    The current track is represented on the HSI by a magenta diamond connected to a grey dashed
    line. The HSI also presents turn rate, course deviation, bearing and navigation source information.
    The HSI is available in two formats, a 360˚ compass rose and a 140˚ arc.

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    3.4 Additional Horizontal Situation Indicator Indications


    3.4.1 Alternative HSI 140° Arc Display

    The arc HSI is a 140˚ expanded section of the compass rose. The arc HSI contains a course
    pointer, combined to/from indicator, a Course Deviation Indicator (CDI) and a deviation scale. Upon
    station passage, the to/from indicator flips and points to the tail of the aircraft, just like a
    conventional to/from flag. Depending on the navigation source, the CDI on the arc HSI can appear
    in two different ways, an arrowhead (GPS, VHF Omnidirectional Range (VOR)) or a diamond
    (Localiser (LOC)).

    To change the compass rose format:

    • Push PFD softkey

    • Push HSI FRMT softkey

    • Push ARC HSI softkey.

    Adjustment of heading and course while using the 140° arc are still performed by selecting the
    respective CRS or HDG knob. As the adjustments are changed, windows on either side of the HSI
    will appear to display the results for pilot verification.

    Navigation recommendation regardless of HSI format used:

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    • The CDI can be centred with one push on the CRS knob. The course pointer will also then
    indicate the bearing to the active waypoint.

    • The heading bug can be slewed to the current heading at any time with one push on the HDG
    knob.

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    3.4.2 Turn Rate Indicator

    The conventional turn needle from a turn and bank instrument has been integrated into the HSI of
    the G1000H system. The turn rate indicator is located directly above the rotating compass card.

    Tick marks to the left and right of the lubber line denote half-standard and standard turn rates (1.5°
    and 3.0° per second). A magenta turn rate trend vector shows the current turn rate. The end of the
    trend vector gives the heading predicted in 6 seconds, based on the present turn rate.

    A standard rate turn is shown on the indicator by the trend vector stopping at the standard turn rate
    tick mark.

    At rates greater than 4° per second, an arrowhead appears at the end of the magenta trend vector
    and the prediction is no longer valid.

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    3.4.3 Course Needle and Bearing Pointer Formats

    A bearing pointer is not selected for navigation such as a CDI would be. Bearing pointers are
    typically used for cross-check navigational purposes and situational awareness.

    Two bearing pointers and their associated bearing windows can be displayed on the HSI for NAV
    and GPS sources by pressing the PFD softkey then a BRG softkey. The bearing pointers are light
    blue and are single line (BRG 1) or doubleline (BRG 2).

    A pointer symbol is shown in the bearing information windows to indicate the navigation source. The
    bearing pointers never override the CDI and are visually separated from the CDI by a white ring.
    Bearing pointers may be selected but not necessarily visible due to data unavailability.

    When a bearing pointer is displayed, its associated information window is also displayed. The
    bearing information windows are displayed to the lower sides of the HSI and display the following
    information:

    • Bearing source (NAV, GPS)

    • Bearing pointer

    • Frequency (NAV)

    • Station or waypoint identifier (NAV, GPS)

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    • GPS derived great circle distance to bearing source.

    To remove the bearing pointer(s) and bearing window(s) push the BRG softkey.

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    3.4.4 Course Deviation Indicator

    The CDI moves left or right from the course pointer along a lateral deviation scale to display aircraft
    position relative to the course. If the course deviation data is not valid, the CDI is not displayed.

    The CDI can display two sources of navigation, GPS or VOR/LOC (singularly). Colour indicates the
    current navigation source, magenta for GPS and green for VOR and LOC. The full scale limits for
    the CDI are defined by a GPS derived distance when coupled to GPS. When navigating using a
    VOR or LOC, the CDI uses the same angular limits as a mechanical CDI. If the CDI exceeds the
    maximum deviation on the scale (two dots) while navigating with GPS, the cross track error (XTK) is
    displayed below the white helicopter symbol.

    Navigation sources can be changed by selecting the CDI softkey.

    Note: Do not confuse bearing pointers with CDI navigation sources. A CDI navigation source is one
    selected for tracking to or from. Bearing pointers are relational to navigational crosschecks and
    situational awareness.

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    Student Notes - Pilot

    3.5 Supplemental Flight Data


    3.5.1 Temperature Display

    The OAT is displayed to the left of the HSI in degrees Celsius (°C). The OAT window will always be
    present unless data is invalid.

    A Fahrenheit format is not available since vital performance data such as power checks, hover
    performance and rate of climb are predicated upon degrees Celsius.

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    3.5.2 Wind Component Display

    Wind direction and speed (relative to the aircraft) in knots can be displayed in a window to the upper
    left of the HSI. When the window is selected for display, but wind information is invalid or
    unavailable, the window shows NO WIND DATA. Wind data can be displayed in three different
    ways:

    • Push the PFD softkey

    • Push the WIND softkey to display wind data display options

    • Push one of the OPTN (1, 2, or 3) softkeys to change how wind data is displayed:

    o OPTN 1: Wind direction arrows with numeric headwind/tailwind and crosswind


    components

    o OPTN 2: Wind direction arrow and numeric speed

    o OPTN 3: Wind direction arrow with headwind (H) or tailwind (T) and crosswind (X) speed
    components.

    • Select the OFF softkey to remove the window.

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    Student Notes - Pilot

    4 COM Radio Tuning and Procedures


    4.1 COM Tuning
    4.1.1 Selection, Activation and Indications

    The COM frequency box is the same on both the PFD and MFD. The frequency box can be tuned
    by either the PFD or MFD COM control group.

    The COM frequency box is composed of four numeric fields. The frequencies on the left are those
    in the active field for COM 1 and COM 2. The frequencies on the right are those in the standby
    fields for COM 1 and COM 2. The frequency tuning box is in light blue.

    The desired transceiver for communication is selected by the Digital Audio Control System (DACS)
    audio control panel. The DACS audio control panel selection uses the frequencies in the active field
    only. The DACS audio panel selection (1 or 2) will mute the transceiver not selected.

    There are two indications during COM operations that appear to the right of the active frequencies:

    • TX - appears for the duration of a pilot transmission next to the selected active frequency

    • RX - appears for the duration of any signal received next to the selected active frequency.

    Note: In the normal display mode, the PFD and MFD will display the last frequencies used prior to
    the previous shutdown of the G1000H system.

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    4.1.2 Manual Tuning

    Any type of frequency tuning for either COM transceiver is performed within a tuning box. The
    tuning box can be positioned around either COM 1 or COM 2 standby frequencies. The tuning box
    will always be in view. The tuning box also carries with it a light blue transfer arrow symbol.

    To position the tuning box push the small COM knob until the tuning box is positioned over the
    standby COM frequency desired for tuning.

    To manually tune a frequency:

    • Turn the COM knobs to tune the desired frequency in the selected COM tuning box. The large
    knob will tune MHz and the small knob will tune KHz.

    • Push the frequency transfer key to transfer the frequency to the active field.

    • Verify that the tuned COM transceiver has been selected on the DACS audio control panel.

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    4.1.3 Quick Tuning the Emergency Frequency

    Pushing and holding the COM frequency transfer key for 2 seconds will automatically load the
    VHF emergency COM frequency (121.500 MHz) directly into the active transceiver field of the COM
    radio selected for tuning.

    Since the frequency is loaded directly into the active field, the standby field and tuning box
    frequency does not change. Either COM transceiver can perform this function.

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    4.1.4 Autotuning COM Frequencies from the PFD

    Autotuning a COM frequency is when a frequency can be highlighted and picked from a PFD
    window or an MFD information page. It is then deposited into the standby COM frequency field for
    transfer to the active field without the need for manual tuning.

    Remember that autotune capabilities may be accomplished on the PFD or the MFD but each will
    access either a window or page format respectively. Regardless of function, work windows on the
    PFD and manage the pages on the MFD. The most useful PFD autotune window function (to
    alleviate pilot workload) utilises the NRST softkey and picks frequency information from the nearest
    airports window.

    To autotune a COM frequency on the PFD:

    • Push the NRST softkey. This will open the nearest airports window on the lower right side of
    the PFD.

    • Turn the large FMS knob to scroll through the airport list. Push small FMS knob to highlight the
    desired airport frequency (push FMS knob to highlight and cursor on are the same function).

    • Push the FMS ENT key to load the COM frequency into the COM standby tuning box.

    • Push the frequency transfer key to transfer the frequency to the COM active frequency field.

    The PFD nearest airports window will have limited airport frequencies. To autotune COM
    frequencies for airspace (centre, approach), weather services (Automated Weather Observing
    System (ASOS), Automatic Terminal Information Service (ATIS)) or any detailed airport information,
    the MFD information pages will be utilised.

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    Student Notes - Pilot

    4.1.5 FMS Menu Key Functionality

    The use of COM autotuning from the MFD first requires a brief understanding of the FMS MENU
    key.

    The purpose of the key is to manage the PFD windows or MFD information pages (to view their
    respective options lists). When the MENU key is pushed on the MFD, a context sensitive list of
    options within a page menu will appear. The options list within the page menu allows the pilot to
    access additional features or make setting changes which specifically relate to the currently
    displayed page (or window on the PFD). Turn the outer and inner MFD FMS knobs to select a page
    group and page prior to using the MENU key.

    The G1000H does not use a master menu list. Some menus provide access to additional submenus
    that are used for guidance to view, edit, select and review options. Menus will display NO OPTIONS
    when there are no options for the current page (or PFD window) selected.

    Navigating a menu after the MFD page has been displayed:

    • Push the MENU key to display the page menu window

    • Turn the FMS knob to scroll through a list of available options (a scroll bar appears to the right
    when the options list is longer than the window)

    • Push the ENT key to select the desired option.

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    Push the CLR key to cancel an operation or push the small FMS knob to remove the menu from
    sight (escape).

    Note: Softkey selections do not bring up menus or submenus.

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    4.1.6 Autotuning COM Frequencies from the MFD

    On the MFD, frequencies can be autotuned to the COM frequency standby field using a menu key
    approach or by pulling a frequency directly from a MFD page.

    Unlike using a PFD window, the MFD uses full page displays of information and then the individual
    page menu options are managed using the FMS MENU key.

    MFD autotuning of a COM frequency from either the NRST or WPT pages:

    • Push MFD FMS MENU key after desired page is displayed in the MFD

    • Turn the large FMS knob to scroll through the menu options

    • Push the FMS ENT key to make the desired selection

    • Scroll through the frequency selections with the small FMS knob

    • Push the FMS ENT key to load the COM frequency into the standby field

    • Push the COM control group frequency transfer key to make active.

    Picking a frequency from a MFD information page already in view can be done by pushing the small
    MFD FMS knob to show the cursor on page. Turn the FMS knob to place the cursor over the
    desired frequency. Push the FMS ENT key and then the frequency transfer key to make active.

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    Note: The menu approach allows direct access to the detailed information of the nearest airports,
    nearest frequencies and nearest airspace menu options.

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    4.2 COM Radio Procedures


    4.2.1 Selection of Frequency Spacing

    The COM radios can tune either 760 VHF COM channels at 25 KHz spacing (118.000 to 136.975
    MHz) or use 8.33 KHz spacing (118.000 to 136.990 MHz) which yields 3,040 VHF COM channels.

    The COM displays always present the pilot with a six-digit frequency. To determine or change the
    frequency spacing currently in use:

    • Select the AUX system setup page.


    AUX is the page group obtained on the MFD by turning the outer FMS knob until the AUX page
    group is obtained. The individual page within the page group is obtained with the small MFD
    FMS knob (system setup 1).

    • Push the small FMS knob to activate the flashing cursor.

    • Turn the large FMS knob to highlight the channel spacing field in the COM CONFIG box on the
    page.

    • Turn the small FMS knob to select the desired channel spacing.

    • Push ENT key to complete the channel spacing selection.

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    It is recommended that the 8.33 KHz setting be used since it also incorporates all of the 760 25 KHz
    channels.

    Note: When the COM CONFIG box is selected on the AUX – system setup page 1, all system
    softkeys will be blank.

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    4.2.2 Automatic Squelch and COM Volume Balancing

    Squelch sensitivity of the COM audio signals received is set at the factory. The pilot may elect to
    have the automatic setting ON or OFF.

    To select a setting:

    • Push the VOL/SQ knob to turn OFF the automatic squelch (steady static will be heard)

    • Push the VOL/SQ knob again to turn ON the automatic squelch.

    The COM radio volume level can be adjusted from 0 to 100% using the VOL/SQ knob. Turning the
    knob clockwise increases volume, turning the knob anticlockwise decreases volume. When
    adjusting volume, the level (in percentage) is displayed in the standby frequencies field. Volume
    level indications remain for 2 seconds after any adjustment.

    G1000H and DACS ACP53-001 audio control panel settings for audio balancing:
    To obtain the optimal balance between sidetone and audio signals received volume, the following
    checklist is recommended as a volume default setting:

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    Control Audio Balancing Default Settings

    Automatic squelch On

    Volume Set to 54%

    DACS ACP53 audio panels Set COM 1 and COM 2 volume knobs to maximum (full clockwise
    position)

    DACS ACP53 audio panels Set outer master receive volume knob to a midrange setting

    Note: This recommendation allows the pilot to balance audio and set only one master control on the
    ACP53 up or down from midrange for personal preference.

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    4.2.3 Abnormal Operations

    COM abnormal operations typically involve a stuck microphone, a GIA 63H transceiver unit failure
    or a tuning failure.

    Stuck microphone:
    If the cyclic Push-To-Talk (PTT) switch becomes stuck, the COM transmitter stops transmitting after
    35 seconds of continuous operation. An alert appears on the PFD to advise the pilot of a stuck
    microphone.

    COM tuning failure:


    In case of a COM system tuning failure, the emergency frequency (121.500 MHz) is automatically
    tuned in the radio in which the tuning failure occurred. Depending on the failure mode, a red X may
    appear on the frequency display.

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    5 Transponder Procedures
    5.1 GTX 33H ES Mode S Transponder
    5.1.1 Controls

    The transponder provides ATC with radar beacon, datalink and ADS-B out information.

    Functional management of the transponder is accomplished and displayed using the softkeys of the
    PFD:

    • Mode selection and code selection.


    When the top level XPDR softkey is pushed, the mode selection softkeys appear (STBY, ON,
    ALT, GND, VFR, CODE, IDENT, BACK).

    • When the CODE softkey is pushed, the number softkeys appear (0, 1, 2, 3, 4, 5, 6, 7, IDENT,
    BKSP, BACK).

    • The digits 8 and 9 are not used for code entry. Pushing the numbered softkeys in squawk
    sequence enters the transponder code. If an error is made, the code selection cursor can be
    moved back to the left one digit with each push of the BKSP softkey.

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    Alternatively, the code can also be entered with the FMS knob on the PFD in the event of a
    nonfunctioning softkey. Code entry must be completed with either the softkeys or the FMS knob, but
    not a combination of both.

    After 45 seconds of transponder softkey inactivity, the system reverts to the top level softkeys.

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    5.1.2 Mode Selection and Automatic Modes

    Mode selection is automatic in ground (GND) and altitude (ALT) modes. The G1000H will
    automatically switch to ALT mode for the pilot when airborne. The pilot may manually select
    standby, ON, and ALT modes. The STBY, ON, and ALT softkeys can be accessed by pushing the
    XPDR softkey.

    Selecting a transponder mode:

    • Push the XPDR softkey to display the transponder mode selection softkeys.

    • Push the desired softkey to activate the transponder mode.

    GND mode is normally selected automatically when the aircraft is on the ground. The transponder
    powers up in the last mode it was in when shut down. GND mode can be overridden by pushing any
    one of the mode selection softkeys. A green GND indication and transponder code appear in the
    mode field of the transponder data box. In GND mode, the transponder does not allow mode A and
    mode C replies, but it does permit acquisition squitter and replies to discretely addressed mode S
    interrogations.

    When standby mode has been selected on the ground, the transponder can be returned to GND
    mode by pushing the GND softkey.

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    5.1.3 Standby Mode Selection

    In standby, the transponder does not reply to interrogations, but new codes can be entered.

    When standby is selected, a white STBY indication and transponder code appear in the mode field
    of the transponder data box. In all other modes, these fields appear in green.

    In standby mode, the IDENT function is inoperative.

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    5.1.4 Manual ON Mode Selection

    Selection of ON mode generates mode A and mode S replies, but mode C altitude reporting is
    inhibited.

    With ON mode selected, a green ON indication and transponder code appear in the mode field of
    the transponder data box.

    Manual ON mode can be selected at any time by pushing the ON softkey.

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    5.1.5 Normal Operation Confirmation

    When the transponder sends replies to interrogations, a white R indication appears momentarily in
    the reply status field of the transponder data box.

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    5.1.6 Entering a Transponder Code

    The recommended method to enter a transponder squawk code is by the softkeys. In the event a
    number softkey is not functioning, the PFD FMS may be utilised.

    Step Entering a Transponder Code with Softkeys

    1. Push the XPDR softkey to display the transponder mode selection softkeys.

    2. Push the CODE softkey to display the transponder code selection softkeys, for digit entry.

    3. Push the digit softkeys to enter the code in the code field. When entering the code, the
    next softkey in sequence must be pressed within 10 seconds, or the entry is cancelled and
    restored to the previous code. Five seconds after the fourth digit has been entered, the
    transponder code becomes active.

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    Step Entering a Transponder Code with the PFD FMS Knob

    1. Push the XPDR and the CODE softkeys to enable code entry.

    2. Turn the small FMS knob on the PFD to enter the first two code digits.

    3. Turn the large FMS knob to move the cursor to the next code field.

    4. Enter the last two code digits with the small FMS knob.

    5. Push the ENT key to complete code digit entry.

    Note: Pushing the CLR key or small FMS knob before code entry is complete cancels code entry
    and restores the previous code. Waiting for 10 seconds after code entry is finished activates the
    code automatically.

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    5.1.7 Entering a VFR Code

    To alleviate pilot workload, a VFR softkey is available. When the VFR softkey is pushed, the
    preprogrammed 1200 VFR code is automatically displayed in the code field of the transponder data
    box.

    The VFR code 1200 can be entered either manually or automatically by:

    • Pushing the XPDR softkey

    • Then pushing the VFR softkey.

    Pushing the VFR softkey again recovers the previous identification code if needed.

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    5.1.8 IDENT Function

    Pushing the IDENT softkey sends a distinct identity indication to ATC. The IDENT softkey appears
    on all control levels of transponder softkeys. When the IDENT softkey is pushed, a green IDNT
    indication is displayed in the mode field of the transponder data box for a duration of 18 seconds.

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    6 Alerts and Hazard Avoidance


    6.1 Alerting
    6.1.1 General

    The G1000H provides an incredible array of operational safety choices for the pilot. Initially, this
    may create a sensory overload effect for the pilot’s priorities unless the alerts, avoidance systems
    and features of the G1000H are properly categorised in relation to the objectives of situational
    awareness, setups and functional selection management.

    To define the scope of hazard avoidance, consider the relation of pilot priorities to the three
    divisions of system technology:

    Alert Types Scope and Location


    (Situation Awareness)

    G1000H system LRU and system messages on the PFD window

    Traffic Annunciations and voice aural warnings (PFD)

    Terrain Annunciations and voice aural warnings (PFD)

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    Alert Types Scope and Location


    (Situation Awareness)

    Altitude Changing colours and aural tones (PFD)

    Instrumentation Chevrons for recovery and deleted information for a clear screen
    during an unusual attitude (PFD)

    Hazard Avoidance Scope and Location


    Systems
    (Setup Management)

    Weather Sirius XM Weather™ NEXRAD radar displays and associated


    reporting services with TAF, METAR TFR, PIREP information and
    more presented primarily through MFD pages

    Terrain Helicopter Terrain Awareness and Warning System (HTAWS).


    Terrain and obstacle MFD map with look ahead feature and both
    PFD and MFD annunciations

    Traffic Traffic Information Service (TIS) and TAS. Presented on the PFD
    and MFD

    Additional Features Scope and Location


    (Functionality
    Selections)

    Synthetic Vision Technology • PFD characteristics of SVT software (items displayed


    (SVT) and items not displayed)
    • PFD enhancements for display such as pathways, a
    Flight Path Marker (FPM), horizon heading marks,
    traffic display, airport signs, runway display, terrain
    alerting and obstacle alerting

    Safe Taxi™ Airport information for safe movement and positional awareness
    as viewed on the MFD

    ChartView™ Jeppesen charts as viewed on the MFD

    Airport Directory™ Textual airport operations information by either the Aircraft


    Owners and Pilots Association (AOPA) or AC-U-KWIK™. Viewed
    on the MFD

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    6.1.2 G1000H System Alerting

    When a new message is issued, the MSG softkey flashes to alert the flight crew. It continues to
    flash until pressed, which opens the system messages window and acknowledges the message(s)
    which initiated the flashing.

    When the window is open, messages for conditions which are no longer active turn grey. Messages
    generated while the window is open are not automatically displayed, but cause the MSG softkey to
    begin flashing again.

    Pushing the MSG softkey while the system messages window is displayed, will close the window
    unless the MSG softkey is flashing. The message window will overlay the PFD inset map while in
    use.

    A complete list of G1000H system annunciations can be found in the Rotorcraft Flight Manual
    Supplement (RFMS) (section 3).

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    6.1.3 Traffic Display and Annunciation

    Traffic is displayed symbolically on the PFD inset map, the MFD navigation map page and various
    other MFD page maps.

    When a TA is detected, the following automatically occurs:

    • The PFD inset map is enabled and displays traffic

    • A flashing black-on-yellow TRAFFIC annunciation appears to the top left of the attitude
    indicator for five seconds and remains displayed until no TA are detected in the area

    • A single TRAFFIC aural alert is generated.

    If an additional TA appears, new aural and visual alerts are generated.

    Note: The AW119Kx has TIS and a TAS. TIS is the map display of traffic information from mode A
    and mode C transponders in real-time. TAS is a self-contained system (the GTS 800 LRU onboard)
    that generates TA for the pilot.

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    6.1.4 HTAWS Annunciation

    HTAWS annunciations, TERRAIN appear on the PFD to the upper left of the altimeter and are
    accompanied by a TERRAIN, TERRAIN aural message.

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    6.1.5 Altitude Alerting

    The ALT knob is used to place a selected altitude in the altitude bug window above the altimeter
    tape on the PFD. The altitude alerting function provides visual and audio alerts when approaching
    the selected altitude.

    Whenever the selected altitude is changed, altitude alerting is reset. Altitude alerting is based on the
    altitude information shown on the PFD.

    The following occur when approaching the selected altitude:

    • Upon passing through 1000 ft of the selected altitude, the bug box changes to black text on
    light blue background, flashes for 5 seconds and an aural tone is generated.

    • Upon passing within 200 ft of selected altitude, the bug box changes to light blue text on black
    background and flashes for 5 seconds.

    • Upon reaching the selected altitude, if the aircraft deviates ±200 ft, the bug box changes to
    yellow text on a black background and flashes for 5 seconds. A single aural tone is generated.

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    6.1.6 Radar Altimeter

    When the radar height is between zero and 2,500 ft, the current value is displayed in green to the
    right of the heading window. Display of radar height becomes more sensitive as the height above
    ground decreases.

    A ground line is shown on the altimeter to display the aircraft’s height relative to the ground. If the
    data becomes invalid, the message RA FAIL is displayed in yellow in place of the current radar
    height.

    Radar Height Range (ft) Displayed to the Nearest

    0 - 50 1 ft

    50 - 200 5 ft

    200 - 1500 10 ft

    1500 - 2500 50 ft

    Note: Radar height is the aircraft altitude above ground as detected by the Radar Altimeter (RA), (it
    is also known as radar altitude.)

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    6.1.7 Unusual Attitudes

    When the aircraft enters an unusual pitch attitude, red chevrons pointing toward the horizon warn of
    extreme pitch. The chevrons are displayed on the attitude indicator, starting at 50˚ above and 30˚
    below the horizon line. Chevrons point the direction towards recovery from an unusual attitude.

    If pitch exceeds +30˚/-20˚ or bank exceeds 65˚, some information displayed on the PFD is removed.
    The altimeter, airspeed, attitude, vertical speed, and HSI remain on the display.

    The bearing information (top of PFD), system alerts, and annunciation windows can be displayed
    during such situations as applicable.

    To give the pilot the clearest presentation for recovery, the following information is removed from
    the PFD (and corresponding softkeys are disabled) when the aircraft experiences unusual attitudes:

    Items Cleared from the PFD During Unusual Attitudes

    Traffic annunciations

    Inset map

    OAT

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    Items Cleared from the PFD During Unusual Attitudes

    Wind data

    Transponder status box

    System time

    Windows displayed in the lower right corner of the PFD:


    • Timer/References
    • Nearest Airports
    • Flight Plan
    • Alerts
    • Procedures

    MDA/DH readout

    Vertical deviation (VNAV)

    GS, glide path indicators

    Altimeter barometric setting

    Selected altitude, heading, course

    PFD setup menu

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    6.2 Hazard Avoidance Systems - Weather


    6.2.1 XM Weather Data

    The GDL 69AH LRU is the satellite receiver that processes Sirius XM Weather™ information
    originating from the National Weather Service (NWS). This service includes three products for the
    pilot:

    • NEXRAD radar (WSR-88D)

    • Graphical weather depictions

    • Airborne weather reports.

    Weather information and associated text is displayed on the MFD. The GDL 69AH operates in the
    S-band frequency range to provide continuous reception capabilities at any altitude throughout
    North America. Weather data is uplinked by ground stations to the satellites then downlinked for
    pilot use.

    The S-band is part of the microwave band in the electromagnetic spectrum. It is defined by the
    Institute of Electrical and Electronics Engineers (IEEE) as those frequencies that range from 2 to 4
    GHz. The S-band is used by weather radar, surface ship radar, and by National Aeronautical Space
    Administration (NASA) to communicate with the International Space Station (ISS). Sirius XM

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    Weather™ operates radar, graphics and text between 2.31 and 2.36 GHz.

    Note: Next generation radar or NEXRAD has an official designation of WSR-88D meaning Weather
    Surveillance Radar 1988, Doppler. WSR-88D is a series of 160 radar sites operated by the NWS as
    part of the National Oceanic and Atmospheric Administration (NOAA).

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    6.2.2 Viewing XM Weather Data

    The primary map for viewing Sirius XM weather information is the weather datalink (XM) page in the
    map page group. This is the only map display capable of showing information for all available Sirius
    XM weather products.

    Viewing the weather datalink (XM) page:

    • Turn the large FMS knob to select the map page group

    • Turn the small FMS knob to select the weather datalink (XM) page.

    The Sirius XM weather service broadcasts weather products at specific intervals. If for any reason,
    a product is not broadcast within the expiration time intervals, the system removes the expired data
    from the display, and shows dashes instead of the product age. This ensures the displayed
    information is consistent with what is currently being transmitted by the Sirius XM weather service.

    If more than half of the expiration time has elapsed, the colour of the product age changes to
    yellow. If data for a weather product is not available, the system displays N/A next to the weather
    product symbol instead of the product age.

    Softkeys control the display of weather information on most MFD pages. When a weather product is
    selected for display, the corresponding softkey label changes to grey to indicate the product is
    enabled. The softkeys will continue to change in order to narrow the search.

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    6.2.3 Weather Range and Map Range Settings

    Pushing the MFD MENU key will allow weather product ranges to be set up. It is recommended that
    experience be gained before changing the default settings.

    Setup menus for the navigation map page and the weather datalink (XM) page control the map
    range settings above which weather products data are automatically de-cluttered from the display.

    Example:
    If a map range larger than the weather product map range setting is selected, the weather product
    data is removed from the map. The page menus also provide a means in addition to the softkeys for
    enabling/disabling display of weather products.

    Note: Until preference is gained with XM weather products, utilise the weather datalink (XM) page
    since it will subsequently have all of the products available with default ranges.

    Not all of the products are available on these pages:

    • Navigation map page

    • Weather information page

    • Nearest pages group

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    • Flight plan page

    • Aux pages.

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    6.2.4 Weather Products Panning

    Additional information about the following weather products can be displayed by panning over to the
    weather product symbol on the map:

    • Echo tops

    • Cell movement

    • SIGMET

    • AIRMET

    • METAR

    • County warnings

    • TFR

    • AIREP

    • PIREP.

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    Look for the appropriate symbol on the map for the information desired and pan to it by:

    • Pushing the RANGE knob (pointer will appear)

    • Tilting the RANGE knob side to side or up and down to drive pointer to desired position (a
    joystick function).

    Note: The map range is adjusted by turning the RANGE knob. If the map range is adjusted while
    panning is enabled, the map is recentred on the map pointer.

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    6.2.5 Graphical Weather

    NOAA 12, 24, 36 and 48 hour prognostic forecast charts can be displayed on the MFD as graphical
    weather depictions. The G1000H recognises these as Surface (SFC) analysis charts. Like many of
    the other weather products on the weather datalink (XM) page, a softkey is provided for selection.

    To display a graphical weather surface analysis chart:

    • Select the weather datalink (XM) page with the large MFD FMS knob

    • Push the MORE WX softkey

    • Push the SFC softkey

    • Push the softkey representing the forecast time desired: CURRENT, 12 HR, 24 HR, 36 HR, 48
    HR.

    The SFC softkey will change to reflect the selection.

    Note: A reminder and emphasis is placed on the weather datalink (XM) page since it carries all of
    the weather products for display. Multiple products can also be displayed simultaneously on the
    weather datalink (XM) page. All products are displayed either through panning or softkey selection.

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    6.2.6 NEXRAD Pilot Usage Data

    The maximum range of a single NEXRAD site is 250 nm. In addition to a wide array of services, the
    NEXRAD network provides important information about severe weather and air traffic safety.

    Because of the time required to detect, assemble, and distribute the NEXRAD weather product, the
    displayed weather information contained within the product may be significantly older than the
    current radar synopsis and may not depict the current weather conditions.

    The NEXRAD weather product should never be used as a basis for making decisions to manoeuvre
    in, near, or around areas of hazardous weather regardless of the information it contains.
    Functionally, NEXRAD data cannot be displayed at the same time as turbulence, icing or terrain.
    NEXRAD data can be displayed on the following maps:

    • Navigation map page

    • Weather datalink (XM) page

    • Airport information page

    • Trip planning page

    • Nearest pages

    • Flight plan pages.

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    6.3 Hazard Avoidance Systems - Terrain


    6.3.1 Terrain Avoidance

    There are three types of terrain proximity systems:

    Terrain System Description

    HTerrain A stand-alone system serving as a 2D indication of terrain


    proximity on the MFD with obstacles (not used).

    HTerrain – Synthetic Vision A MFD terrain proximity indication supported by a PFD terrain
    System (SVS) display of forward landscape in synthetic vision with obstacles
    (disengaged if HTAWS is installed).

    HTAWS A HTAWS having HTerrain – SVS properties and an integral


    visual and voice warning system to include altitude Voice Call
    Outs (VCO). HTAWS also includes an RA input.

    The AW119Kx is equipped with HTAWS as standard equipment.

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    6.3.2 HTAWS Positioning, Altitudes and Terrain Clearance

    The GPS receiver in the GIA 63H and SVS software provides the aircraft horizontal position and
    altitude. GPS altitude is derived from satellite position. GPS altitude is then converted to the height
    above Geodetic Sea Level (GSL), which is the height above Mean Sea Level (MSL) alculated
    geometrically. GSL altitude is used to determine terrain and obstacle proximity. GSL altitude
    accuracy is affected by satellite geometry, but is not subject to variations in pressure and
    temperature that normally affect pressure altitude sensors. GSL altitude does not require local
    altimeter settings to determine MSL altitude.

    Terrain and obstacle databases are referenced to MSL. Using the GPS position and altitude, the
    HTAWS proximity feature portrays a 2D MFD picture and a 3D PFD picture of the surrounding
    terrain and obstacles relative to the position and altitude of the aircraft. GPS position and GSL
    altitude are used to calculate and predict the aircraft’s flight path in relation to the surrounding
    terrain and obstacles. In this way, the pilot can view predicted dangerous terrain and obstacle
    conditions. HTAWS in close proximity will also predict and display an impact point (not to be relied
    upon for manoeuvring).

    HTAWS uses black, yellow, and red to represent terrain information relative to aircraft altitude. The
    colours of each obstacle are associated with the altitude of the aircraft.

    The MAP- HTAWS page is primary for terrain and obstacle display information and management.

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    6.3.3 HTAWS Initialisation

    During the G1000H power-up, HTAWS conducts a system test. An aural alert is issued at test
    completion. HTAWS system testing is disabled when ground speed exceeds 30 kt. No terrain,
    obstacle, or altitude VCO alerting is available while a system test is in progress.

    HTAWS continually monitors several system critical items such as database validity, hardware
    status and GPS status. If the terrain/obstacle database is not available, the system generates a
    HTAWS failure aural alert and displays the HTAWS FAIL annunciation.

    HTAWS requires a 3D GPS navigation solution along with specific vertical accuracy minimums.
    Should the navigation solution become degraded or if the aircraft is out of the database coverage
    area, the annunciation HAWS N/A is generated in the annunciation window and on the HTAWS
    page. The aural alert HTAWS Not Available is also generated. When sufficient GPS signal is
    received and the aircraft is within the database coverage area, the aural message HTAWS
    Available is generated.

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    Alert Type PFD/HTAWS Page HTAWS Page Aural Alert


    Status Centre Banner
    Annunciation Annunciation

    System Test in Progress HTAWS TEST HTAWS TEST None

    System Test Pass None None HTAWS Test OK

    HTAWS System Failure HTAWS FAIL HTAWS FAIL HTAWS Failure

    HTAWS Not Available HTAWS N/A None HTAWS Not


    Available

    HTAWS Availability None None HTAWS Available*


    Restored

    HTAWS FLTA Alerting HTAWS INH None None


    Inhibited

    Reduced Protection RP MODE None None


    Mode Enabled

    * Aural alert not issued if HTAWS is inhibited.

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    6.3.4 HTAWS Controls and Indications

    The G1000H HTAWS system is always on unless otherwise inhibited by the pilot or the Reduced
    Protection (RP) mode is selected. Both inhibiting the HTAWS and selecting the RP mode is
    accomplished on the MFD through the use of softkeys.

    To inhibit HTAWS or select RP mode:

    • Rotate the large MFD FMS knob to select the HTAWS page.

    • Push the INHIBIT softkey.

    • Push the RP MODE softkey.

    Note: INHIBIT and RP mode cannot be selected simultaneously.

    Inhibiting HTAWS or using the RP mode should be carefully considered. Typically, the purpose of
    using either control is to eliminate warnings and aural warnings when working in a known
    operations area.

    When RP mode is enabled, the system status annunciation RP MODE is shown on the PFD and on
    the HTAWS page of the MFD. RP mode will enable the following:

    • Terrain clearance is reduced to a maximum of 125 ft when ground speed is at least 60 kt and
    reduced to zero feet at less than 60 kt

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    • HTAWS reduces the distance of the projected flight path used to scan for terrain and obstacles

    • No visual caution alerts or aural alerts will be issued.

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    6.3.5 HTAWS System Operation

    Typically a pilot would be using the navigation map page. The sequence of HTAWS operation
    would be:

    • The Forward Looking Terrain Alert (FLTA) feature automatically identifies an obstacle or terrain
    conflict and provides a PFD annunciation and an MFD pop-up alert window. Aural alert sounds:
    WARNING, TERRAIN, TERRAIN. Warning will repeat until resolved, inhibited, muted by
    softkey or RP mode is selected.

    • Push the MFD ENT key and the reduced scale MAP - HTAWS page will appear showing the
    conflict and potential impact points.

    • Pilot immediately resolves conflict with a clearing manoeuvre.

    The MAP - HTAWS page is specialised to show terrain, obstacle, and potential impact point data in
    relation to the aircraft’s current altitude, without clutter from the base map. It is the principal page for
    viewing HTAWS information.

    • If an obstacle and the projected flight path of the aircraft intersect, the display automatically
    adjusts the map range to emphasise the closest potential impact point on the MAP - HTAWS
    page.

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    • MFD softkey functions allow viewing in arc and 360° views. Push respective ARC softkey or
    360 softkey.

    Note: The operational sequence for a HTAWS obstacle conflict would be the same. Annunciations
    would be OBSTACLE on the MFD window and PFD annunciation. The aural alert would be:
    WARNING, OBSTACLE, OBSTACLE. The initial alert for terrain or obstacles may begin with
    CAUTION instead of WARNING, depending upon the distance and forward looking features of the
    G1000H.

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    6.3.6 HTAWS Operational Features

    The FLTA feature of HTAWS is automatic and compares the projected flight path as derived from
    GPS data with terrain features and obstacles from the terrain and obstacle databases. The system
    automatically issues visual annunciations and aural alerts when the projected flight path conflicts
    with terrain or obstacles. There are no pilot control options for this feature except RP mode.

    HTAWS provides aural voice altitude advisory alerts as the aircraft descends. Referred to as VCO,
    these alerts are based on radar altitude.

    VCO alerts can be configured to occur for altitudes at and below 500 ft in increments of 50 ft down
    to 50 ft. There are no display annunciations or pop-up alerts that accompany the VCO alert(s).

    Changing VCO settings:

    • Turn MFD FMS knob to AUX – system setup page

    • Push SYSTEM SETUP 2 softkey

    • Push small FMS knob to view cursor

    • Position cursor over VCO altitude to change.

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    6.4 Hazard Avoidance Systems - Traffic


    6.4.1 Traffic Advisory System

    There are two types of traffic conflict information for hazard avoidance, TIS and TAS.

    TIS TAS

    A ground based service that requires contact TA and Traffic Collision and Avoidance System
    with a ground station through a datalink radio in (TCAS) are self-contained. TAS uses its airborne
    order to receive traffic information. Update rate is interrogator to give a half-second update.
    dependent on datalink reception, altitude and
    ATC radar (secondary surveillance). No altitude restrictions.

    Can track up to eight targets. Not used on the Can track up to 45 targets and determine the
    AW119Kx. highest threat potential.

    The Garmin GTS 800 TAS enhances flight crew situational awareness by displaying traffic
    information for transponder equipped aircraft. The system also provides visual and aural traffic
    alerts including voice announcements to assist in visually acquiring traffic.

    The system is capable of tracking up to 45 intruding aircraft equipped with mode A or C

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    transponders, and up to 30 intruders equipped with mode S transponders. A maximum of 30 aircraft


    with the highest threat potential can be displayed simultaneously. No traffic surveillance is provided
    for aircraft without operating transponders.

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    6.4.2 TAS Theoretical Function and Symbology

    When the traffic system is in operating mode, the unit interrogates the transponders of intruding
    aircraft while monitoring transponder replies. The system uses this information to derive the
    distance, relative bearing, and if reported, the altitude and vertical trend for each aircraft within its
    surveillance range.

    The TAS then calculates a closure rate to each intruder based on the projected Closest Point of
    Approach (CPA). If the closure rate meets the threat criteria for a TA, the system provides visual
    annunciations and aural alerts.

    The system monitors the airspace within ±10,000 ft of the aircraft. Under ideal conditions, the GTS
    800 unit scans transponder traffic up to 22 nm in the forward direction. The range is somewhat
    reduced to the sides and aft due to the directional interrogation signal patterns.

    The GTS 800 uses three categories of symbology with varying characteristics to depict intruding
    traffic. These are:

    • TA

    • Proximity Advisory (PA)

    • Nonthreat Advisory (NTA).

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    6.4.3 TAS Advisory Types

    A TA, displayed as a yellow circle or triangle, alerts the crew to a potentially hazardous intruding
    aircraft, if the closing rate, distance, and vertical separation meet TA criteria. A TA that is beyond
    the selected display range (off scale) is indicated by a half TA symbol at the edge of the screen at
    the relative bearing of the intruder.

    A PA, displayed as a solid white diamond or triangle, indicates the intruding aircraft is within ±1200
    ft and is within a 6 nm range, but is still not considered a TA threat.

    An NTA is shown as an open white diamond or triangle, is displayed for traffic beyond 6 nm that is
    neither a TA or PA.

    A solid white rounded arrow indicates either a PA or NTA with ADS-B directional information, but
    the position of the traffic is shown with degraded accuracy.

    Relative altitude, when available, is displayed above or below the corresponding intruder symbol in
    hundreds of feet. When this altitude is above the aircraft, it is preceded by a + symbol, a minus sign
    - indicates traffic is below own aircraft.

    A vertical trend arrow to the right of the intruder symbol indicates traffic is climbing or descending at
    least 500 fpm with an upward or downward pointing arrow respectively.

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    6.4.4 TAS Flight Identification and Alerting Conditions

    Flight ID may also be displayed with traffic symbols. That display function is performed by pushing
    the FLT ID softkey. If the data is available, the aircraft registration or call sign will be visible on the
    top of the target symbology. Push the FLT ID softkey again to remove the flight ID.

    The traffic system automatically adjusts its TA sensitivity level to reduce the likelihood of nuisance
    TA alerting during flight phases likely to be near airports or heliports. Level A (less) TA sensitivity is
    used when the RA indicates the aircraft is below 2000 ft Above Ground Level (AGL). If an RA is not
    installed or has failed, the traffic system applies level A sensitivity when the ground speed is

    The traffic system automatically suppresses the display of other altitude reporting aircraft on the
    ground under either of the following conditions:

    • Other on ground aircraft is equipped with a mode S transponder

    • Other on ground aircraft is equipped with a mode C transponder, and the RA is displaying 400
    ft AGL or less.

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    Sensitivity Intruder TA Alerting Conditions


    Level Altitude
    Available

    A Yes Intruder closing rate provides less than 20 seconds of vertical and
    horizontal separation.

    Or:
    Intruder closing rate provides less than 20 seconds of horizontal
    separation and vertical separation is within 600 ft.

    Or:
    Intruder range is within 0.2 nm and vertical separation is within 600 ft.

    A No Intruder closing rate provides less than 15 seconds of separation.

    B Yes Intruder closing rate provides less than 30 seconds of vertical and
    horizontal separation.

    Or:
    Intruder closing rate provides less than 30 seconds of horizontal
    separation and vertical separation is within 800 ft.

    Or:
    Intruder range is within 0.55 nm and vertical separation is within 800
    ft.

    B No Intruder range is less than 20 seconds.

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    Student Notes - Pilot

    6.4.5 TAS Alerts

    When the traffic system detects a new TA, the following occurs:

    • A single TRAFFIC aural alert is generated, followed by additional aural information about the
    bearing, relative altitude, and approximate distance from the intruder that triggered the TA.
    Full aural example: TRAFFIC. ONE O’CLOCK. SAME ALTITUDE. LESS THAN 1 MILE.

    • A TRAFFIC annunciation appears at the top right of the airspeed tape on the PFD, flashes for
    five seconds and remains displayed until no TA are detected in the area. The PFD inset map is
    automatically displayed with TA traffic symbology.

    • If the bearing of TA traffic cannot be determined, a yellow text appears in the centre of the MFD
    traffic map page and in the lower left of the PFD inset map instead of a TA symbol. The text will
    indicate TA followed by the distance, relative altitude, and vertical trend arrow for the TA traffic,
    if known.

    A TA will be displayed for at least eight seconds, even if the condition(s) that initially triggered the
    TA are no longer present.

    Note: If the RA indicates the aircraft is below 400 ft AGL, the GTS 800 automatically mutes traffic
    aural alerts.

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    6.4.6 TAS Test Procedure

    The traffic system provides a system test mode to verify the system is operating normally. The test
    takes ten seconds to complete. When the system test is initiated, a test pattern of traffic symbols is
    displayed on the traffic map page. The aural alerts at the completion of the test are:

    • TAS SYSTEM TEST PASSED

    • TAS SYSTEM TEST FAILED.

    TAS test accomplishment:

    • Use the MFD FMS knobs to select MAP – TRAFFIC MAP page.

    • Set range desired with RANGE knob (usually to a 6 nm ring).

    • Push STANDBY softkey.

    • Push TEST softkey.

    When the test is complete, the traffic system will be in standby mode.

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    Note: Traffic surveillance is not available during the system test. Use caution when performing a
    system test during flight.

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    6.4.7 TAS Annunciations and Information Status

    Traffic mode is annunciated in the upper left corner of the MAP – TRAFFIC MAP page.
    Annunciations include TEST, OPERATING, STANDBY and FAIL.

    Text and symbolic annunciations indicating the status of traffic information appear in the lower left
    corner of the maps on which traffic can be displayed (such as the navigation page and the PFD
    inset map).

    If a failure occurs, an annunciation indicating the cause of failure will be displayed in the centre of
    the MAP – TRAFFIC MAP page. An operating mode cannot be selected during failure.

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    Traffic Map Page Annunciation Intruder Altitude Available

    NO DATA Data is not being received from the GTS 800 traffic unit

    DATA FAILED Data is being received from the traffic unit, but the GTS 800
    is reporting a failure

    FAILED Incorrect data format received from the GTS 800, or data
    from the radar altimeter is lost

    TA OFF SCALE A TA is outside the selected display range. Typically seen


    on the PFD inset map or other traffic capable map

    TA XX±XX↕ System cannot determine the bearing of the TA. Shown in


    the centre of the MFD MAP – TRAFFIC MAP page

    TRFC FAILED GTS 800 has failed (unit is self-reporting a failure or


    sending incorrectly formatted data)

    NO TRFC DATA Data is not being received from the GTS 800.

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    6.4.8 TAS Altitude Surveillance Ranges

    The surveillance altitudes of traffic targets above and below the helicopter can be set by the pilot.
    This is accomplished by pushing the ALT MODE softkey and then choosing one of the following
    softkeys to obtain the desired setting:

    Softkey Target Surveillance Ranges

    ABOVE Nonthreat and proximity from 9,000 ft above to 2,700 ft


    below the aircraft

    NORMAL Nonthreat and proximity from 2,700 ft above to 2,700 ft


    below the aircraft

    BELOW Nonthreat and proximity from 2,700 ft above to 9,000 ft


    below the aircraft

    UNREST Unrestricted selection


    Nonthreat and proximity from 9,900 ft above to 9,900 ft
    below the aircraft
    To return to the traffic page operation, push the BACK softkey.

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    6.4.9 TAS Operation

    After the G1000H is initialised, the traffic system is in standby mode. The system must be in
    operating mode for traffic to be displayed and for any TA to be issued.

    TAS operation:
    The MAP – TRAFFIC MAP page is the principal page for viewing traffic information and is obtained
    with the MFD FMS knobs (large knob for page groups, small knob for page selection).

    • Pushing the OPERATE softkey allows the system to switch from standby mode to operating
    mode as necessary.

    • Pushing the STANDBY softkey forces the unit into standby mode.

    • The traffic map page shows surrounding traffic data in relation to the aircraft’s current position
    and altitude, without other map clutter.

    • Aircraft orientation is always heading up unless there is no valid heading.

    • Map range is adjustable with the RANGE knob from 2 to 12 nm, as indicated by the map range
    rings. The traffic mode and altitude display mode are annunciated in the upper left corner of the
    page.

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    6.5 Synthetic Vision Technology Features


    6.5.1 Synthetic Vision Technology

    The SVT is a visual software display with enhancements to the G1000H integrated flight deck. SVT
    depicts a forward looking attitude display of the topography immediately in front of the aircraft.

    The following applies:

    • The field of view by design is 30° to the left and 35° to the right due to the PFD layout.

    • SVT information is shown on the PFD or on the MFD in reversionary mode.

    • The depicted imagery is derived from the aircraft attitude, heading and a GPS 3D position. The
    output is a 6 arc-second database of terrain, obstacles and other relevant features.

    • The terrain data resolution is the elevation contour that is stored in squares measuring 6 arc-
    seconds on each side of the flight path and are required for proper operation of the SVT.

    • Loss of any of the required data, including temporary loss of the GPS signal, will cause SVT to
    be disabled until the required data is restored.

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    Note: SVT is a software program of display characteristics and enhancements, whilst a SVS
    considers all integrated software, hardware, indications and pilot procedures. Generally, they are
    interchangeable in a user environment discussion.

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    6.5.2 Characteristics and Enhancements

    The characteristic SVT terrain display shows land contours, large water features, towers, and other
    obstacles over 200 ft AGL that are included in the obstacle database. Features on the ground such
    as roads, highways, railroad tracks, cities, and state boundaries are not displayed even if those
    features are found on the MFD map.

    The terrain display also includes a north–south east–west grid with lines oriented with true north
    and spaced at one arc-minute intervals to assist in orientation relative to the terrain. The colours
    used to display the terrain elevation contours are similar to that of the topographic map display.

    The HTAWS is integrated within SVT to provide visual and auditory alerts to indicate the presence
    of terrain and obstacle threats relevant to the projected flight path. Terrain contour alerts are
    displayed in red and yellow shading on the PFD.

    The following SVT software enhancements appear on the PFD:

    • Pathways

    • FPM

    • Horizon heading marks

    • Traffic display

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    • Airport signs

    • Runway display

    • Terrain alerting

    • Obstacle alerting.

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    6.5.3 Pathways Enhancement

    The pathways enhancement provides a 3D perspective view of the selected route of flight shown as
    coloured rectangular boxes representing the horizontal and vertical flight path of the active flight
    plan.

    The box size represents 700 ft wide by 200 ft tall during en route, oceanic and terminal flight
    phases. During an approach, the box width is 700 ft or one half full scale deviation on the HSI,
    whichever is less. The height is 200 ft or one half full scale deviation on the vertical display
    indicator, whichever is less.

    The altitude at which the pathway boxes are displayed is determined by the selected altitude during
    climb, cruise, and when the active leg is the final approach course prior to intercepting the glide
    path or glide slope. During a descent (except while on the approach glide path or glide slope), the
    pathway boxes are displayed at the selected altitude. Just prior to intercepting the glide path or
    glide slope, the pathway boxes are displayed on the glide path or glide slope, or the selected
    altitude, whichever is lower.

    The colour of the rectangular boxes may be magenta, green, or white depending on the route of
    flight and navigation source selected. The active GPS or GPS overlay flight plan leg is represented
    by magenta boxes that correspond to the magenta CDI.

    A LOC course is represented by green boxes that correspond to a green CDI. An inactive leg of an
    active flight plan is represented by white boxes corresponding to a white line drawn on the inset

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    map or MFD map indicating an inactive leg.

    To view pathways push PFD softkey, push SYN VIS softkey, push PATHWAYS softkey, and push
    BACK softkey.

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    6.5.4 Flight Path Marker Enhancement

    The FPM, also known as a velocity vector or Flight Path Indicator (FPI), is displayed on the PFD at
    ground speeds above 30 kt. The FPM depicts the approximate projected path of the aircraft
    accounting for wind speed and direction in relation to the 3D terrain display.

    The FPM is always available when the SVT synthetic terrain feature is in operation. The FPM
    represents the direction of the flight path as it relates to the terrain and obstacles on the display,
    while the helicopter attitude symbol represents the aircraft heading.

    The FPM works in conjunction with the pathways enhancement to assist the pilot in maintaining
    desired altitudes and direction when navigating a flight plan. When on course and altitude, the FPM
    is aligned inside the pathway boxes.

    The FPM may also be used to identify a possible conflict with the aircraft flight path and distant
    terrain or obstacles. Displayed terrain or obstacles in the aircraft flight path extending above the
    FPM could indicate a potential conflict, even before an alert is issued by HTAWS.

    Another use for the FPM is in the event of an unintentional and Inadvertent Instrument
    Meteorological Condition (IIMC). The pilot can use the FPM to maintain track during the approach
    and be able to align the FMP with the LOC or GPS final approach course to avoid overshooting the
    intercept inbound.

    Note: The AW119Kx is not approved for IFR operations. The information supplied herein considers

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    an IIMC condition in which an appropriately rated pilot cannot establish ground contact without
    using IFR services.

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    6.5.5 Zero Pitch Line, Horizon Heading and Traffic Enhancements

    The zero pitch line enhancement is drawn completely across the display and represents the horizon
    when the terrain horizon is difficult to distinguish from other terrain being displayed. It may not align
    with the terrain horizon, particularly when the terrain is mountainous or when the aircraft is flown at
    high altitudes. The zero pitch line is an automatic enhancement and is always visible.

    The horizon heading enhancement is synchronised with the HSI and shows approximately 60° of
    compass heading in 30° increments on the zero pitch line. Horizon heading tick marks and digits
    appearing on the zero pitch line are not visible behind either the airspeed or altitude display.
    Horizon heading is a situational awareness enhancement.

    The horizon heading is activated and deactivated by pushing the HRZN HDG softkey.

    SVT traffic symbol enhancements are displayed in their approximate locations as determined by the
    related traffic systems. Traffic symbols are displayed in three dimensions, appearing larger as they
    are getting closer and smaller when they are further away. Traffic within 250 ft laterally of the
    aircraft will not be displayed on the SVT display.

    Traffic symbols and colouring are consistent with that used for traffic displayed on the inset map or
    MFD traffic page.

    If the traffic altitude is unknown, the traffic will not be displayed on the SVT display.

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    6.5.6 Airport Signs and Runway Enhancements

    The airport signs enhancement provides a visual representation of airport location and identification
    on the synthetic terrain display. When activated, the signs appear on the display when the aircraft is
    approximately 15 nm from an airport and disappear at approximately 4.5 nm. Airport signs are
    shown without the identifier until the aircraft is approximately 8 nm from the airport. Airport signs are
    not shown behind the airspeed or altitude display.

    Airport signs are activated and deactivated by pushing the APTSIGNS softkey.

    The runway data enhancement provides situational awareness of runway location with respect to
    the surrounding terrain. All runway thresholds are depicted at their respective elevations as defined
    in the database. In some situations, where threshold elevations differ significantly, crossing runways
    may appear to be layered.

    As runways are displayed, those within 45° of the aircraft heading are displayed in white. Other
    runways will be grey in colour.

    When an approach for a specific runway is active, that runway will appear brighter and be outlined
    with a white box, regardless of the runway orientation as related to aircraft heading. As the aircraft
    gets closer to the runway, more detail such as runway numbers and centre lines will be displayed.

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    6.5.7 HTAWS Enhancements

    Terrain alerting enhancements on the synthetic terrain display are triggered by FLTA. When an
    obstacle becomes a potential impact point the colour of the obstacle matches the red or yellow X
    displayed on the MFD MAP - HTAWS page.

    In some instances, a terrain or obstacle alert may be issued with no conflict shading displayed on
    the synthetic terrain. In these cases, the conflict is outside the SVT field of view to the left or right of
    the aircraft.

    Obstacle enhancements are represented on the synthetic terrain display by standard 2D tower
    symbols as found on the MFD MAP - HTAWS page and charts. Obstacle symbols appear in the
    perspective view with relative height above terrain and distance from the aircraft.

    Unlike on the MFD MAP - HTAWS page, obstacles on the synthetic terrain display do not change
    colours to warn of potential conflict with the aircraft’s flight path until the obstacle is associated with
    an actual FLTA alert.

    Obstacles greater than 1000 ft below the aircraft altitude are not shown. Obstacles are shown
    behind the airspeed and altitude displays.

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    6.5.8 SVT Operation

    SVT is activated from the PFD using the softkeys located along the bottom edge of the display.
    Pushing the softkeys turns the related function on or off.

    When SVT is enabled automatically on power-up, the PFD attitude pitch scale increments are
    reduced to 10° up and 7.5° down (disabled: 20° up and 15° down).

    SVT functions are displayed on three levels of softkeys. Pushing the PFD softkey leads into the
    PFD function softkeys, including synthetic vision. Pushing the SYN VIS softkey displays the SVT
    function softkeys. The SVT function softkeys include the following display enhancements:

    • PATHWAY softkey - enables display of rectangular boxes that represent course guidance

    • SYN TERR softkey - enables synthetic terrain depiction

    • HRZN HDG softkey - enables horizon heading index marks and numbers

    • APTSIGNS softkey - enables airport signposts.

    Pushing the BACK softkey returns to the previous level of softkeys. SVT must be active before any
    other SVT feature may be activated.

    HRZN HDG, APTSIGNS, and PATHWAY softkeys are only available when the SYN TERR softkey

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    is pushed and activated (grey with black characters). After pushing the SYN TERR softkey, the
    HRZN HDG, APTSIGNS, and PATHWAY softkeys may be pushed in any combination to display
    desired features.

    When system power is cycled, the last selected state (on or off) of the SYN TERR, HRZN HDG,
    APTSIGNS, and PATHWAY softkeys is remembered by the system.

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    6.6 Additional G1000H Features


    6.6.1 SafeTaxi™

    SafeTaxi™ is an optional feature that gives greater map detail when viewing airports at close range.
    The maximum map ranges for enhanced detail are pilot configurable. When viewing at ranges close
    enough to show the airport detail, the map reveals taxiways with identifying letters, numbers, airport
    hot spots and airport landmarks including ramps, buildings, control towers and other prominent
    features. Resolution is greater at lower map ranges. When the MFD display is within the SafeTaxi
    ranges, the rotorcraft symbol on the airport provides situational position awareness.

    Designated hot spots are recognised at airports with many intersecting taxiways and runways, and
    complex ramp areas. Airport hot spots are outlined to caution pilots of areas on an airport surface
    where positional awareness confusion or runway incursions happen most often. Hot spots are
    defined with a magenta circle or outline around the region of possible confusion.

    A map page that displays the navigation view may be capable of showing the SafeTaxi™ airport
    layout if so configured.

    During ground operations, the aircraft’s position is displayed in reference to taxiways, runways, and
    airport features.

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    6.6.2 Viewing SafeTaxi™

    SafeTaxi™ data is an optional database subscription that can be viewed on many pages depending
    on the customer configuration. The primary method is to:

    • Turn large MFD FMS knob to WPT page group

    • Turn small MFD FMS knob to WPT – AIRPORT INFORMATION page

    • Turn RANGE knob to zoom in or out for clarity (panning provides selected zoom detail).

    If SafeTaxi™ has been configured on the MAP – NAVIGATION page, a de-clutter (DCLTR) softkey
    having three levels aids in reducing the amount of clutter on the display:

    • DCLTR-1 - removes VOR and station ID, the VOR symbol, and intersection names if within the
    airport plan view

    • DCLTR-2 - removes the airport runway layout, unless the airport in view is part of an active
    route structure

    • DCLTR-3 - cycles back to the original map detail.

    The SafeTaxi™ database is revised every 56 days. SafeTaxi™ is always available for use after the
    expiration date.

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    The MFD power-up page viewed during initialisation indicates whether the databases are current,
    out of date, or not available.

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    6.6.3 ChartView™

    ChartView™ resembles the paper version of Jeppesen terminal procedures charts. The charts are
    displayed in high-resolution. The MFD depiction shows the aircraft position on the moving map in
    the plan view of approach charts and on airport diagrams. Airport hot spots are outlined in magenta.

    The geo-referenced aircraft position is indicated by an aircraft symbol displayed on the chart when
    the current position is within the boundaries of the chart. Inset boxes are not considered within the
    chart boundaries. Therefore, when the aircraft symbol reaches a chart boundary line, or inset box,
    the aircraft symbol is removed from the display.

    ChartView™ is linked to the MAP – NAVIGATION MAP page, NRST – NEAREST AIRPORTS
    page, and the FPL – ACTIVE FLIGHT PLAN page. To access the link to the WPT – AIRPORT
    INFORMATION page (which is primary) for ChartView™ selections:

    • Push the SHW CHART softkey to be linked

    • Pushing the SHW CHARTsoftkey displays the available terminal chart and advances to the
    chart selection level of softkeys: CHRT OPT, CHRT, INFO-1/2, DP, STAR, and APR. The chart
    selection softkeys already appear on the primary WPT – AIRPORT INFORMATION page.

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    6.6.4 Airport Directory

    The AOPA and optional AC-U-KWIK™ airport directory databases offer detailed information
    regarding services, hours of operation, lodging options, and more.

    To view airport directory information:

    • Turn the large MFD FMS knob to the WPT group

    • The WPT – AIRPORT INFORMATION page is the first page when the WPT group is selected

    • Push the INFO-1 softkey to view directory text

    • Pushing the INFO-2 softkey will return to the WPT – AIRPORT INFORMATION page (no BACK
    softkey).

    Note: Consider the airport directory information as page 2 of the WPT – AIRPORT INFORMATION
    page since it is only a matter of pushing the INFO-1 softkey to attain.

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    7 GPS Display Failures and G1000H System Limitations


    7.1 GPS Abnormals and G1000H Limitations
    7.1.1 Overview

    Abnormal GPS display failures the pilot may see on the PFD and MFD are:

    Annunciati Location Summary Description


    on

    LOI PFD HSI: Loss Of Integrity (LOI) - GPS integrity is


    Lower left of helicopter symbol not sufficient

    INTEG OK PFD HSI: Integrity OK - integrity has been restored


    Lower left of helicopter symbol

    DR PFD HSI and MFD MAP: Dead Reckoning (DR) – the G1000H is
    PFD HSI upper right of helicopter projecting a navigation position without
    symbol and directly over the MFD GPS
    helicopter symbol

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    Areas of G1000H system limitations the pilot should be familiar with include:

    • System software

    • Equipment functionality

    • Hazard avoidance: terrain (HTAWS), traffic (TAS), and weather (XM datalink).

    • The G1000H Integrated Flight Deck Pilot’s Guide.

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    7.1.2 Loss of Integrity and Integrity OK

    LOI:
    The LOI annunciation at the lower left side of the helicopter symbol on the HSI informs the pilot
    that the GPS integrity is not sufficient. LOI can be due to signal quality, GPS areas of outage or the
    required number of satellites needed is insufficient for the mode of flight.

    The G1000H will immediately remove the HSI CDI and display a NO GPS POSITION message
    across the centre of the PFD inset map and the centre of the MFD map. An HTAWS N/A
    annunciation and failure of the PFD synthetic vision may occur if the LOI is prolonged.

    Integrity OK:
    The INTEG OK annunciation at the lower left side of the helicopter symbol on the HSI informs the
    pilot that the GPS signal issue has been resolved. The G1000H will then restore the HSI CDI
    needle. The INTEG OK annunciation will be removed after 5 seconds. PFD synthetic vision,
    HTAWS, bearing and distance information is finally restored if previously lost.

    Note: In general terms, an LOI annunciation is related to GPS signal quality whilst a DR
    annunciation is related to onboard systems being unable to provide a GPS navigation solution (with
    or without LOI).

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    Integrated Flight Information Systems ATA 46
    Student Notes - Pilot

    7.1.3 Dead Reckoning

    During the en route phase of flight, if the system detects an invalid GPS solution or is unable to
    calculate a GPS position, the system automatically reverts to DR mode. In DR mode, the system
    uses its last known position combined with continuously updated airspeed and heading data to
    calculate and display the current estimated position of the aircraft.

    The following should be noted:

    • The estimated navigation data in DR mode may become increasingly unreliable and must not
    be used as a sole means of navigation.

    • If the airspeed, heading or both are unavailable during DR mode, the DR function may not be
    capable of tracking the estimated position. The system may display a path that is different than
    the actual movement of the aircraft.

    • DR will only annunciate during the en route or oceanic phases of flight (ENR and OCN on the
    HSI respectively).

    • In all other modes such as terminal and approach (TERM and APR on the HSI respectively), an
    invalid GPS solution produces a NO GPS POSITION annunciation on the MFD map and PFD
    inset map.

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    Student Notes - Pilot

    • PFD synthetic vision is likely to fail and will result in a HTAWS not available aural alert and a
    HTAWS N/A caution annunciation.

    MFD PFD

    • A yellow DR annunciation • Yellow HSI DR annunciation


    superimposed on helicopter map
    symbol • Yellow distance and bearing
    information in the top navigation bar
    • Yellow distance, bearing and
    estimated time en route information • Yellow distance and bearing pointer
    in the top navigation bar

    • Yellow ground speed readout


    • Yellow ground speed readout

    • Yellow wind data or white NO WIND


    • Airspace data may be unavailable or DATA annunciation in the wind
    unreliable. information window

    • Yellow HSI CDI needle (disappears


    after 20 minutes of DR)

    • Yellow CDI disappears and MSG


    softkey flashes. All yellow distance
    and bearing info is removed from
    nav bar

    • Push flashing MSG softkey and


    system message window displays a
    flashing GPS NAV LOST message

    • Synthetic vision will fail

    Note: In most circumstances, a DR result is unusual and not prolonged. The G1000H system
    automatically will continue attempting to restore the navigation solution without pilot interface. The
    single pilot resource management practices of using all available resources would involve the use of
    the VHF NAV 1 and NAV 2 VOR/LOC/GS resources. Push the PFD CDI softkey to immediately
    view the VHF NAV 1 CDI. Push the PFD CDI softkey again to view the VHF NAV 2 CDI.

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    AW119Kx-TR001-SN
    Integrated Flight Information Systems ATA 46
    Student Notes - Pilot

    7.1.4 System Software

    Limitation:
    The G1000H system must incorporate system software version 1705.05 or later approved revision.

    Compliance:
    RFMS Section 2: Normal Operations - Engine Pre-Start Check.

    The pilot can verify the operating software version on the upper right side of the MFD prior to
    completing the power-up of the system with the far right softkey.

    Alternatively, the software and system status can be checked even when in flight as follows:

    • Turn large MFD FMS knob to AUX page group

    • Turn small MFD FMS knob to select the SYSTEM STATUS page.

    Aircraft model, software version, configuration and system identifiers are viewed in the upper right
    corner.

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    Student Notes - Pilot

    7.1.5 System Equipment

    Limitation(s):
    The PFD and MFD must be operating prior to dispatch.
    The use of training mode (TRNG MODE switch ON) is allowed for pilot training only. For all other
    flight operations, the switch is to be OFF.

    Compliance:
    RFMS Section 2: Normal Operations - Engine Pre-Start Check.
    Pilot visual verification during normal operations. TRNG MODE switch verified OFF unless selected
    due to flight instruction.

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    Integrated Flight Information Systems ATA 46
    Student Notes - Pilot

    7.1.6 HTAWS, TAS and Datalink XM Weather

    HTAWS limitation:
    Manoeuvres based on HTAWS display or warnings are prohibited.

    Compliance:
    The pilot is to maintain visual contact with the ground or obstacle.

    Usage will be as an aid to situational awareness.

    TAS limitation:
    Manoeuvres based on the traffic display are prohibited.

    Compliance:
    The pilot is to obtain and maintain visual contact with the traffic.
    Usage will be as an aid to locating traffic for the see and avoid method.

    Datalink XM weather limitation:


    Datalink XM weather is for supplemental use only.

    Compliance:
    Datalink weather information is a reference tool that does not replace flight watch or flight service.
    The pilot must be aware that datalink weather may be older than indicated.

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    Student Notes - Pilot

    7.1.7 Required Documentation

    Documentation limitation:
    The G1000H Integrated Flight Deck Pilot’s Guide for the AgustaWestland AW119Kx, P/N 190-
    01514-00 Rev. A or later approved revision must be immediately available to the flight crew.

    Compliance:
    The Pilot’s Guide is secured in the cockpit within arm’s reach for ready reference.

    It is not to be removed from the cockpit for any reason when the aircraft is operationally ready.

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    Student Notes - Pilot

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Doors ATA 52
    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

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    AW119Kx-ASMTC
    Doors ATA 52
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


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    Doors ATA 52
    Student Notes

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    Doors ATA 52
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Doors ........................................................................................................................................................................ 1
    1 Doors ............................................................................................................................................................. 1
    1.1 Doors Introduction ................................................................................................................................ 1
    1.1.1 Types and Security ........................................................................................................................... 1
    1.2 Pilot Doors ............................................................................................................................................ 2
    1.2.1 Cockpit Doors ................................................................................................................................... 2
    1.2.2 Emergency Door Release ................................................................................................................ 3
    1.2.3 Jettison Mechanism Rod Engagement Check ................................................................................. 4
    1.3 Passenger and Baggage Doors ........................................................................................................... 5
    1.3.1 Passenger Door ................................................................................................................................ 5
    1.3.2 Baggage Compartment Door ............................................................................................................ 6
    1.4 Service Doors ....................................................................................................................................... 7
    1.4.1 Service Door Types and Purposes ................................................................................................... 7
    1.4.2 Service Step ..................................................................................................................................... 8
    1.4.3 Utility Door ........................................................................................................................................ 9
    1.4.4 Nose Compartment Fairing ............................................................................................................ 10
    1.4.5 External Power Door ...................................................................................................................... 12
    1.5 Crew Alerting System Messages ........................................................................................................ 13
    1.5.1 Door Notifications ........................................................................................................................... 13

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    Student Notes

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    Student Notes

    Doors
    1 Doors
    1.1 Doors Introduction
    1.1.1 Types and Security

    The aircraft is serviced by the following types of doors:

    • Two cockpit doors

    • Two passenger doors

    • One baggage compartment door

    • Service doors.

    The pilot should always ensure positive engagement and security of door latching mechanisms and
    fasteners during the preflight inspection.

    Should any door become unsecure in flight, reduce speed to 70 Knots Indicated Airspeed (KIAS). If
    a door cannot be secured in flight, maintain a speed below 70 KIAS and land as soon as
    practicable.

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    Student Notes

    1.2 Pilot Doors


    1.2.1 Cockpit Doors

    The cockpit doors consist of an aluminium alloy box structure for strength and rigidity.

    The doors are attached by two hinge fittings on the airframe. The rod pins within the hinge fittings
    are part of the emergency door release system.

    The door latching mechanism consists of two handles (one internal and one external) connected by
    internal bellcranks and rods operating a roller assembly to latch and unlatch the doors for access.
    Both cockpit doors incorporate a key locking provision.

    The lower portion of the cockpit doors is supported by sealed pneumatic gas struts that keep the
    doors open during aircraft boarding. Each strut is attached to the airframe and the door with
    attaching plates. In high winds the pilot must hand guard open cockpit doors and not rely solely
    upon the gas strut.

    A microswitch is incorporated into the mechanism to provide the pilot with a notification if the door is
    open.

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    Doors ATA 52
    Student Notes

    1.2.2 Emergency Door Release

    The emergency door release mechanism consists of an independent set of rods, rod hinge pins and
    a bellcrank connected to the back side of the release handle. Each cockpit door has its own door
    release handle located on each windshield side post. The handle permits a quick-release of the
    door by extracting the rod hinge pins from the door hinges.

    To conduct an emergency door release:

    • Lift the yellow securing ring

    • Turn the handle

    • Push the door clear of the hinge releases.

    The door release handle is rotated forward away from the pilot in the direction of the arrow on the
    emergency door release placard. The lower door pneumatic strut should disconnect from its quick
    disconnect ball attachment. If the strut impedes egress pull upward on the inboard ball end to
    initiate the quick-release from the airframe attach plate.

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    Student Notes

    1.2.3 Jettison Mechanism Rod Engagement Check

    The cockpit door release mechanism can be checked for serviceability during the pilot’s preflight.
    The purpose of the check is to ensure that the rod hinge pins are fully engaged in the door hinges.
    Every aircraft is provided with a check tool for this purpose.

    The check tool is stored in a canvas pocket attached to the inside of the baggage door. The check
    tool is a simple rod with a smaller diameter length pin at the end which is inserted into the witness
    hole in the side of the aircraft just above the upper hinge.

    The test procedure is as follows:

    • Place pin into witness hole

    • Examine the depth of the pin insertion

    • If the smaller pin portion stops short of being fully inserted, the result is serviceable, if the
    smaller pin portion is inserted completely with no visible portion remaining, the result is
    unserviceable.

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    Doors ATA 52
    Student Notes

    1.3 Passenger and Baggage Doors


    1.3.1 Passenger Door

    The passenger compartment doors consist of a carbon fibre material structure, making the door
    light but strong, with a window that is removable for emergency egress (reference ATA 56).

    The doors slide on a special rail by means of rollers and are fitted with stops allowing them to be
    kept in the open position. Each door is fitted with lock and key for security.

    The door latch assembly consists of a hook which is inserted in the opening of the airframe latch
    support. The hook is kept locked in the closed position by a return spring. The return spring is
    overcome during the opening process by simple actuation of the inner or outer latch handles. The
    hook and the outer handle forces can be adjusted by maintenance personnel utilising an adjustment
    screw and stop provided in each passenger door latch assembly.

    A microswitch is incorporated into the mechanism to provide the pilot with a notification if the door is
    open.

    Before operating the passenger sliding doors, the operator must ensure that no items interfere with
    door travel such as the utility step, fuel cap, ground equipment and that the door slide rails are
    clear.

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    Student Notes

    1.3.2 Baggage Compartment Door

    The baggage compartment door is installed on the left side of the fuselage and is constructed with a
    combination of an aluminium outer skin with a bonded composite back for added strength. The back
    of the door accommodates the appropriate loading placards (reference ATA 08) and canvas pocket
    storage for the cockpit door check tool.

    The door is hinged on two forward points and fastened to the fuselage structure by two quick-
    release push button latches on the aft side. Moisture entry is prevented by using two seals, a flat
    seal on the door and a bulb seal on the airframe working in compression when the door is closed.

    A door mounted guide pin and airframe receptacle bracket are provided to align the door with the
    airframe during closure.

    The door status is monitored by a microswitch attached to the airframe.

    Always hand guard the door to avoid damage during opening against wind and excess travel.

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    Student Notes

    1.4 Service Doors


    1.4.1 Service Door Types and Purposes

    There are different types of service doors, they include:

    • All quick-release latched doors

    • Left and right utility steps

    • Spring-loaded doors

    • Access panels

    • Cowlings and associated fairings.

    Service doors include the quick-release latch type routinely accessed by the pilot for a preflight
    inspection. The left and right service steps have a dual purpose, described later. Spring-loaded
    doors such as handhold doors are aerodynamic in function.

    Access panels are typically those fastened to the airframe with screws and removed by maintainers,
    such as the cowling and other fairings that can be removed completely. Access panels allow the
    exposure of larger areas of the airframe, engine and components for inspection and repair.

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    Doors ATA 52
    Student Notes

    1.4.2 Service Step

    The service steps consist of aluminium layers and are a box type construction. They are hinged at
    the bottom to fold out with the applied weight being supported by dual cables. They incorporate
    fixed vents and contain a single sliding latch pin to secure the door at the top.

    The primary purpose of the service step is to provide the pilot access to the upper deck for preflight
    inspection without the need for ground support equipment. Left and right service steps provide
    access to the upper deck from either side. Secondly, with both doors extended, a view from one
    side to the other is provided for inspection.

    The following safety points should be considered:

    • Ensure proper latch pin engagement with the latch pin plate to preclude opening in flight

    • Place a foot inboard or partially on the airframe if systems routing is not disturbed

    • Remember that an extended service step is an interference to the sliding passenger doors

    • Never store items in the fuselage where the service doors provide access for inspections only.

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    Student Notes

    1.4.3 Utility Door

    The utility door is constructed of aluminium, hinged at the forward side and secured at the aft side
    by a single quarter turn quick-release fastener. The door provides an aerodynamic cover for power
    applications used in Emergency Medical Services (EMS) ground operations and aircraft preheat
    systems if installed.

    A microswitch is provided that will generate a caution message so that the pilot will have
    confirmation that the door is not secured prior to take-off since the door may be operated by
    personnel other than the pilot.

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    Doors ATA 52
    Student Notes

    1.4.4 Nose Compartment Fairing

    The nose fairing is a conical aerodynamic fibreglass assembly designed for easy swing down
    access to the nose compartment equipment. The nose fairing is mounted to the airframe by two
    lower hinge assemblies at the bottom and secured at the top by two quick turn indicating fasteners
    (latches).

    The fastener shows two conditions:

    • Fastener indicating pin extended - fastener latch is unsecure

    • Fastener indicating pin retracted - fastener latch is secure for flight.

    Nose compartment access is obtained with a flat blade screwdriver by:

    • Releasing the upper quick turn fasteners that latch the fairing

    • Hand guarding the fairing as it is lifted forward and lowered.

    The lower wire strike blade is not an interference item on the AW119Kx model. Always use caution
    to slowly open the fairing and ensure:

    • Fairing does not inadvertently snag any item or cabling in the equipment compartment

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    Doors ATA 52
    Student Notes

    • A clear area exists under the aircraft to preclude impact damage to the paint and fibreglass
    structure.

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    Doors ATA 52
    Student Notes

    1.4.5 External Power Door

    The external power door is constructed of aluminium, hinged at the top and secured at the bottom
    by a quick-release latch. The door provides an aerodynamic cover for a standard 28 Vdc
    receptacle.

    A microswitch is provided that will generate a caution message so that the pilot will have
    confirmation that the door is not secured prior to take-off during a ground crew assisted external
    power start.

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    Doors ATA 52
    Student Notes

    1.5 Crew Alerting System Messages


    1.5.1 Door Notifications

    The Crew Alerting System (CAS) is the only form of notification the pilot has that the doors are
    working and locked other than a manual check.

    The CAS is integral to the G1000H system and all visual and aural alerts are displayed on and
    generated by the G1000H system. If the cockpit, passenger compartment, baggage compartment,
    external power and utility doors should open, the CAS will indicate the following:

    • DOORS OPEN displayed if the pilot, passenger or baggage compartment doors are open.

    • EXT PWR ON displayed if the external power door is open.

    • UTIL DOOR displayed if the utility door is open.

    The Master Caution Light (MCL) located on the right-hand side of the instrument panel will
    illuminate and additionally, an aural alert (single chime) draws attention to the MCL and caution
    message being displayed on the Primary Flight Display (PFD).

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    Student Notes

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Fuselage Structures ATA 53


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
    LEFT
    BLANK

    FOR TRAINING USE ONLY


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    AW119Kx-ASMTC
    Fuselage Structures ATA 53
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


    Page i
    Use and disclosure of this document is controlled; see Title/Cover page.

    FOR TRAINING USE ONLY


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    Fuselage Structures ATA 53
    Student Notes

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    Fuselage Structures ATA 53
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Fuselage Structures ................................................................................................................................................. 1
    1 Fuselage Sections ......................................................................................................................................... 1
    1.1 Overview ............................................................................................................................................... 1
    1.1.1 General ............................................................................................................................................. 1
    1.2 Fuselage Construction .......................................................................................................................... 2
    1.2.1 Nose Section .................................................................................................................................... 2
    1.2.2 Cabin Section ................................................................................................................................... 3
    1.2.3 Rear Section ..................................................................................................................................... 5
    1.2.4 Tail Boom .......................................................................................................................................... 6
    2 Aerodynamic Surfaces................................................................................................................................... 8
    2.1 Aerodynamic Surfaces ......................................................................................................................... 8
    2.1.1 Overview ........................................................................................................................................... 8
    2.1.2 Upper and Lower Vertical Fins ......................................................................................................... 9
    2.1.3 Horizontal Stabiliser ........................................................................................................................ 10
    2.1.4 Tail Boom Strake ............................................................................................................................ 11

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    Student Notes

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    Fuselage Structures ATA 53
    Student Notes

    Fuselage Structures
    1 Fuselage Sections
    1.1 Overview
    1.1.1 General

    The fuselage is the main structure of the entire aircraft and provides the attaching points for all
    components.

    The fuselage is divided into four major assemblies:

    • Nose section

    • Cabin section

    • Rear section

    • Tail boom.

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    Student Notes

    1.2 Fuselage Construction


    1.2.1 Nose Section

    The nose section structure consists of:

    • An aluminium alloy spar, longitudinal intercostals and gussets supported by lateral and vertical
    stiffeners to form a keelson box structure accommodating an aluminium honeycomb shelf. The
    supporting structure under the shelf is attached to the forward fuselage bulkhead.

    • The shelf plate is edge filled and employs a fibreglass layup allowing surface area for the
    mounting and airframe bonding of electrical and avionics components.

    • G1000H avionics equipment, helipilot gyros, computers and the main battery primarily occupy
    the top of the shelf plate.

    • The AC electrical system components are primarily mounted to the underside of the shelf plate.

    • Lower secondary structures include mount brackets for the landing and taxi lights, avionics fan
    and two lower pivot hinges for the fibreglass nose cone.

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    Fuselage Structures ATA 53
    Student Notes

    1.2.2 Cabin Section

    The cabin structure is a metallic semi-monocoque construction covered in aluminium sheet with
    upper load bearing cantilevered box beams. Honeycomb panels are used in the floor shell and
    some side panels for strength.

    The cabin includes the crew compartment (cockpit) and the passenger compartment, and is
    comprised of:

    • Primary structures:

    o Cockpit and passenger floors, upper deck, forward and aft frames

    o Upper deck, located above roof that houses:

    o Hydraulic system reservoirs and filters

    o Main transmission

    o Main transmission and engine oil cooler

    • Secondary structures:

    o Two hinged aluminium doors for direct access to the cockpit

    o Two sliding composite built doors for access to the passenger compartment

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    Fuselage Structures ATA 53
    Student Notes

    o Landing gear forward cross tube attachment points to the forward frame

    o Associated forward fairings and cowlings.

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    Fuselage Structures ATA 53
    Student Notes

    1.2.3 Rear Section

    The rear section of the fuselage is a conventional structure consisting of nine vertical frames, two
    continued upper cantilevered box beams, ribs, stringers and skin panels all made from aluminium
    alloy.

    The rear section of the fuselage includes the fuel tank bays, aft avionics bay (located between the
    vertical fuel tank bulkhead and the forward baggage area) and the baggage bay itself extending
    rearward to the tail boom attachment frame. The two lower fuel tanks are below the floor and the
    single vertical fuel tank is just aft in the structural cove. The aft avionics/electrical bay is accessed
    through the baggage door by removing the forward baggage quick access composite panel to
    reveal the remaining G1000H components and electrical controls.

    The rear fuselage also makes provisions for these secondary structures:

    • Landing gear rear cross tube beam and pivot attachment

    • Engine fairings and cowling

    • Lower belly fairing panel.

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    Fuselage Structures ATA 53
    Student Notes

    1.2.4 Tail Boom

    The tail boom is a basic semi-monocoque structure of frames, stringers and skin made of aluminium
    alloy. It is attached to the fuselage rear section with four bolts (two upper and two lower). The attach
    bolts connect the four longerons in the tail boom for load bearing purposes.

    Internally the tail boom makes provisions for secondary brackets supporting:

    • The Emergency Locator Transmitter (ELT)

    • The tail rotor pitch change push-pull tube, yaw servo and linear actuator

    • Associated for lighting

    • Antenna cabling.

    Externally the tail boom includes:

    • A tail cone fairing for the 90° gearbox with optional position light

    • Tail fin upper

    • Tail fin lower

    • Tail skid

    • Horizontal stabiliser mount brackets with aerodynamic fairings

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    Fuselage Structures ATA 53
    Student Notes

    • An aerodynamic strake.

    The top of the tail boom supports the tail rotor and the tail rotor drive system.

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    Fuselage Structures ATA 53
    Student Notes

    2 Aerodynamic Surfaces
    2.1 Aerodynamic Surfaces
    2.1.1 Overview

    The aerodynamic surfaces of the tail boom include:

    • The upper fin

    • Lower fin

    • Horizontal stabiliser (also referred to as a fixed elevator)

    • A longitudinal strake on the left side of the tail boom.

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    Fuselage Structures ATA 53
    Student Notes

    2.1.2 Upper and Lower Vertical Fins

    The upper and lower vertical fins are separate secondary structures. Both are constructed of
    aluminium alloy skin over airfoil shaped ribs.

    The lower fin is attached by a base plate incorporating a longeron between the vertical spar and
    false spar. The lower fin also incorporates the tubular steel tail skid attachment. The upper vertical
    fin also has a similar attachment method but its spar connects to the tail boom canted bulkhead
    inside the tail boom.

    The upper and lower tail fins work together providing stability about the vertical axis to preclude
    undesirable yaw in forward flight. In hovering and slow flight, the upper fin with its notch cut out of
    the trailing edge decreases the area of obstructed tail rotor thrust against an otherwise typical full
    size fin and allows increased tail rotor authority.

    The tail skid is constructed of tubular steel and installed on the aft end of the lower fin. It acts as a
    warning to the pilot upon an inadvertent tail low landing and aids in protecting the tail rotor from
    damage.

    Both the upper and lower fins incorporate inspection access holes behind the removable leading
    edges for maintainers to inspect the internal structures.

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    Fuselage Structures ATA 53
    Student Notes

    2.1.3 Horizontal Stabiliser

    The horizontal stabiliser incorporates a box beam carry through spar for load bearing and strength.
    The stabiliser uses airfoil shaped ribs and the overall assembly is covered in aluminium sheet. The
    stabiliser is:

    • Secured to the tail boom by means of four support brackets (two on each side)

    • Comprised of two fixed inverse lift airfoil panels connected to the box beam spar

    • The mounts for the navigation lights (red left and right green)

    • Designed for removal by disconnecting the right elevator panel from the spar and sliding the
    assembly out the left side

    • Enclosed at the tail boom attach points by removable aerodynamic covers.

    The purpose of the elevator function is to raise the aircraft nose during forward flight. The horizontal
    stabilser (fixed elevator) accomplishes this with a design that places the aerofoil camber on the
    lower surface, therefore the lift generated develops a downward force on the tail boom, thereby
    raising the nose in forward flight.

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    Fuselage Structures ATA 53
    Student Notes

    2.1.4 Tail Boom Strake

    The aerodynamic strake is fabricated from aluminium sheet and riveted to the left side of the tail
    boom on the upper left longeron line. It is comprised of two riveted end caps and two equidistant
    vertical stiffeners covered in a single span aluminium skin. The strake is permanently affixed to the
    tail boom.

    The purpose of the strake is to aerodynamically augment the authority of the tail rotor. In hovering
    flight and slow flight, the strake breaks up the downward flow of air over the left side of the tail
    boom. On the right side where there is no strake, the downward air flow across the curved tail boom
    develops a sideward lift component due to the Coanda effect. The resulting lift vector on the right
    side will add a tendency of the aircraft tail boom to move right making the nose move left.

    This is a desirable effect to aerodynamically counteract the natural right nose turning tendency from
    the torque of the main rotor. Therefore the strake increases the tail rotor efficiency which improves
    yaw control and enhances hover performance both in and out of ground effect.

    Pilots must be aware that the upper strake could hold temporarily placed but forgotten objects which
    upon start would likely damage the tail boom skin or worse, be guided back to the tail rotor. On
    preflight, touch the entire length of the strake upper side to ensure items have not been left behind.

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    Student Notes

    INTENTIONALLY
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    BLANK

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Main Rotor System ATA 62


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


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    Main Rotor System ATA 62
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 23/12/2014

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    Main Rotor System ATA 62
    Student Notes

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    Main Rotor System ATA 62
    Student Notes

    Table of Contents
    Issue Record ....................................................................................................................................................... i
    Main Rotor System ............................................................................................................................................. 1
    1 Introduction .............................................................................................................................................. 1
    1.1 Overview ......................................................................................................................................... 1
    1.1.1 General ....................................................................................................................................... 1
    2 Main Rotor Blades ................................................................................................................................... 2
    2.1 Blade Components ......................................................................................................................... 2
    2.1.1 Construction and Design ............................................................................................................ 2
    2.1.2 Blade Retention Bolts ................................................................................................................. 4
    2.1.3 Inspection ................................................................................................................................... 5
    2.2 Blade Maintenance Data ................................................................................................................ 7
    2.2.1 Blade Tracking ............................................................................................................................ 7
    3 Main Rotor Head...................................................................................................................................... 8
    3.1 Main Rotor Head Overview ............................................................................................................ 8
    3.1.1 General ....................................................................................................................................... 8
    3.2 Main Rotor Head Components ....................................................................................................... 9
    3.2.1 Centre Hub ................................................................................................................................. 9
    3.2.2 Tension Links............................................................................................................................10
    3.2.3 Pitch Change Levers ................................................................................................................11
    3.2.4 Hydraulic Dampers ...................................................................................................................12
    3.2.5 Blade Flap and Droop Restraints .............................................................................................13
    3.2.6 Elastomeric Bearings ................................................................................................................14
    3.2.7 Preflight Inspection ...................................................................................................................16
    4 Rotating Controls ...................................................................................................................................17
    4.1 Rotating Controls Overview ..........................................................................................................17
    4.1.1 General .....................................................................................................................................17
    4.2 Rotating Control Components ......................................................................................................18
    4.2.1 Pitch Change Links ...................................................................................................................18
    4.2.2 Rotating Scissors ......................................................................................................................19
    4.2.3 Fixed Scissors ..........................................................................................................................20
    4.2.4 Swashplate Assembly ..............................................................................................................21
    5 Indicating and Warning Systems ...........................................................................................................22
    5.1 Indicating and Warning Systems Overview ..................................................................................22
    5.1.1 General .....................................................................................................................................22
    5.2 Rotor System Messaging .............................................................................................................23
    5.2.1 Description and Limitations ......................................................................................................23
    5.2.2 CAS Annunciations ...................................................................................................................25
    5.2.3 Rotor Low .................................................................................................................................26
    5.2.4 Rotor High .................................................................................................................................27
    5.2.5 Miscompare Annunciation ........................................................................................................28

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    Student Notes

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    Main Rotor System ATA 62
    Student Notes

    Main Rotor System


    1 Introduction
    1.1 Overview
    1.1.1 General

    The main rotor assembly is a high inertia fully-articulated design allowing for flapping, feathering
    and lead-lag motion of the main rotor blades. The main rotor head incorporates flapping and droop
    restraint mechanisms to limit blade flapping throughout the operational RPM range. Droop stops
    support the blade weight when the rotor is stationary.

    Centrifugal loads from rotation are absorbed by the hub and tension links through elastomeric
    bearings installed on the tension link, but situated between the tension link and the hub. The main
    rotor system consists of these four sections:

    • The composite main rotor blades

    • The main rotor head

    • Rotating controls

    • The main rotor indicating and messaging systems.

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    Main Rotor System ATA 62
    Student Notes

    2 Main Rotor Blades


    2.1 Blade Components
    2.1.1 Construction and Design

    Each of the four sealed blades have a full length fibreglass spar backed with a Nomex honeycomb
    core, being covered with two cross ply carbon fibre skins and configured as follows:

    • The blades are closed at the tip with a fibreglass tip cap, which like the blade leading edges, is
    also protected to avoid erosion with a bonded nickel plated stainless steel leading edge strip.

    • An aluminium alloy trim tab is bonded to each blade trailing edge for blade tracking purposes.

    • The blades incorporate a droop snoot leading edge to both maximise lift coefficient and to
    preclude large movements in the centre of lift along the chord line during varying angles of
    attack.

    • Blade thickness is tapered from root to tip, again optimising the lift coefficient across the rotor
    disc throughout the blade pitch range. This also reduces noise level in combination with the
    swept leading edge of the tip cap.

    • The blades are statically balanced during construction by means of weights fitted at the blade
    root and at the blade tip.

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    Main Rotor System ATA 62
    Student Notes

    The composite main rotor blades have a very long service life and, due to the static balancing of
    each blade to a master blade as a final manufacturing process, they are individually
    interchangeable.

    Note: Whilst the blades are interchangeable, certain maintenance requirements apply for tracking.

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    Main Rotor System ATA 62
    Student Notes

    2.1.2 Blade Retention Bolts

    Each of the blades is secured to the hub tension links with two titanium retention bolts. Each of the
    blade retention bolts are hollow to accommodate weights used during hub balancing (both static
    and dynamic). The bolt head has a cap plug to contain the weights.

    The bolts are placed in shear due to tension from centrifugal force.

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    Main Rotor System ATA 62
    Student Notes

    2.1.3 Inspection

    The main rotor blades are inspected for condition during preflight checks. Concerns to inspect for
    include:

    • General damage:

    o Dents, nicks or hail damage on top of the blades

    o Trim tabs and tip caps

    • Skin damage:

    o Nicks on leading or trailing edges

    o Tears, holes and nicks affecting one or more skin layers with broken fibres

    o Blistering and flaking on the trailing edge

    o Broken, perforated, delaminated bond line, or dented trailing edge fairing

    • Debonding:

    o Voids between tip caps and blade bodies

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    Main Rotor System ATA 62
    Student Notes

    o Voids along the leading edge abrasion strips.

    Note: Consult a maintainer to evaluate allowable limits set forth in the Maintenance Manual (MM)
    Section 62-11.

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    Main Rotor System ATA 62
    Student Notes

    2.2 Blade Maintenance Data


    2.2.1 Blade Tracking

    Tracking is necessary so that all main rotor blades rotate in the same horizontal plane. After
    balancing, the tracking of the aircraft rotor system is essential. Tracking reduces vibrations within
    the airframe caused by:

    • Main rotor

    • Tail rotor

    • Driveshafts

    • Oil cooler fan.

    Main rotor blade tracking must be performed after:

    • Replacement of one or more main rotor blades

    • Replacement of the main rotor hub

    • Adjustment or replacement of pitch links

    • Vertical or excessive vibrations were noted or recorded during flight.

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    Main Rotor System ATA 62
    Student Notes

    3 Main Rotor Head


    3.1 Main Rotor Head Overview
    3.1.1 General

    The main rotor design provides smooth and stable control responses in all flight conditions.

    Major components of the main rotor head are:

    • The centre hub

    • Four blade tension links

    • Four pitch change levers

    • Four hydraulic dampers

    • The flapping and droop restraint mechanisms

    • Four elastomeric bearings.

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    Main Rotor System ATA 62
    Student Notes

    3.2 Main Rotor Head Components


    3.2.1 Centre Hub

    The main rotor hub is fitted (splined and secured) to the mast by means of the lower split cones, the
    upper conical ring, a special washer, a lock plate and a ring nut with eight bolts.

    An aerodynamic cover completes the assembly, which also provides rain protection for the hub. The
    aerodynamic cover is bolted to the lock plate.

    The main transmission drives the rotor mast which in turn rotates the rotor head assembly at the
    centre hub.

    Attached to the centre hub are the components required to retain and move the rotor blades
    (tension links, elastomerics, hydraulic dampers and a droop stop floating ring at the bottom of the
    centre hub).

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    Main Rotor System ATA 62
    Student Notes

    3.2.2 Tension Links

    The rotor head tension link connects the blades to the hub. Each tension link transmits centrifugal
    forces from rotation to the elastomeric bearings. The tension link is a composite assembly having a
    metal external strap.

    The metal external strap is bonded on its external inboard end, allowing for the installation of the
    elastomeric bearing. Four larger holes on the outboard end are used for the installation of the pitch
    change lever and the blade.

    The blade retention bolts are inserted downwards through the tension link, pitch change lever and
    blade root. The retention bolt is then secured by washers, castellated nut and cotter pin.

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    Main Rotor System ATA 62
    Student Notes

    3.2.3 Pitch Change Levers

    The pitch change levers are aluminium alloy having the provisions to allow three functions:

    • On its internal side, the pitch change lever houses the blade flapping limiter stop.

    • The pitch change levers accept the inputs of the pitch change links from the rotating
    swashplate.

    • The pitch change levers accept the rod end portion of the hydraulic damper to limit blade lead
    and lag.

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    Main Rotor System ATA 62
    Student Notes

    3.2.4 Hydraulic Dampers

    The hydraulic damper is attached to the pitch change lever and the centre hub. The purpose of the
    hydraulic dampers is to provide the necessary dampening of the main rotor blades for lead-lag
    movement (rotor start, rotor brake application and flight manoeuvres).

    The damper includes a cylinder body, a ram with a piston, one fluid reservoir, one sight glass oil
    level indicator, two check valves, two relief valves, a charging valve and two bleed plugs.

    The damper operation consists of a movement of the internal piston which flows the fluid from one
    chamber to another through the relief valves. The two check valves serve to transfer fluid from the
    charging valve.

    The hydraulic dampers have two visual check items:

    • Damper rotational stops

    • Hydraulic servicing sight glass.

    The damper rotational stops must be in place and the sight glass must show damper serviceability
    prior to blade rotation.

    Note: For other information, see ATA 12: Servicing.

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    Main Rotor System ATA 62
    Student Notes

    3.2.5 Blade Flap and Droop Restraints

    The flap and droop restraint mechanisms limit blade flapping and support the blade when the rotor
    is stationary. The two separate mechanisms are located in different places of the main rotor head:

    The flap restraint mechanism:

    • Is installed in between both the blade tension link and the pitch change lever.

    • Consists of a loaded spring and an inertia weight fixed to a bracket which is also used to install
    the elastomeric bearing and a stop limiter that is installed on the pitch change lever.

    • Allows a variable blade flapping range based on rotor speed. A faster rotation moves the inertia
    weight up to increase the flapping range. As the rotor slows, the spring tension brings the
    weight back into position thereby limiting the blade flapping range.

    The droop restraint mechanism:

    • Is installed on the lower side of the centre hub.

    • Consists of a ring that can move inside of a groove in the lower centre hub (a floating ring).
    Contact plates are fixed to the blade tension links.

    • Operates when the blades droop and the tension link contact plates are supported by the
    floating ring.

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    Main Rotor System ATA 62
    Student Notes

    3.2.6 Elastomeric Bearings

    The spherical elastomeric bearings are designed to contend with the torque and tension loads
    imparted by a fully articulating rotor head. The elastomeric bearing provides the blade three
    degrees of freedom in lead-lag, flapping and feather movements (feather being otherwise referred
    to as pitch).

    Advantages of the elastomeric design allow exacting flight control inputs and the elimination of
    numerous metal bearings requiring frequent lubrication.

    Made of alternating rubber and metallic shims bonded together, the elastomeric bearings require a
    different inspection approach to detecting potential issues. Essentially, each elastomeric bearing is
    inspected by the pilot for:

    • Delamination

    • Bulging

    • Crazing

    • Blowing

    • Presence of rubber powder

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    Main Rotor System ATA 62
    Student Notes

    • Presence of crumbs.

    Note: A helpful preflight procedure is to examine the bearing along the mould lines. If the mould line
    direction is changed or rippled, then a closer examination between the mould lines in the rubber and
    shim layers may yield the discrepant conditions listed.

    The circumferential distance of any condition (usually between two mould lines) will determine a
    failure arc in degrees. Maintainers measure the depth and degrees of the failure arc for any
    condition discovered. It is then compared to the MM 62-21-51 for a pass-fail airworthiness
    determination.

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    Main Rotor System ATA 62
    Student Notes

    3.2.7 Preflight Inspection

    The pilot would generally inspect the following rotor head components prior to the first flight of the
    day:

    • Main rotor cover, visible hub attachments and blade tops for condition (free of frost, snow and
    ice)

    • Main rotor tension links for condition and damage (separation or exposure of layers)

    • Main rotor elastomeric bearings for cracking, separation of shims, blowing, rubber powder

    • Flap restraint assembly for condition

    • Main rotor dampeners for correct fluid level and rotational stop bumpers installed

    • Bonding wires for security (damper to hub and damper to pitch lever)

    • Pitch levers for condition along with retention bolts, bolt head plugs and blade roots

    • Main rotor pitch change links (condition and security)

    • Droop restraint assembly, stops and floating ring for condition.

    Note: The sequence listed employs a suggested top down progression using a centre and outward
    scanning technique. This method ensures coverage to continue down through the rotating controls.

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    Main Rotor System ATA 62
    Student Notes

    4 Rotating Controls
    4.1 Rotating Controls Overview
    4.1.1 General

    The rotating controls convert commands from the flight controls into movement of the blades and
    consist of the:

    • Pitch change links

    • Rotating scissors

    • Fixed scissors

    • Swashplate assembly.

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    Main Rotor System ATA 62
    Student Notes

    4.2 Rotating Control Components


    4.2.1 Pitch Change Links

    Located between the rotating swashplate and the pitch lever of the rotor head, the four pitch change
    links translate control inputs to the main rotor blades.

    Accomplished only by maintainers, pitch change links are adjustable in length (primarily to rig the
    blade pitch angles for the appropriate rotor RPM in normal and autorotation flight envelopes).

    A rod end bearing on each end of the pitch link are the attach points secured by bolts, washers
    (steel and composite), castellated nuts and cotter pins.

    As the fixed swashplate tilts due to servo control inputs, that motion is replicated by the rotating
    swashplate. As the rotating swashplate revolves, the pitch change links are moved either up or
    down which in turn moves the pitch control levers, changing the pitch of the blades.

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    Main Rotor System ATA 62
    Student Notes

    4.2.2 Rotating Scissors

    Located between the main rotor hub flange bracket and the rotating swashplate outer ring, the
    rotating scissors drive the swashplate outer rotating ring.

    The scissors allow the outer rotating ring of the swashplate to tilt and move vertically in response to
    the cyclic and collective controls.

    The scissors, consisting of two aluminium hinged links, transfer the rotation motion of the hub down
    to the swashplate outer rotating ring.

    Note: For discussion purposes, the swashplate outer ring is synonymous with the rotating
    swashplate. The swashplate inner ring is synonymous with the fixed swashplate.

    Other terms pilots may be familiar with are a fixed star and a rotating star. Another common
    reference is an upper swashplate (rotating) and a lower swashplate (fixed).

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    Main Rotor System ATA 62
    Student Notes

    4.2.3 Fixed Scissors

    An additional set of scissors are installed to prevent the pivot sleeve (uniball) from rotating. Unlike
    the rotating scissors, these scissors are fixed and mounted between the pivot sleeve and the
    transmission top case.

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    Student Notes

    4.2.4 Swashplate Assembly

    The swashplate assembly is mounted to the top of the main transmission case by means of a
    swashplate support. The support is composed of a fixed and a rotating swashplate. The purpose of
    the swashplate is to translate linear flight control inputs into rotational controls for main rotor pitch
    control of the blades.

    The fixed swashplate does not rotate. It receives pilot flight control inputs via three main rotor servo
    actuators. As the main rotor servo actuators extend or retract, the fixed swashplate will tilt in relation
    to the servo actuators.

    The rotating swashplate is mounted above the fixed swashplate and is connected to the hub by the
    rotating scissor assembly. The rotating scissor assembly transfers the rotation motion of the hub to
    the rotating swashplate.

    In between the two swashplates is a spherical pivot (commonly referred to as a uniball) that guides
    the tilting movements and keeps the rotating swashplate from becoming misaligned.

    A magnetic pickup and interrupter are installed on the swashplate for main rotor balance and
    tracking.

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    Main Rotor System ATA 62
    Student Notes

    5 Indicating and Warning Systems


    5.1 Indicating and Warning Systems Overview
    5.1.1 General

    The overall main rotor indicating system is comprised of two subsystems:

    • The main rotor RPM (NR) instrument indicating system

    • The main rotor warning and caution annunciations and aural alerts.

    The NR uses a conventional dual tachometer type gauge display on the G1000H Multifunction
    Display (MFD) Engine Indication Strip (EIS) full page format and the Primary Flight Display (PFD)
    EIS strip at the bottom left.

    The main rotor warning and caution system for the pilot consists of three possible annunciations
    that could appear on the PFD Crew Alerting System (CAS):

    • ROTOR LOW

    • ROTOR HIGH

    • MISCMP-P .

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    Main Rotor System ATA 62
    Student Notes

    5.2 Rotor System Messaging


    5.2.1 Description and Limitations

    The NR indicating system displays the rotational speed of the main rotor in a percent value of the
    maximum rating.

    The system consists of a two indicators providing a dual presentation of NR and engine N2 speed
    (both in percent).

    Source information is transmitted from the NR tachometer generator mounted on the lower left side
    of the main transmission (N2 speed is sourced from the N2 tachometer generator of the reduction
    gearbox).

    The G1000H GSC 46 (number 1 signal conditioner) converts NR tachometer generator signals for
    display on the PFD and MFD EIS full page format.

    Note: The Rotorcraft Flight Manual Supplement (RFMS) makes a distinction between NR POWER-
    ON and NR POWER-OFF limitations. The limitation symbols of the NR indicator are those for NR
    POWER-OFF.

    NR is always on the inner scale of the dual tachometer display having the following POWER-OFF
    operation limitations:

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    Student Notes

    Symbol Operation Limitation

    Red T symbol Represents 80% NR, a transient limitation of 10 seconds or less.

    Red radial index mark Represents 90% NR and is the minimum NR.

    Green arc Represents 90% NR to 110% NR, a continuous operations range.

    Red radial index mark Represents the maximum allowable NR of 110%.

    POWER-ON NR limitations:

    Type of NR NR
    Operational Speed
    Limitation

    Minimum Represents 80% NR, a transient limitation of 10 seconds or less.

    Cautionary Represents 90% NR and is the minimum NR.

    Continuous operation Represents 90% NR to 110% NR, a continuous operations range.

    Maximum Represents the maximum allowable NR of 110%.

    Transient 108% NR (transient: not to exceed 10 seconds).

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    Student Notes

    5.2.2 CAS Annunciations

    The NR messaging system provides an annunciation when:

    NR Condition CAS Annunciation

    Between 80% NR and ROTOR LOW


    96% NR Accompanied by 2700 Hz tone and ROTOR LOW audio with flashing
    Master Warning Light (MWL).

    Exceeds 108% NR ROTOR HIGH


    Accompanied by 900 Hz tone and ROTOR HIGH audio with flashing
    MWL.

    Dual monitoring inputs MISCMP-P


    disagree CAS annunciation only.

    Note: The MISCMP-P annunciation means MISCOMPARE – PRIMARY. Two separate monitoring
    paths for N1, N2, NR and ITT (designated primary instrumentation) use dual redundancy sensors
    and circuitry. The G1000H performs the comparative function.

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    Student Notes

    5.2.3 Rotor Low

    Failure description:

    • The rotor RPM are below the designated limit.

    • The aural message is continuously repeated until the failure condition is corrected or MWL is
    reset.

    • An aural tone and verbal repeating message states: ROTOR LOW, ROTOR LOW.

    Condition and corrective action:

    • Rotor RPM is between 80% NR and 96% NR.

    • Use collective to adjust RPM.

    Note: With rotor RPM between 80 and 96%, a cabin acoustic signal is activated in addition to that in
    the pilot’s headset.

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    Student Notes

    5.2.4 Rotor High

    Failure description:

    • The rotor RPM are above the designated limit (108% NR).

    • An aural tone and verbal repeating message states: ROTOR HIGH, ROTOR HIGH.

    • The aural message is continuously repeated until the failure condition is corrected or the MWL
    is reset.

    Condition and corrective action:

    • Rotor RPM above 108%.

    • Use collective to adjust RPM.

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    Student Notes

    5.2.5 Miscompare Annunciation

    The caution message MISCMP-P means there is a miscompare of primary instrumentation data.
    The G1000H performs a comparison function by monitoring each of the dual inputs for differences
    outside of a preset threshold:

    • Greater than 1% for N1, N2, and NR

    • Greater than 20 °C for ITT.


    If a discrepant condition is detected for any of the monitored parameters, the G1000H generates the
    caution message. The pilot will not know which sensor or instrument display has caused the caution
    message. A MISCMP-P caution message is to be reported to maintenance even if it is a
    momentary appearance.
    Pilot actions:

    • Reduce power to reduce risk of exceeding limits. Autorotation is prohibited due to NR indication
    uncertainty.

    • PFD: check torque, N1, N2, NR and ITT for indications within normal operating range.

    • If indications are stable and within normal ranges proceed with flight while monitoring N1, N2,
    NR and ITT indications.
    If indications are anomalous, land as soon as practicable.

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    Avionic Systems Maintenance Type Training
    Course

    Main Rotor Drive System ATA 63


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

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    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

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    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Main Rotor Drive System.......................................................................................................................................... 1
    1 Main Rotor Drive ............................................................................................................................................ 1
    1.1 Main Rotor Drive Overview ................................................................................................................... 1
    1.1.1 General ............................................................................................................................................. 1
    1.2 Driveshafts ............................................................................................................................................ 3
    1.2.1 Main Driveshaft ................................................................................................................................. 3
    1.2.2 Fan Driveshaft .................................................................................................................................. 4
    1.3 Main Transmission................................................................................................................................ 5
    1.3.1 Main Transmission General .............................................................................................................. 5
    1.3.2 Accessory Gearbox .......................................................................................................................... 6
    1.3.3 Reduction Gearbox ........................................................................................................................... 7
    1.3.4 Reduction Gearbox External Components ....................................................................................... 9
    1.3.5 Bell Housing.................................................................................................................................... 10
    1.3.6 Transmission Installation ................................................................................................................ 11
    2 Transmission Lubrication ............................................................................................................................. 12
    2.1 Transmission Lubricating System....................................................................................................... 12
    2.1.1 Oil Circulation ................................................................................................................................. 12
    2.1.2 Dual Pump Assembly ..................................................................................................................... 14
    2.1.3 External Oil Filter ............................................................................................................................ 15
    2.1.4 Oil Cooler ........................................................................................................................................ 16
    2.2 Transmission Lubricating CAS Messages .......................................................................................... 17
    2.2.1 Oil Chips Caution Message ............................................................................................................ 17
    2.2.2 Cockpit Indications.......................................................................................................................... 18
    2.2.3 Oil Pressure Warning Indication ..................................................................................................... 19
    2.2.4 Oil Pressure Caution Indication ...................................................................................................... 20
    2.2.5 Oil Hot Warning Indication .............................................................................................................. 21
    3 Rotor Brake System..................................................................................................................................... 22
    3.1 Rotor Brake System Overview ........................................................................................................... 22
    3.1.1 General ........................................................................................................................................... 22
    3.2 Rotor Brake Components ................................................................................................................... 24
    3.2.1 Rotor Brake Lever........................................................................................................................... 24
    3.2.2 Rotor Brake Pump .......................................................................................................................... 25
    3.2.3 Disc and Calliper Assembly ............................................................................................................ 26
    3.2.4 Rotor Brake Warning ...................................................................................................................... 27
    3.2.5 Rotor Brake Caution Message ....................................................................................................... 28
    3.3 Rotor Brake System Operation ........................................................................................................... 29
    3.3.1 Operational Cautions ...................................................................................................................... 29

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    Student Notes

    Main Rotor Drive System


    1 Main Rotor Drive
    1.1 Main Rotor Drive Overview
    1.1.1 General

    The main rotor drive system consists of the following components:

    • A main driveshaft

    • A fan driveshaft

    • The main transmission

    • The main transmission lubricating system

    • The rotor brake system.

    The drive from the engine output shaft is transmitted to the main transmission accessory gearbox
    through the main driveshaft. The transmission accessory gearbox transmits the drive to the main
    transmission lower case and also translates (through reduction gears), the necessary drive to turn
    the fan driveshaft which in turn, drives the oil cooler blower assembly.

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    Student Notes

    The self-contained rotor brake system consists of a brake disc installed on the fan input drive quill.
    A brake calliper is fitted to the accessory gearbox and is provided hydraulic pressure by a dedicated
    remote pump and reservoir unit when the rotor brake handle is selected to ON in the cockpit.

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    Student Notes

    1.2 Driveshafts
    1.2.1 Main Driveshaft

    The main driveshaft is a steel tube assembly installed between an adapter on the engine reduction
    gearbox and the input drive quill of the transmission accessory gearbox.

    The driveshaft employs Thomas coupling assemblies on both ends to provide flexibility and
    alignment retention.

    Note: The main driveshaft is directly affected by the sprag clutch within the reduction gearbox
    acting on the reduction gearbox output shaft and output shaft drive adapter (reference ATA 71:
    Engine General).

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    Student Notes

    1.2.2 Fan Driveshaft

    The fan driveshaft is a flanged aluminium tube assembly installed between the accessory gearbox
    fan quill and the oil cooler fan drive.

    The fan driveshaft transmits main transmission accessory gearbox drive to the oil cooler fan.

    The fan driveshaft also utilises Thomas couplings on both attachment ends which provide a small
    amount of fore and aft flexibility.

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    Student Notes

    1.3 Main Transmission


    1.3.1 Main Transmission General

    The main transmission unit is divided into three main sections:

    • The accessory gearbox

    • The reduction gearbox (main case)

    • Mast and bell housing (upper case).

    The main transmission:

    • Receives the drive from the engine

    • Reduces the main shaft RPM

    • Changes the direction of the drive

    • Transmits the drive to the main rotor hub.

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    1.3.2 Accessory Gearbox

    The accessory gearbox is bolted to the main case and transmits engine drive to both the main case
    and the oil cooler blower shaft quill. The accessory gearbox is the sump of the transmission oil
    system.

    The accessory gearbox accommodates:

    • Two oil level sight gauges

    • A chip detector

    • A dual oil pump.

    Note: The aft facing lower sight gauge is provided for maintainer usage and is not a pilot preflight
    item.

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    Student Notes

    1.3.3 Reduction Gearbox

    The main transmission case is a two stage reduction gearbox.

    The first stage of reduction is provided by a combination of the input pinion driving a much larger
    bevel reduction gear. The bevel reduction gear is bolted to a shaft which turns inside of a fixed
    support housing (otherwise referred to as a Gleason shaft and Gleason crown).

    The second stage of reduction is provided by a combination of a centre sun gear which is splined to
    both the Gleason crown shaft and the lower planetary gear assembly, driving the planetary gears to
    rotate. The rotating planetary gears drive the spider plate which is splined to the mast.

    For discussion purposes, the:

    • Sun gear lower portion is installed in the internal splines of the Gleason crown shaft which is
    driven by the bevel reduction gear.

    • Sun gear upper portion is meshed with the planetary gears.

    • Individual rotating planetary gears in turn, drive the spider plate which is centre splined to the
    main rotor mast. The spider plate and mast have no connection to the Gleason crown shaft or
    sun gear.

    Note: The Gleason crown shaft rotates, not the entire Gleason crown assembly. The Gleason
    crown bolts down to a flange inside the main case. The fixed outer planetary gear case holds the

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    outer fixed ring gear and sits on top of the Gleason crown. The planetary gears outer case picks up
    the same mount studs that join the main and upper cases together.

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    Student Notes

    1.3.4 Reduction Gearbox External Components

    The externally mounted components on the reduction gearbox main case are:

    • Two hydraulic pumps for system No. 1 and system No. 2

    • The NR tachometer generator

    • The RPM sensor.

    The independent hydraulic system pumps provide servo system pressure (reference ATA 29).

    The NR tachometer generator provides a rotor speed signal to the G1000H for processing and
    display on the NR cockpit gauge (reference ATA 62).

    The RPM sensor is a magnetic pickup type that provides signal information to the Electronic Engine
    Control (EEC), reference ATA 73/76.

    Note: All of the aforementioned components are driven by, or use the bevel reduction gear of the
    Gleason crown assembly for pinion drive gearing or sensing in the case of the RPM sensor.

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    Student Notes

    1.3.5 Bell Housing

    The main rotor mast and attendant support bearings are installed in the main transmission bell
    housing (upper case). The upper case is bolted to the upper side of the reduction gearbox (main
    case).

    The upper case serves as the reservoir for the transmission oil system and utilises an internal oil
    passage with two oil jets, providing lubrication to the main rotor mast, associated bearings and the
    planetary assembly. Also incorporated into the upper case are a filler cap, sight level gauge and a
    chip detector.

    The mast is supported in the housing by two bearings:

    • The lower bearing consists of a single row double thrust ball bearing race which absorbs all
    static and lift loads.

    • The upper bearing at the top of the bell housing is a single row roller type for support and
    alignment.

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    Student Notes

    1.3.6 Transmission Installation

    The main transmission is installed with an anti-torque plate supported by two forward tubes and two
    aft solid links, all made of aluminium alloy.

    An anti-torque plate, made of aluminium alloy, is bolted to the underside of the main case and is
    fitted with bolts, washers and nuts to the cabin roof.

    The bell housing accommodates the upper transmission support tubes and links whilst the lower
    attachment fittings are fastened to the airframe by means of nuts and bolts to structural gusset type
    brackets which tie into both the box structure and cabin roof.

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    Student Notes

    2 Transmission Lubrication
    2.1 Transmission Lubricating System
    2.1.1 Oil Circulation

    The transmission throughout all three cases employs a spray and splash system delivered by oil
    jets fed by internal passage ways as follows:

    • The lubrication oil contained in the upper bell housing flows to the pressure pump portion of the
    dual pump mounted on the forward side of the accessory case.

    • Pressure flow proceeds from the pump past the temperature switch and temperature
    transmitter.

    • Pressure flow to and through the external oil filter is protected against clogging with a bypass
    valve.

    • Pressure flow proceeds through the check valve into the oil jet manifold of passage ways
    throughout all three cases.

    • Drained oil accumulates in the accessory case sump and is picked up by the scavenge pump
    portion of the dual pump and under pressure, is sent to the external oil cooler.

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    Student Notes

    • Cooled oil exiting the oil cooler is returned to the bell housing reservoir for recirculation.

    The Gleason crown assembly also utilises an internal oil passage with an oil jet for lubrication of the
    Gleason crown duplex bearing and the sun gear.

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    Student Notes

    2.1.2 Dual Pump Assembly

    The gear type oil pump is driven by the accessory gear box idler gear and consists of two
    independent sections, the pressure pump and the scavenge pump, bolted together.

    The pressure pump suctions oil from the bell housing reservoir and sends it under pressure to the
    oil jet system of internal passage ways.

    The scavenge pump picks up oil which has completed the spray and splash cycle and has drained
    into the sump of the accessory case. The scavenge pump provides the pressure for the oil to
    proceed to the external airframe mounted oil cooler.

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    Student Notes

    2.1.3 External Oil Filter

    The external oil filter has a paper replaceable element in a metal filter body and incorporates:

    • An internal bypass valve

    • A minimum pressure check valve

    • A filter clogged indicator

    • An oil temperature transmitter

    • A temperature switch.

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    Student Notes

    2.1.4 Oil Cooler

    The oil cooler is airframe mounted to the cabin roof aft of the transmission accessory case.

    A thermostatic bypass valve is located on the cooler to control the oil flow, allowing the oil to bypass
    the cooler when the oil temperature is low.

    When the oil temperature is below 54 °C, the valve is completely open and the oil flows directly to
    the bell housing reservoir.

    The valve starts to close when the oil temperature rises above 54 °C. From 54 °C the thermostatic
    bypass valve allows a passage of oil to the cooler proportional to the oil temperature increase.

    When the oil temperature is 78 °C, the valve closes and all of the oil flows through the oil cooler. In
    case of oil cooler obstruction, the valve works also as a bypass, to prevent oil flow interruption.

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    Main Rotor Drive System ATA 63
    Student Notes

    2.2 Transmission Lubricating CAS Messages


    2.2.1 Oil Chips Caution Message

    If metal particles are detected in the main transmission oil, one or both chip detectors located on the
    bell housing and accessory gearbox sump will send a signal to GEA No. 1 and GEA No. 2.

    Once the G1000H receives the signal it will generate a XMSN OIL CHIPS caution message on the
    PFD CAS.

    The appropriate pilot action during flight is to:

    • Reduce power by lowering the collective

    • Land as soon as possible.

    Note: Aircraft equipped with a chip burner system would proceed according to Supplement No. 15:
    Pulsed Chip Detectors operational data.

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    Main Rotor Drive System ATA 63
    Student Notes

    2.2.2 Cockpit Indications

    The transmission oil pressure indicating system consists of the oil pressure transmitter, installed on
    the accessory gearbox of the main transmission and provides a signal to the G1000H GEA No. 2.
    The transmission oil pressure indication is displayed on the Multifunction Display (MFD) Engine
    Indication Strip (EIS) and the EIS full format page.

    The transmission oil temperature indicating system consists of an oil temperature transmitter,
    installed on the external filter, and provides a signal to the G1000H GEA No. 1. The transmission oil
    temperature indication is displayed on the MFD EIS strip and the EIS full format page.

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    Main Rotor Drive System ATA 63
    Student Notes

    2.2.3 Oil Pressure Warning Indication

    The oil pressure warning circuit consists of a pressure switch installed on the transmission
    accessory gearbox. When the transmission oil pressure lowers to approximately 30 PSI, the
    XMSN OIL PRESS warning displays on the PFD CAS with a 900 Hz aural tone and Master
    Warning Light (MWL).

    The appropriate pilot action during flight is to:

    • Check the pressure gauge on the MFD for correspondence

    • Reduce power

    • Land as soon as possible.

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    Main Rotor Drive System ATA 63
    Student Notes

    2.2.4 Oil Pressure Caution Indication

    On the ground, if the transmission oil pressure holds and resides between 55 and 70 PSI, the
    G1000H will generate a XMSN OIL PRESS caution message on the PFD CAS with a tone. This
    alert may be triggered on start-up. The pilot should allow time for the oil to warm up and pressure to
    drop before proceeding.

    The appropriate pilot action is to:

    • Allow time for the oil to warm and pressure to drop as this may be triggered at startup.

    • If it remains high, report the fault to maintenance.

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    Main Rotor Drive System ATA 63
    Student Notes

    2.2.5 Oil Hot Warning Indication

    The transmission oil temperature warning circuit consists of a temperature switch installed on the
    external filter. When the transmission oil temperature exceeds the maximum (115 °C), the
    XMSN OIL HOT warning displays on the PFD CAS with a 900 Hz aural tone and MWL.

    The appropriate pilot action during flight is to:

    • Check the temperature gauge on the MFD for correspondence

    • Reduce power

    • Land as soon as possible.

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    Main Rotor Drive System ATA 63
    Student Notes

    3 Rotor Brake System


    3.1 Rotor Brake System Overview
    3.1.1 General

    The rotor brake system is used to stop rotor rotation on the ground, after engine shutdown. The
    rotor brake must only be operated below 40% rotor RPM (NR).

    The system consists of a two-position (ON, OFF) control lever installed on the right side of the
    overhead console.

    The rotor brake control lever is attached to a cable connected to a hydraulic pump and self-
    contained reservoir installed on the left side of the fuselage box beam.

    The pump sends oil pressure to a brake calliper installed over the brake disc but bracketed to the
    transmission accessory gearbox. The disk is mounted to the fan driveshaft quill adapter.

    When the brake control lever is operated, the brake calliper pads quickly stop the disc and as a
    result, the rotor. The rotor brake is also applied for aircraft parking.

    The warning and caution annunciations are sourced from four microswitches installed in pairs on
    both sides of the calliper.

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    Main Rotor Drive System ATA 63
    Student Notes

    Note: The rotor brake system is Optional Equipment Supplement (OES) No. 10 in Rotorcraft Flight
    Manual (RFM) Section 5.

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    Main Rotor Drive System ATA 63
    Student Notes

    3.2 Rotor Brake Components


    3.2.1 Rotor Brake Lever

    The rotor brake lever is located on the right side of the overhead switch panel. The rotor brake lever
    has two positions (ON and OFF) and is not utilised in any other position.

    The lever positions have locking detents for the lever pins to fit assuring a secure lever position. To
    move the brake lever from one position to another requires the lever pins to be retracted from the
    positional detent. This is achieved by grasping the lever and pulling down on the its T-bar to retract
    the pins prior to moving the brake lever.

    Always ensure the lock pins are fully engaged in the detent slots of the position desired. The visual
    verification of pins in detents will prevent undesired inadvertent operations.

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    Main Rotor Drive System ATA 63
    Student Notes

    3.2.2 Rotor Brake Pump

    The rotor brake hydraulic pump is installed on the left side of the transmission deck on the structural
    box beam. It has a self-contained reservoir and pump body. With the rotor brake lever set to the
    OFF position, the sight plug should be predominately full (reference ATA 12 for servicing).

    The rotor brake lever operation of the cable actuates the pump to direct hydraulic pressure to the
    rotor brake calliper.

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    Main Rotor Drive System ATA 63
    Student Notes

    3.2.3 Disc and Calliper Assembly

    The rotor brake system permits a rapid deceleration of the main rotor after engine shutdown. The
    rotor braking assembly itself is a conventional disc brake configuration having a hydraulic calliper
    assembly fitted over a steel disc.

    The hydraulic calliper assembly has four microswitches used to sense operation or a degraded
    system.

    The calliper resides over the disc with friction pads, but is mounted to the transmission accessory
    gearbox.

    The disc is mounted to the transmission accessory gearbox drive adapter for the fan shaft.

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    Main Rotor Drive System ATA 63
    Student Notes

    3.2.4 Rotor Brake Warning

    With the rotor brake lever is ON, a RTR BRK ON warning message will be displayed on the PFD
    CAS along with a 900 Hz aural tone and MWL.

    The appropriate pilot action during flight is:

    • If the lever is in the OFF position, land immediately

    • If the lever is not in the OFF position, set it to OFF and land immediately.

    The appropriate pilot action on the ground is:

    • If the lever is in the OFF position, shut down the engine immediately

    • If the lever is not in the OFF position, set it to OFF and shut down the engine immediately.

    Note: The rotor brake is never applied while the engine is operating. Maintenance action is required
    in the event this warning annunciation is seen while the engine is operating (regardless of the lever
    position found).

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    Main Rotor Drive System ATA 63
    Student Notes

    3.2.5 Rotor Brake Caution Message

    Should a degraded state exist with the rotor brake system, the ROTOR BRK caution message will
    be displayed on the PFD CAS, indicating the rotor brake should not be used.

    The appropriate pilot action during flight is:

    • Proceed with the flight, do not operate the rotor brake

    • Correct the discrepant condition before the next flight.

    The appropriate pilot action on the ground is:

    • Refer the condition to maintainers for the appropriate maintenance manual actions.

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    Student Notes

    3.3 Rotor Brake System Operation


    3.3.1 Operational Cautions

    Two operational cautions in rotor brake operations must be known to the pilot:

    • The rotor brake must be disengaged before starting and never be engaged with the engine
    operating.

    • In the event that the rotor brake was used beyond the limitation of 40% NR, then further use of
    the system is prohibited until the appropriate maintenance inspections have been
    accomplished and the aircraft has been returned to service.

    Note: Refer to RFM Section 5: OES (Supplement 10) for preflight, starting and shutdown
    procedures.

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    Student Notes

    INTENTIONALLY
    LEFT
    BLANK

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Tail Rotor ATA 64


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: V 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

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    BLANK

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    AW119Kx-ASMTC
    Tail Rotor ATA 64
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

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    Student Notes

    INTENTIONALLY
    LEFT
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    Tail Rotor ATA 64
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Tail Rotor .................................................................................................................................................................. 1
    1 Tail Rotor Assembly....................................................................................................................................... 1
    1.1 General ................................................................................................................................................. 1
    1.1.1 Overview ........................................................................................................................................... 1
    1.2 Tail Rotor Blades .................................................................................................................................. 3
    1.2.1 Construction...................................................................................................................................... 3
    1.2.2 Inspection ......................................................................................................................................... 5
    1.3 Tail Rotor Hub....................................................................................................................................... 6
    1.3.1 Configuration .................................................................................................................................... 6
    1.3.2 Inspection ......................................................................................................................................... 8
    1.4 Pitch Change Mechanism ..................................................................................................................... 9
    1.4.1 Configuration .................................................................................................................................... 9
    1.4.2 Lower and Upper Levers ................................................................................................................ 10
    1.4.3 Bearings and Bearing Housing ....................................................................................................... 11
    1.4.4 Internal Control Rod ....................................................................................................................... 12
    1.4.5 Rotating Scissors and Scissors Sleeve .......................................................................................... 13
    1.4.6 Crosshead and Pitch Change Links ............................................................................................... 14
    1.4.7 Inspection ....................................................................................................................................... 15
    1.4.8 Operation ........................................................................................................................................ 16

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    Student Notes

    Tail Rotor
    1 Tail Rotor Assembly
    1.1 General
    1.1.1 Overview

    The purpose of the tail rotor is to produce an aerodynamic force to counteract the torque reaction
    caused by the main rotor during flight.

    The tail rotor system includes the following components:

    • Two composite blades

    • A hub assembly

    • A pitch changing mechanism.

    The tail rotor blades are a composite structure employing fibreglass and graphite materials. The
    blades use weights for static balance near each root and near the blade tips (two locations on each
    blade).

    The hub assembly (through an internal trunnion) is splined to the 90° gearbox driveshaft for

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    Tail Rotor ATA 64
    Student Notes

    rotational drive. The hub also retains the tail rotor blades through a retention strap design.

    The pitch change mechanism is a pedal actuated push-pull tube control, moving control arms which
    in turn move a slider shaft inside of the 90° gearbox driveshaft. Connected to a crosshead having
    pitch change links, each blade is moved collectively.

    The tail rotor is a semi-rigid (flapping, teetering or see-saw) design. The flapping axis is designed to
    form a delta three hinge providing automatic flapping and feathering of the blades to counteract
    dissymmetry of lift.

    Whilst dissymmetry of lift is routinely associated with the main rotor disk, this aerodynamic condition
    also affects the tail rotor disk. A delta three hinge design will allow both flapping to reduce
    dissymmetry of lift, but will also include blade feathering through the pitch links.

    This effect is achieved by having the blade pitch horns on a different geometric plane than the
    flapping hinge, which will then mechanically change the pitch angle of the blade as it flaps. This
    design dramatically reduces the amount of flapping the tail rotor must endure and allows a shorter
    driveshaft for tail boom clearance. The delta three hinge design has also been referred to as:

    • A pitch flap coupling design

    • A K-link design.

    The delta three hinge effect can be demonstrated on preflight by gently moving a tail rotor blade
    through its flapping range and observing the slight pitch angle changes due to pitch link movement
    caused throughout the flap range travel. It is best viewed if the blades can be turned to a vertical
    advancing and retreating position to see the larger pitch angle of the retreating blade and the
    smaller pitch angle on the advancing blade.

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    Student Notes

    1.2 Tail Rotor Blades


    1.2.1 Construction

    The tail rotor blades are constructed of composite weave material in an epoxy resin matrix.

    Each blade consists of a full length spar, manufactured with fibreglass and graphite straps, covered
    with anti-torque fibreglass (cross ply skin layups to resist rotational force, delamination and to
    enhance the nomex honeycomb core stability).

    The internal spar root is machined to accommodate two aluminium bushings and two elastomeric
    bearings (acting as pitch change bearings). Each is secured by a common retainer ring. The
    bushing and elastomeric bearing which provides the connection for the blade retention strap is
    riveted to the blade spar.

    The spar root is bonded to the pitch arm assembly. The pitch arm assembly utilises two Chinese
    weights which run perpendicular to the blade chord and apply centrifugal force to counteract a
    tendency of the blades to remain in zero pitch, thereby easing the forces required for pitch changes.

    Smaller additional weights are used in two places near the blade root and on the blade face near
    the blade tip. The former providing a chordwise static balance provision and the latter, a spanwise
    static balance provision. Each of these balance weight locations provides stability in the zero pitch
    return moment of the blade, therefore reducing pitch control loads imparted to the blades.

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    Student Notes

    The leading edge of the blade spar is protected by an anti-abrasion strip, manufactured with electro
    deposited nickel alloy plating.

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    Student Notes

    1.2.2 Inspection

    The tail rotor is inspected for general condition prior to the first flight of each day:

    • Cleanliness - the blades are free of snow, ice, frost and the paint system is intact.

    Erosion of the leading edge can be expected as long as it does not proceed beyond the
    protective strip. If protective polyurethane leading edge tape is installed, it should not exceed
    length limits for a wrinkle or a broken area per the maintenance manual criteria.

    • Damage - free from nicks, scratches, scoring and dents (or the damage noted is or was
    previously deemed acceptable by maintainers in accordance with maintenance manual
    inspection procedures).

    • Voids - composites will be free of voids, delamination in general and trailing edge delamination,
    or be referred to maintainers for an inspection analysis per the maintenance manual.

    Disqualifying conditions are as follows:

    • Obvious deformation

    • One or more holes, tears or wrinkles of skin doublers

    • One or more scratches, dents and corroded areas developing from or extending into a
    previously repaired area or which exceeds damage limits.

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    Student Notes

    1.3 Tail Rotor Hub


    1.3.1 Configuration

    The tail rotor hub provides the means of attaching the assembly to the output driveshaft of the 90°
    gearbox. The hub incorporates the automatic flapping and pitch changing hinges (a delta three
    hinge design).

    The tail rotor hub assembly consists of the following parts:

    • A trunnion

    • A yoke

    • Retention straps.

    The trunnion is a machined steel forged part, housed internally within the yoke. It forms the
    attachment point for the hub to the tail rotor driveshaft and is the pivot for the flapping hinge. The
    centre hole of the trunnion is splined internally to engage with the external splines of the 90° tail
    rotor gearbox driveshaft. Master splines ensure correct alignment. The outboard ends of the
    trunnion form the flapping hinge spindles. Machined studs at the ends of the spindles are utilised for
    retention and to centre the trunnion in the yoke.

    The yoke is a one-piece machined steel forging having four arms (or spindles). Two provide the 45°
    offset attachment for the blade pitch arms working in conjunction with the trunnion spindles to

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    Student Notes

    accommodate the flapping hinge (blade flap travel). This forms the delta three offset hinge
    configuration. The pitch link attachment on the blade pitch arm maintains the same offset thereby
    allowing simultaneous feathering and flapping (the delta three hinge effect).

    Retention straps (or blade straps) connect the rotor blade assembly to the hub assembly. The
    straps distribute axial (centrifugal) loads between the hub and blades. The straps are stacks of
    individual steel bands (approximately 30) to allow for torsional forces in addition to centrifugal
    forces. The strap stack is retained in the yoke spindle by a captured plug and placement pin. The
    blade pitch arm end of the retention strap stack is captured by a through-bolt and the bolt is secured
    by a washer and castellated nut arrangement having a cotter pin.

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    Student Notes

    1.3.2 Inspection

    The tail rotor hub assembly is inspected for:

    • Visible hardware security (trunnion and blade spindle covers)

    • Freedom of the trunnion to accomplish flapping

    • Flap stops (bumper) for evidence of damage

    • Balance ring and any installed weights for security.

    The hub should easily and smoothly travel throughout the entire flapping range.

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    Student Notes

    1.4 Pitch Change Mechanism


    1.4.1 Configuration

    The pitch change mechanism, installed on the tail rotor gearbox, consists of the following major
    parts:

    • Lower and upper levers

    • Bearings and bearings housing

    • Internal control rod

    • Crosshead

    • Rotating scissors and scissors sleeve

    • Pitch change links.

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    Student Notes

    1.4.2 Lower and Upper Levers

    The lower lever receives input from the flight control rod connected with the tail rotor servo actuator.
    The lower lever is connected through linkage with the upper lever and provides a linear movement
    of the internal control rod inside the gearbox driveshaft.

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    Student Notes

    1.4.3 Bearings and Bearing Housing

    Connected with the lower and upper levers, the bearing housing encompasses two ball bearings
    (referred to as a duplex bearing arrangement) which provide the split between the levers for linear
    actuation of the internal control rod.

    The outer races are contacting the duplex bearings housing while the inner races are contacting the
    internal control rod. A boot between the housing and tail rotor gearbox protects the bearings.

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    Student Notes

    1.4.4 Internal Control Rod

    The internal control rod runs through the tail rotor gearbox driveshaft (a shaft in a shaft design) and
    is centred and supported by a bushing located in the outboard side.

    The internal control rod is connected to the bearings on one side (right side of the aircraft) and on
    the opposite side (left side) it is locked with the crosshead where it receives rotation from the
    gearbox driveshaft via scissors links.

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    Student Notes

    1.4.5 Rotating Scissors and Scissors Sleeve

    Two rotating scissors, offset 180°, provide connection and rotation to the crosshead. Two links,
    each having a lug end and a clevis end, form one scissors hinge. Scissor link connections are by
    bolt washer nut and cotter pin.

    The inboard portion of both scissor links are connected to the scissors sleeve. The scissor sleeve is
    in turn installed on the splines of the tail rotor gearbox driveshaft. The scissors sleeve is secured
    with the same nut used to lock the tail rotor hub.

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    Student Notes

    1.4.6 Crosshead and Pitch Change Links

    The crosshead provides the attachment to two pitch change links. It is directly connected in the
    centre to the internal control rod with a nut. A protective boot is installed between the inboard side
    of the crosshead and the hub locknut to protect the translating control rod.

    Two pitch change links provide the connection between the crosshead and the pitch change horns
    of the blade pitch arms.

    Each pitch change link utilises a self-aligning bearing at each end. Axial movements of the
    crosshead are converted into blade pitch change through the links.

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    Student Notes

    1.4.7 Inspection

    Preflight inspection of the tail rotor pitch change mechanism:

    Components Inspection

    Visible attach points of the upper and lower Hardware security


    levers and flight control rod

    Rotating scissors Smooth, simultaneous and equal travel


    Hardware security

    Internal control rod protective boot Tears and deterioration

    Self-aligning bearings in the pitch change links Frozen or corroded

    Internal control rod crosshead locknut cover Deterioration


    Hardware security

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    AW119Kx-ASMTC
    Tail Rotor ATA 64
    Student Notes

    1.4.8 Operation

    The amount of aerodynamic force produced by the tail rotor can be varied by changing the
    collective pitch of both tail rotor blades through the flight control system and the pitch change
    mechanism.

    The flight control rod from the tail servo imparts movement to the lower and upper arms of the pitch
    change mechanism as a result of pilot pedal movement.

    The arms move an internal control rod inside the tail rotor driveshaft in a linear fashion.

    The internal control rod is connected to the centre of a crosshead having four attachment lugs.

    Two attachments of the crosshead lugs are attached to and driven by rotational scissors. The
    scissors connect to the scissors sleeve of the tail rotor gearbox driveshaft to gain rotational force.

    Two other attachment lugs of the crosshead are attached to pitch links which in turn are connected
    to the blade pitch horns.

    The linear motion of the internal control rod allows the crosshead to translate collective force
    through the pitch change links which will induce the blade pitch arms to rotate about the hub
    spindles either increasing or decreasing aerodynamic force through increased or decreased angle
    of attack on the blades.

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    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Tail Rotor Drive System ATA 65


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: V 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

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    Tail Rotor Drive System ATA 65
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

    Issue No V 1.0 02/02/2015


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    Tail Rotor Drive System ATA 65
    Student Notes

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    Tail Rotor Drive System ATA 65
    Student Notes

    Table of Contents
    Issue Record ....................................................................................................................................................... i
    Tail Rotor Drive System ...................................................................................................................................... 1
    1 Tail Rotor Drive System ........................................................................................................................... 1
    1.1 General ........................................................................................................................................... 1
    1.1.1 Overview ..................................................................................................................................... 1
    1.2 Components ................................................................................................................................... 2
    1.2.1 Tail Rotor Driveshafts ................................................................................................................. 2
    1.2.2 Tail Rotor Gearbox ..................................................................................................................... 4
    1.3 Indications ....................................................................................................................................... 6
    1.3.1 Chip Detection ............................................................................................................................ 6

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    Tail Rotor Drive System ATA 65
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    Tail Rotor Drive System ATA 65
    Student Notes

    Tail Rotor Drive System


    1 Tail Rotor Drive System
    1.1 General
    1.1.1 Overview

    The tail rotor is driven from an output shaft on the engine Reduction Gearbox (RGB), back to the tail
    rotor through two tail boom mounted driveshafts connected to a 90° gearbox.

    The 90° gearbox (tail rotor gearbox) changes the drive direction in a right angle with the tail rotor
    gearbox driveshaft connecting the drive force to the tail rotor hub.

    The tail rotor drive system includes:

    • Two tail rotor driveshafts

    • The tail rotor gearbox and internal driveshaft

    • The tail rotor indication and monitoring system.

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    Tail Rotor Drive System ATA 65
    Student Notes

    1.2 Components
    1.2.1 Tail Rotor Driveshafts

    Two aluminium alloy driveshafts, each having a damper, are both supported by a single hanger
    bearing and connected by three Thomas couplings.

    The forward driveshaft is connected to the RGB sliding adapter and to the rear shaft flange by
    means of two flexible Thomas couplings, bolts, nuts and washers.

    The rear driveshaft is connected to the forward shaft and to the tail rotor gearbox sliding adapter by
    means of a flexible Thomas coupling, bolts, nuts, and washers.

    Each longitudinal driveshaft has a dedicated damper, acting on the middle section of each shaft.

    At the centre of the damper assembly is a Teflon flanged ring, fitted to an aluminium alloy support
    with bolts, nuts, washers and springs.

    The Teflon ring can slide vertically on the support surface to dampen driveshaft movements.

    The damper functioning limits the shaft oscillations at low rotor Revolutions Per Minute (RPM),
    during engine starting or shut down for the respective shaft it is installed upon.

    The single hanger bearing is a standard main line ball type bearing to support the entire two shaft

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    Tail Rotor Drive System ATA 65
    Student Notes

    assembly.

    A Thomas coupling is a flexible disc type attachment. Thin steel discs are stacked and bolted
    between two offset connecting flanges and allow flexure and return of driveshaft movements.
    Thomas coupling connections are strong in torsion.

    Benefits from the Thomas coupling design include no lubrication, long life, visual inspection, a wide
    temperature and torque variation range, along with low restoring forces (backlash).

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    Tail Rotor Drive System ATA 65
    Student Notes

    1.2.2 Tail Rotor Gearbox

    The tail rotor gearbox provides:

    • A 90° change in the direction of the drive

    • A reduction of input shaft RPM down to a rate whereby the tail rotor blades become
    aerodynamically effective and the tail rotor rotational forces do not become a hub fatigue factor.

    The tail rotor gearbox consists of:

    • A mounting sleeve

    • A case assembly

    • An input pinion assembly

    • An output driveshaft assembly.

    The tail rotor gearbox is bolted to the aft tail boom bulkhead at six points through the mounting
    sleeve. The case assembly incorporates a vented filler cap, an oil level sight gauge, a magnetic
    chip detector, an oil drain plug and the mounting lugs for the tail rotor pitch change mechanism
    levers.

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    Tail Rotor Drive System ATA 65
    Student Notes

    The tail rotor gearbox incorporates a wet sump oil system, which utilises the case as a reservoir and
    provides splash oil to lubricate gears and bearings.

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    Tail Rotor Drive System ATA 65
    Student Notes

    1.3 Indications
    1.3.1 Chip Detection

    The caution message T/R BOX CHIPS is displayed on the Crew Alerting System (CAS) when
    enough metal particles contained in the tail rotor gearbox oil close the magnetic chip detector
    electrical circuit.

    The Rotorcraft Flight Manual Supplement (RFMS) procedure:

    Message Condition Corrective Action

    T/R BOX CHIPS Metallic particles in 90° Reduce power by lowering


    gearbox lubricating oil. collective.

    Land as soon as possible.

    For aircraft equipped with a pulsed chip detector system per RFMS 15:

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    Tail Rotor Drive System ATA 65
    Student Notes

    Message Condition Corrective Action

    T/R BOX CHIPS Metallic particles in 90° Activate CHIP BURNER


    gearbox lubricating oil. switch momentarily and
    release. It is permitted to
    activate the chip burner up to
    three times to clear a chip.

    If the message does not


    extinguish, reduce power and
    land as soon as possible.

    Limitation:

    The chip burner cannot be used while on the ground in order to suppress a caution message.
    Maintenance action is required before the next flight.

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    Tail Rotor Drive System ATA 65
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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Power Plant ATA 71


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

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    Power Plant ATA 71
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

    Issue No 1.0 02/02/2015


    Page i
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    Power Plant ATA 71
    Student Notes

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    Power Plant ATA 71
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Power Plant .............................................................................................................................................................. 1
    1 Design and Construction ............................................................................................................................... 1
    1.1 Overview ............................................................................................................................................... 1
    1.1.1 General ............................................................................................................................................. 1
    1.2 Engine Sections .................................................................................................................................... 3
    1.2.1 Compressor Section ......................................................................................................................... 3
    1.2.2 Accessory Gearbox Section ............................................................................................................. 5
    1.2.3 Hot Section ....................................................................................................................................... 7
    1.2.4 Reduction Gearbox ........................................................................................................................... 9
    2 Engine to Airframe Provisioning .................................................................................................................. 11
    2.1 Engine Installation .............................................................................................................................. 11
    2.1.1 Cowling Installation ......................................................................................................................... 11
    2.1.2 Engine Mounts ................................................................................................................................ 13
    2.1.3 Engine Firewalls ............................................................................................................................. 14
    3 Operations ................................................................................................................................................... 15
    3.1 Engine Operation ................................................................................................................................ 15
    3.1.1 Gas Path Flows .............................................................................................................................. 15
    3.1.2 RGB Freewheeling Unit .................................................................................................................. 17
    3.1.3 Hover Power Assurance Check...................................................................................................... 19
    3.1.4 Level Flight Power Assurance Check ............................................................................................. 21

    Annexes

    Annex A - Power Plant Hover Power Assurance Check ................................................................................. A1


    Annex B - Power Plant Level Flight Power Assurance Check ........................................................................ B1
    Annex C - Power Plant Airspeed Limitation .................................................................................................... C1

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    Power Plant ATA 71
    Student Notes

    Power Plant
    1 Design and Construction
    1.1 Overview
    1.1.1 General

    The PT6B-37A power plant incorporates four major sections with two internally disconnected spools
    in a lightweight free turbine design having:

    • A compressor - turbine rotor spool consisting of three axial stages of compression with a
    compressor impeller driven by a compressor turbine, all turning in a clockwise direction

    • A power turbine rotor spool driven freely by the downstream hot gas path generated from the
    compressor turbine spool, rotating in an anticlockwise fashion to balance rotational forces

    • A cold (or compressor air) section from the inlet screens back to the impeller air exiting the
    diffusers. It includes the axial compressor wheels and impeller which are shafted to the
    Accessory Gearbox (AGB) section

    • A hot (or combustion gases) section from the impeller diffuser exhaust to the hot gases being
    exhausted into the atmosphere. It includes two igniters, 14 fuel nozzles, a combustion liner, a
    compressor turbine stator and wheel, and a power turbine stator and wheel.

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    Power Plant ATA 71
    Student Notes

    The power turbine is shafted to the Reduction Gearbox (RGB) input which accomplishes a two-
    stage reduction of input Revolutions Per Minute (RPM) and houses an internal sprag clutch
    between the freewheel shaft and the output shaft which drives the main rotor and tail rotor.

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    Power Plant ATA 71
    Student Notes

    1.2 Engine Sections


    1.2.1 Compressor Section

    The engine compressor section provides compressed air at the right pressure and temperature to:

    • Pressurise the combustion chamber for combustion

    • Cool hot section components (combustion chamber liner, stators and turbine blades)

    • Seal bearing cavities (labyrinth type air seals)

    • Assist in the operation of the Fuel Control Unit (FCU) and governors

    • Heat the cabin using P3.0 compressor air.

    Structural cases of the compressor include the:

    • Inlet case

    • Compressor case

    • Gas generator case (sometimes referred to as an outer combustor case).

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    Student Notes

    A compressor bleed valve is mounted to the bottom of the gas generator case to prevent
    compressor stalls and surges below 91% N1. At low speed, the axial stages of the compressor
    produce more air than the centrifugal stage of the compressor can move radially. The bleed valve
    dumps this excessive volume of interstage compressor air (P2.8) into the atmosphere and then
    automatically closes at higher N1 speeds when the impeller is more efficient and can move all of the
    axial flow air supplied.

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    Power Plant ATA 71
    Student Notes

    1.2.2 Accessory Gearbox Section

    The AGB, which is driven by the compressor turbine, has an internal set of gears and gear shafts to
    drive the:

    • High pressure fuel pump to the FCU

    • FCU

    • Starter generator

    • Oil pressure pump

    • Oil scavenge pumps

    • N1 tachometer generator.

    The AGB provides mounting for the:

    • Oil filler neck

    • Fuel heater

    • Fuel filter

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    Power Plant ATA 71
    Student Notes

    • P3 filter

    • Oil filter

    • Starter generator

    • Magnetic chip detector.

    The cavity between the inlet case and AGB forms the engine oil tank.

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    Student Notes

    1.2.3 Hot Section

    The engine hot section extracts energy from the hot expanding gases to drive the:

    • Compressor turbine wheel

    • Power turbine wheel

    • RGB.

    Whilst the compressor turbine drives the compressor, it is appropriately named a compressor
    turbine since it facilitates the continued compression of combusted gases into a convergent
    pathway less than half the size of the combustion chamber.

    The major components of the hot section include the:

    • Combustion chamber liner

    • Compressor turbine stator (or compressor turbine vane ring)

    • Compressor turbine (or compressor turbine disk)

    • Power turbine stator (or power turbine vane ring)

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    Power Plant ATA 71
    Student Notes

    • Power turbine (or power turbine disk)

    • Exhaust case.

    The hot section is accessed by maintainers after engine removal by splitting it at the C flange to
    perform a Hot Section Inspection (HSI). The turbines are not connected, therefore the power turbine
    section will pull away from the gas generator case. The parts listed are inspected and repaired, fuel
    nozzles are flowed and the igniters are tested and measured for serviceability.

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    Power Plant ATA 71
    Student Notes

    1.2.4 Reduction Gearbox

    The RGB reduces the power turbine speed from the input shaft down to a speed suitable for the
    main rotor and tail rotor.

    One end of the bottom output shaft will drive the main rotor head transmission and the other end of
    the output shaft will drive the tail rotor 90° gearbox.

    The RGB, which is driven by the power turbine, has a set of gears and gear shafts to drive the:

    • N2 mechanical governor

    • N2 tachometer generator.

    The RGB case provides support for the:

    • Internal torquemeter

    • Internal freewheeling unit

    • External torque transducer

    • Left rear engine mount (bipod)

    • Right rear engine mount (tripod)

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    Power Plant ATA 71
    Student Notes

    • N2 speed sensor probe

    • RGB magnetic chip detector.

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    Power Plant ATA 71
    Student Notes

    2 Engine to Airframe Provisioning


    2.1 Engine Installation
    2.1.1 Cowling Installation

    The aerodynamic covering for the power plant is a cowling system having five airframe assemblies:

    • A forward transmission cowling

    • A rear transmission cowling

    • An engine air intake cowling

    • A forward engine cowling

    • A rear engine cowling.

    The air intake cowling may have an optional inlet barrier system installed and the pilot should
    consult the Rotorcraft Flight Manual (RFM) operating supplement for additional preflight check items
    such as bypass doors position and filtration indicators denoting serviceability. Filtration system
    performance can affect power assurance checks.

    The engine exhaust ejector stacks, one on each side, protrude between the forward engine cowling

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    Power Plant ATA 71
    Student Notes

    and rear engine cowling, but are bolted directly to the engine exhaust case and not part of the
    cowling system.

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    Student Notes

    2.1.2 Engine Mounts

    There are three engine mounts that connect the engine to the airframe:

    • The forward engine mount (parallel rod)

    • The left aft engine mount (bipod)

    • The right aft engine mount (tripod).

    The forward engine mount is located on the bottom side of the engine and it has two rods
    connected to the AGB by means of a crosshead clevis. The mount is bolted to the steel airframe
    fitting (hard point) through a pivoting lever.

    The aft engine mount (bipod) is on the left-hand side of the RGB. The aft engine mount (tripod) is
    on the right-hand side of the RGB.

    The bipod and tripod mounts are connected to the airframe through bolts in steel clevis fittings
    acting as airframe hard points, in turn connected to primary roof structure at the front mount and
    primary box structure for both rear mounts.

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    Student Notes

    2.1.3 Engine Firewalls

    The engine uses three titanium firewalls having high temperature edge fire seals to separate the
    engine hot section from the cold section and the hot section from the RGB.

    The forward firewall also protects the AGB components from inlet air.

    The middle firewall protects the inlet air from being heated by the gas generator case.

    The aft firewall protects the RGB components.

    The firewalls are part of the engine and each one is made with two sections for maintainer
    convenience, each having:

    • An upper section

    • A lower section.

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    Power Plant ATA 71
    Student Notes

    3 Operations
    3.1 Engine Operation
    3.1.1 Gas Path Flows

    Gas path flow begins at the engine inlet case as ambient air is drawn in through the inlet screen
    across the three axial stages of compression and then turned radially by the centrifugal stage of
    compression provided by the impeller.

    The impeller directs the gas path into the diffuser tubes (ends cut away for clarity) which pressurise
    the gas generator case. Air enters the combustion chamber via small holes in the liner. Two
    igniters, located in the combustion chamber, fire in anticipation of fuel introduction.

    At the proper compressor speed, atomised fuel is sprayed into the combustion chamber through
    fourteen fuel nozzles (one shown for clarity) and the gas path is ignited.

    The combusted gas path is ducted towards the convergent area of the compressor turbine stator
    where the stator vanes direct the hot gas path to impinge efficiently upon the compressor turbine
    blades to drive the compressor and AGB.

    At a stabilisation point, the igniters cease firing since a flame front is established in the combustion
    chamber.

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    Power Plant ATA 71
    Student Notes

    The hot gases leaving the compressor turbine are accelerated as they enter the divergent
    interturbine area and are directed by the power turbine stator vanes to impinge efficiently upon the
    power turbine to drive the RGB. The exhaust gas path exits to the atmosphere via the exhaust case
    and ejector stacks.

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    Power Plant ATA 71
    Student Notes

    3.1.2 RGB Freewheeling Unit

    Whilst the terms freewheeling unit or over running clutch are routinely used by pilots, they more
    often describe the conditional characteristics of a sprag clutch mechanism.

    An automatic acting sprag clutch mechanism is installed between the freewheel shaft and the
    output shaft which drives the main rotor and tail rotor driveshafts. Without the clutch arrangement,
    the engine would be driven by the main rotor any time an autorotation is attempted. In addition, any
    seizure of the engine would prevent the possibility of the autorotation.

    The sprag clutch assembly consists of a certain number of sprags having a somewhat figure of
    eight shape due to different radiuses at the top and bottom which will allow them to pivot vertically
    or pivot into a canted position.

    The vertical height of each sprag is slightly greater than the gap formed between the freewheel gear
    shaft (outer race) and the output gear shaft (inner race).

    Each sprag is held in a cage, spring-loaded to a more vertical position (or drive engaged position).
    The drive engaged position places the sprags against both the outer and inner races.

    Rotation from the engine power section on the freewheel gear shaft forces a lock of the spags (an
    interference fit) between the outer and inner races to drive the output shaft.

    Disengagement of the spag clutch comes when the output shaft attempts to drive the engine
    (referred to as an over running condition).

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    AW119Kx-ASMTC
    Power Plant ATA 71
    Student Notes

    During disengagement, the higher output shaft speed will cause the sprags to ride along their
    bottom radius into a canted position whereby the sprag is not touching the outer or inner race (a
    freewheeling condition – rotors and engine disengaged).

    The clutch is then fully disengaged to support an autorotation or to prevent the rotors from being
    affected by a seized engine.

    In the event of an autorotation with a power recovery, the freewheel gear shaft would again be
    powered to run much faster than the output shaft and the sprags would pivot back into the locked
    position immediately and automatically.

    If referred to as a freewheeling unit or an over running clutch, it is still the sprag clutch that makes
    both conditions possible.

    Note: Designers strive to employ the maximum amount of sprags over a given race circumference
    to transmit the engine torque with a minimum of friction wear to the sprags.

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    Power Plant ATA 71
    Student Notes

    3.1.3 Hover Power Assurance Check

    Power Assurance Check (PAC) charts are used to determine if the engine power available is within
    the limits established by the flight manual. A PAC is a daily recommendation. Additional checks
    should be performed when:

    • Unusual operating conditions arise in terms of environment, temperature and elevation

    • A degradation of charted values occurs over a span of time that may be a trend.

    If the engine does not meet the requirements of the PAC, the published performance data is likely
    to be unachievable (refer to the Pratt and Whitney Engine Maintenance Manual (EMM)). The cause
    of engine power loss (excessive Interturbine Temperature (ITT) or N1 rpm) should be determined
    as soon as practical.

    The pilot may choose to perform a PAC in level flight, rather than in a hover. Regardless of the
    procedure performed, the pilot should plan a safe procedure and consider:

    • Passenger load

    • An acceptable area in which to accomplish the PAC (hover area and in-flight terrain)

    • Situational awareness and the ability to record data for charting.

    The hover check is performed prior to take-off under the following conditions:

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    Power Plant ATA 71
    Student Notes

    • Heater - OFF

    • Generator load - minimum

    • NR 102 %.

    Pilot Action PAC Accomplishment Instructions

    Increase collective until light on skids or attain a Do not exceed an ITT of 755 °C or an N1 of
    hover at 3 ft. 100.1% or a torque of 100%.

    Stabilise power for 1 minute. Record Outside Air Temperature (OAT),


    pressure altitude, torque, ITT and N1.

    The PAC chart check of the recorded values is accomplished by:

    • Entering the chart at the engine torque recorded, then move down to the line intersecting the
    recorded pressure altitude

    • Move laterally on the chart until intersecting with the recorded OAT. Move up to read the
    maximum allowable ITT value

    • Move laterally again from the previous OAT intersection until intersecting the same OAT value
    for maximum allowable N1. Read directly upwards to determine the maximum allowable N1 %
    value.

    Compare the recorded data against the chart maximum allowable values.

    If the data for ITT or N1 exceeds the charted values, repeat the hover check stabilising power for 3
    minutes. If the engine still exceeds the maximum allowable ITT or N1, published performance data
    may not be achievable (refer to the EMM).

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    Power Plant ATA 71
    Student Notes

    3.1.4 Level Flight Power Assurance Check

    There are two types of in-flight PAC charts used to determine if the engine can produce the required
    power specified in the flight manual:

    • The 100 Knots Indicated Airspeed (KIAS) level flight check

    • The 130 KIAS level flight check.

    The 130 KIAS level flight check is performed for periodic monitoring of engine performance.

    The 100 KIAS level flight check is performed when 130 KIAS in level flight is not attainable due to
    the Maximum Continuous Power (MCP) limitations, or a VNE limitation is encountered in high, hot
    operations.

    The 130 KIAS level flight check is performed under the following conditions:

    • Heater - OFF

    • Generator load - minimum

    • NR 102 %.

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    Power Plant ATA 71
    Student Notes

    Pilot Action PAC Accomplishment Instructions

    Attain 130 KIAS in stabilised level flight. Do not exceed an ITT of 755 °C or an N1 of
    100.1% or a torque of 100%.

    Stabilise power for 1 minute. Record OAT, pressure altitude, torque, ITT and
    N1.

    The PAC chart check of the recorded data is accomplished by:

    • Entering the chart at the engine torque recorded, then move down to the line intersecting the
    recorded pressure altitude

    • Move laterally on the chart until intersecting with the recorded OAT. Move up to read the
    maximum allowable ITT value

    • Move laterally again from the previous OAT intersection until intersecting the same OAT value
    for maximum allowable N1. Read directly upwards to determine the maximum allowable N1 %
    value.

    Compare the recorded data against the chart maximum allowable values.

    If the data for ITT or N1 exceeds the charted values, repeat the PAC stabilising power for 3
    minutes. If the engine still exceeds the maximum allowable ITT or N1, perform a hover PAC.

    The procedures and conditions for the 100 KIAS level flight check are identical to the 130 KIAS
    procedure described. However, a designated and separate 100 KIAS PAC chart is used to check
    recorded data against the maximum allowable chart values.

    Example: RFMS Section I: Limitations, Figure 1-1: Airspeed Limitations – VNE (power on or off):

    • Pressure altitude: 8,500 ft

    • Temperature: 32 °C

    • Density altitude: 12,500 ft

    • Airspeed limitation: 130 KIAS.

    The appropriate pilot option would be to use the 100 KIAS PAC with virtually no altitude restriction
    limiting the VNE.

    Note: The pilot may use a hover PAC in lieu of a level flight PAC. If either the 130 KIAS PAC or the
    100 KIAS PAC is unacceptable, the pilot is mandated to perform a hover PAC.

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    Power Plant ATA 71
    Student Notes

    Annex A – Hover Power Assurance Check

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    Student Notes

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    Power Plant ATA 71
    Student Notes

    Annex B – Level Flight Power Assurance Check

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    Power Plant ATA 71
    Student Notes

    Annex C – Airspeed Limitations

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Engine Fuel and Control ATA 73-76


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 002/02/2015

    FOR TRAINING USE ONLY


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    Engine Fuel and Control ATA 73-76
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

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    Student Notes

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    Engine Fuel and Control ATA 73-76
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Engine Fuel and Control ........................................................................................................................................... 1
    1 Engine Fuel and Control Introduction ............................................................................................................ 1
    1.1 Engine Fuel and Control System .......................................................................................................... 1
    1.1.1 Overview ........................................................................................................................................... 1
    2 System Components ..................................................................................................................................... 3
    2.1 Components (1) .................................................................................................................................... 3
    2.1.1 P3 Filter ............................................................................................................................................ 3
    2.1.2 Fuel Heater ....................................................................................................................................... 4
    2.1.3 Fuel Control Unit Filters .................................................................................................................... 5
    2.1.4 Fuel Control Unit ............................................................................................................................... 6
    2.1.5 Fuel Control Unit Fuel Pump ............................................................................................................ 8
    2.1.6 Fuel Flow Divider .............................................................................................................................. 9
    2.1.7 Fuel Nozzles ................................................................................................................................... 10
    2.1.8 Electronic N2 Speed Sensor .......................................................................................................... 11
    2.2 Components (2) .................................................................................................................................. 12
    2.2.1 Electronic Engine Control Unit........................................................................................................ 12
    2.2.2 Electronic N2 Governor .................................................................................................................. 13
    2.2.3 Collective Linear Variable Differential Transducer ......................................................................... 15
    2.2.4 Mechanical N2 Governor ................................................................................................................ 16
    2.2.5 N2/NR Droop Compensation Actuator ........................................................................................... 18
    2.2.6 Twist Grip Rotary Variable Differential Transducer ........................................................................ 19
    2.3 Component Locations ......................................................................................................................... 20
    2.3.1 Aft Avionics Bay and Engine Accessory Gearbox .......................................................................... 20
    2.3.2 Reduction Gearbox and Gas Generator Case ............................................................................... 21
    2.4 Engine Fuel System Architecture ....................................................................................................... 22
    2.4.1 Engine Fuel Delivery ...................................................................................................................... 22
    3 Engine Fuel System Controls ...................................................................................................................... 24
    3.1 Modes of Control ................................................................................................................................ 24
    3.1.1 Introduction to Operations .............................................................................................................. 24
    3.1.2 Automatic and Manual Operation ................................................................................................... 25
    3.1.3 Twist Grip Power Lever Angle ........................................................................................................ 26
    3.1.4 EEC Mode Droop............................................................................................................................ 28
    3.2 Pilot Considerations During Modes of Control ................................................................................... 29
    3.2.1 Electronic Engine Control Failure ................................................................................................... 29
    3.2.2 MEC Mode N2/NR Droop Compensation ....................................................................................... 30
    3.2.3 MEC Mode NR TRIM Mismatch ..................................................................................................... 31
    3.2.4 MAN Mode ...................................................................................................................................... 32
    3.2.5 Fuel Control Unit Failures ............................................................................................................... 34

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    Engine Fuel and Control ATA 73-76
    Student Notes

    Engine Fuel and Control


    1 Engine Fuel and Control Introduction
    1.1 Engine Fuel and Control System
    1.1.1 Overview

    The purpose of the engine fuel system is to provide the engine with clean fuel at the required
    pressure, metered in a flow, to permit the control of engine power.

    The control of engine fuel for power management is accomplished through both electronic and
    mechanical means, with one electronic path and two teleflex cable actuated paths. Three pilot
    selectable paths of engine control are available. These control paths, referred to as control modes,
    are the:

    • Electronic Engine Control (EEC) mode, a wire connected system

    • Mechanical Engine Control (MEC) mode, a teleflex cable actuated system

    • Manual (MAN) control mode, a teleflex cable actuated system.

    The components of the engine fuel and control systems are:

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    Engine Fuel and Control ATA 73-76
    Student Notes

    • P3 filter

    • Fuel heater

    • Fuel Control Unit (FCU) filters

    • FCU

    • FCU fuel pump

    • Fuel flow divider

    • Fuel nozzles

    • Electronic N2 speed sensor

    • EEC unit

    • Electronic N2 governor

    • Collective Linear Variable Differential Transducer (LVDT)

    • Mechanical N2 governor

    • Droop compensation actuator

    • Twist grip FCU Rotary Variable Differential Transducer (RVDT).

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2 System Components
    2.1 Components (1)
    2.1.1 P3 Filter

    The purpose of the P3 filter assembly is to remove minute particles from the incoming bleed-air flow
    before sending it onto the pneumatic control side of the FCU.

    P3 air entering the filter assembly travels through a filter element having a 10 micron rating before
    moving to the pneumatic section of the FCU.

    The filter is metallic and easily removed for cleaning by removal of the filter bowl. At the bottom of
    the filter bowl is a maintenance drain valve to eliminate moisture. The drain valve filter element
    servicing is accomplished by maintainers.

    Note: A micron is 1/1000 of one millimeter or 0.000039 of one inch. The fingertips can discern
    particles of ≥ 5 microns. The human eye can see particles of ≥ 40 microns.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.1.2 Fuel Heater

    The purpose of the fuel heater is to prevent fuel filter obstruction due to ice crystal formation.

    The fuel heater is a heat exchanger that uses hot engine oil to heat fuel. It incorporates an internal
    thermal element (thermostat) that reacts to fuel temperature and actuates an internal sliding valve
    to control the amount of hot oil flowing into the heat exchanger portion.

    Cold fuel from the left lower tank boost pump enters the fuel heater and surrounds the thermal
    element. The cold thermal element contracts and the sliding valve allows engine oil to travel across
    the heater portion. Heat from the oil transfers to the fuel and the fuel temperature starts to rise.

    At 20 °C, the thermal element begins to expand and pushes the sliding valve to bypass inlet oil,
    progressively precluding flow to the heater portion. The thermal element actuator is constantly
    reacting to fuel temperature changes to regulate the amount of oil needed to heat the fuel.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.1.3 Fuel Control Unit Filters

    Two filters are integral to the FCU pump section. These filters are:

    • FCU inlet filter

    • FCU High Pressure (HP) filter.

    The purpose of the FCU inlet filter is to provide a secondary filtration of the low pressure fuel prior to
    the fuel entering the HP pump.

    The purpose of the HP fuel filter is to provide filtration of the fuel prior to metering.

    Fuel travels from the low pressure filter (10 micron rating) to the FCU inlet filter. The FCU inlet filter
    has a 74 micron rated wire mesh strainer to protect the HP pump and can bypass (self-relieving) at
    a 1.5 psi differential pressure.

    Fuel is then sent into the HP FCU pump where, upon exit, it is filtered again prior to entering the
    metering section of the FCU. The FCU HP filter is a 10 micron paper element and will bypass at 20
    psi differential pressure if clogged.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.1.4 Fuel Control Unit

    The design purpose of the hydromechanical FCU is to establish the proper fuel scheduling for the
    engine according to inputs from:

    • P3 engine bleed-air source

    • Twist grip position (regardless of which operating mode)

    • N2 governor inputs.

    The FCU not only schedules the fuel, but also provides a clean HP supply of fuel to the flow divider
    under any set scheduled condition (either set manually by the pilot or automatically by a governor).

    The term hydromechanical, in regard to a FCU, is a design having a pneumatic section and a
    hydraulic (fuel) section. The pneumatic section contains sense and control bellows. Twist grip
    settings and external governor units (either mechanical or electronic) will act upon the bellows
    which in turn, move the FCU mechanical internals of the hydraulic section.

    The primary internal mechanical control in the hydraulic section is the main metering valve. Other
    hydraulic functional internals include:

    • A bypass valve to ensure a steady state between HP pump pressure and metered pressure
    (not to exceed a differential of 15-18 psi of value)

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    Engine Fuel and Control ATA 73-76
    Student Notes

    • A fuel temperature compensator (an automatic function to allow for adjustments in fuel density)

    • An acceleration dome used by maintainers to make adjustments for acceleration response time

    • A minimum pressure valve to maintain a minimum fuel pressure of fuel flow in the FCU

    • A fuel cut-off valve which sends metered fuel into bypass when seated, closing off all fuel to the
    flow divider.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.1.5 Fuel Control Unit Fuel Pump

    The purpose of the FCU HP fuel pump is to provide fuel at the required pressure and flow to the
    FCU.

    The FCU HP pump is a single stage, positive displacement gear type pump driven by the accessory
    gearbox of the engine. As such, the flow and pressure of the HP pump would vary according to N1
    rotation. For reference, a starting N1 of 12% would result in a pump flow of 150 pph and indicate a
    fuel pressure of approximately 75 psi. At 100% N1, the flow would become 1200 pph and indicate
    approximately 900 psi.

    Should the aircraft boost pump fail, the FCU HP pump is capable of drawing required fuel from the
    aircraft system. The FCU HP pump must be overhauled if operated more than 10 hours without any
    boost pump pressure.

    Fuel from the fuel filter enters the FCU HP pump and passes through the inlet filter and then into the
    gear chamber. HP fuel flow is delivered to the FCU HP fuel filter, then into the metering unit of the
    FCU hydraulic section.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.1.6 Fuel Flow Divider

    The purpose of the fuel flow divider is to divide the fuel flow between the primary and secondary
    manifolds.

    The flow divider contains a valve assembly having a primary valve and a secondary valve function,
    both of which operate on fuel pressure. The primary valve opens at a fuel pressure of 10-15 psi for
    starting. The secondary valve opens at a fuel pressure of 35 psi.

    Fuel enters the flow divider and pushes against the primary and secondary valve assembly. When
    fuel pressure reaches primary spring tension, the primary valve opens and allows fuel to flow only to
    the primary manifold. As N1 speed increases, the fuel pressure builds up against the secondary
    valve spring tension. The secondary valve moves inside of the primary valve allowing fuel to flow to
    the secondary manifold.

    When the engine is shut down, the fuel pressure drops and both the primary and secondary springs
    slowly push the valves towards the closed position allowing fuel to drain into the dump line (which is
    plumbed to the upper fuel tank).

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.1.7 Fuel Nozzles

    The purpose of each fuel nozzle is to deliver and atomise (a spray pattern) of metered fuel into the
    combustion chamber. There are 14 fuel nozzles, each having two transfer tubes corresponding to
    the primary and secondary manifolds.

    The fuel nozzles respond to the operation of the flow divider. During operation, the 14 fuel nozzles
    receive fuel from the flow divider and deliver it to the combustion chamber.

    On start, the flow divider sends fuel to the primary manifold (transfer tubes). The fuel nozzles then
    deliver atomised fuel to the combustion chamber through their primary orifices.

    An increase in N1 causes fuel pressure to increase and the flow divider allows secondary manifold
    flow of fuel into the transfer tubes until the secondary orifice in the nozzles are delivering atomised
    fuel to the combustion chamber.

    Both primary and secondary nozzle orifices in all 14 nozzles are simultaneously in use.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.1.8 Electronic N2 Speed Sensor

    As part of the EEC mode governance system, the N2 speed sensor measures the speed of the
    power turbine wheel.

    The N2 speed sensor is a multi-coil magnetic pickup type sensor which sends its signal by wiring
    harness to the EEC unit. The sensor generates output frequencies used for conversion into power
    turbine speed.

    Note: The N2 speed sensor is utilised solely by the EEC unit in EEC mode and does not provide
    G1000H N2 display data.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.2 Components (2)


    2.2.1 Electronic Engine Control Unit

    The purpose of the EEC unit is to provide autonomous and automatic N2 governance requiring no
    pilot interface.

    The EEC unit is an electronic airframe mounted component which accepts signal inputs for control
    monitoring and generates outputs for commands of the electronic N2 governor which in turn affects
    changes to the hydromechanical FCU.

    Note: Even though the EEC unit is automatically providing governance in EEC mode, the MEC
    mode controls are still in motion in the event of EEC mode failure.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.2.2 Electronic N2 Governor

    The purpose of the N2 electronic governor is to accept the commands sent from the EEC unit and
    then provide the appropriate reset air pressure (Pg) to the pneumatic section of the FCU for N2
    governance.

    The N2 electronic governor accepts two pneumatic sources and two electrical currents. The
    pneumatic sources are:

    • Regulated air pressure from the FCU (Pr)

    • Reset air pressure as modulated by the N2 mechanical governor (Pg).

    The electronic governor receives two electrical currents from the EEC unit for two torque motors to
    manage the pneumatic sources (Pr and Pg). The motor designations are:

    • Mode Select Torque Motor (MSTM) which accepts the pilot selection of EEC mode through the
    EEC unit. Conversely, this motor also accepts the command to deselect EEC mode in the
    event of an EEC mode failure or a pilot selection from EEC mode to MEC mode.

    • Modulating Torque Motor (MODTM) is commanded by the EEC unit to continuously change (or
    modulate) the reset air (Pg) to the FCU for N2 governance. The source Pg air line from the
    mechanical governor is always charged if EEC mode fails or MEC mode is selected.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    Note: It could be said that the benefit of the electronic governor in the EEC mode is the realisation
    of automatic and near immediate compensation for N2/NR droop without pilot interaction.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.2.3 Collective Linear Variable Differential Transducer

    The purpose of the LVDT is to provide an electrical signal to the EEC unit which is proportional to
    the Collective Lever Angle (CLA).

    The LVDT is airframe mounted below the left seat structure and mechanically attached to the
    collective torque tube utilising a clamp.

    During EEC mode operation, when the pilot pulls upwards on the collective, the LVDT sends a
    proportional signal to the EEC unit as it extends. This is essentially a power request to the EEC unit
    based on a known collective position so that the EEC unit can command the N2 electronic governor
    appropriately, so as to prevent N2/NR droop as the collective is raised (all other EEC unit inputs
    considered).

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.2.4 Mechanical N2 Governor

    In MEC mode, the purpose of the N2 mechanical governor is to maintain N2 speed.

    The N2 mechanical governor employs a conventional centrifugal force, flyweight system which is
    mounted to and gear driven from the reduction gearbox section. The function of the flyweight
    position against an opposing spring pressure, along with other internals (and a N1 signal) causes
    either a build-up, or bleed off of pneumatic pressure (Py) though an orifice and seat assembly in the
    governor.

    This build-up or bleed off of Py air pressure in the governor changes the pressure in the bellows
    portion of the FCU pneumatic section, which in turn changes the FCU fuel metering valve position.
    The effect on the engine is:

    • Governor Py orifice opening - bleed off of Py by the governor will cause a reduction of power

    • Governor Py orifice closing - Py pressure build-up causes an increase in power.

    The N2 mechanical governor is sometimes referred to as a droop governor. This is because its
    speed setting (flyweights) characteristically decrease (or droop) when the power output is
    increased. This droop characteristic must be compensated in order to maintain rotor RPM (NR).

    A teleflex cable connected to the pilot’s collective system provides droop compensation. When the
    collective pitch is increased, the teleflex cable increases the spring tension via the N2 mechanical
    governor speed set lever to eliminate the droop.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    Other externals include an N2 tach generator for the G1000H dual tach indicator.

    Note: Py air to the N2 mechanical governor originates from the N1 governor air regulator. The N1
    governor on the accessory gearbox and the N2 mechanical governor on the reduction gearbox both
    provide governance via Py air. The N2 mechanical governor during its operation creates a source of
    reset modulated air (Pg) which is plumbed forward on the engine as a input source for the electronic
    N2 governor. The electronic N2 governor governs the FCU with Pg air changes in relation to the
    regulated air (Pr) provided from the FCU.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.2.5 N2/NR Droop Compensation Actuator

    In MEC mode only, the purpose of the droop trim compensation actuator is to allow adjustment of
    N2 speed without moving the collective pitch lever.

    The linear droop compensation actuator is an electrical switch activated unit, which either extends
    or retracts a teleflex cable. The teleflex cable is routed to the speed lever of the N2 mechanical
    governor.

    The actuator control switch is collective mounted and labelled as NR TRIM with selections for INC
    and DECR:

    • INC - the pilot may increase NR from an existing setting up to 102%

    • DECR - the pilot may decrease NR from an existing setting down to 93%.

    Note: The droop compensation actuator accomplishes an increase or decrease of N2 turbine


    speed, but for the ultimate purpose of obtaining the desired rotor speed indication (NR).

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.2.6 Twist Grip Rotary Variable Differential Transducer

    The purpose of the twist grip RVDT is to measure the angle (position) of the engine power lever,
    commonly referred to as the Power Lever Angle (PLA) position.

    The teleflex cable which is routed from the twist grip to the engine power lever on the FCU, contains
    an internal transducer (RVDT) which measures the rotary motion (position) of the engine power
    lever. The RVDT can measure and correspond to the following twist grip settings:

    • OFF

    • IDLE

    • FLT

    • MAN.

    When the engine power lever on the FCU does not correspond to the selected position of the twist
    grip, then the PLA position is incorrect.

    In this situation, a PLA POS caution annunciation occurs on the Primary Flight Display (PFD)
    Crew Alerting System (CAS). In flight, the pilot would switch to MEC mode from EEC mode. On the
    ground, the engine would be shut down and the cause investigated. Refer to the AW119Kx
    Rotorcraft Flight Manual Supplement (RFMS), Section 3.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.3 Component Locations


    2.3.1 Aft Avionics Bay and Engine Accessory Gearbox

    The components of the engine fuel and control system are all located on the engine except for the
    EEC module which is located in the airframe to the right of the aft avionics bay.

    The engine fuel system and control components located on the accessory gearbox are:

    • P3 filter

    • Fuel filter

    • RVDT and cable

    • Fuel pump

    • Fuel heater

    • FCU

    • Electronic N2 governor.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.3.2 Reduction Gearbox and Gas Generator Case

    The engine fuel system control components located on the reduction gearbox are:

    • Electronic N2 speed sensor (EEC mode)

    • Mechanical N2 governor (MEC mode).

    The engine fuel system distribution components located on the gas generator case are:

    • Fuel flow divider

    • Fuel nozzles (leading into the combustion chamber).

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    Engine Fuel and Control ATA 73-76
    Student Notes

    2.4 Engine Fuel System Architecture


    2.4.1 Engine Fuel Delivery

    Fuel is fed from the left lower fuel tank through a pilot selectable shutoff valve into the following
    engine mounted fuel system components:

    • Fuel/oil heater

    • Low pressure filter

    • Fuel pump (engine driven)

    • FCU

    • Flow divider

    • Fuel nozzles.

    Engine fuel system components which can be bypassed are:

    • Oil to fuel heater

    • Low pressure fuel filter

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    Engine Fuel and Control ATA 73-76
    Student Notes

    • HP FCU filter.

    Note: The FCU inlet filter does not bypass but self-relieves inline at a pressure of 1.5 psi over
    normal pressure.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    3 Engine Fuel System Controls


    3.1 Modes of Control
    3.1.1 Introduction to Operations

    Three pilot selectable modes of engine control are available. Each corresponds to a control path.

    EEC Mode
    This is the normal setting for an aircraft in flight. The EEC mode is a wiring harness path based
    upon the collective LVDT, N2 speed sensor, EEC unit and changes to N2 accomplished by the
    electronic N2 governor acting upon the FCU.

    MEC Mode
    It is a teleflex cable path, initially using the collective output from the mixing unit with an inline droop
    compensation actuator, with the cable terminating at the N2 mechanical governor for N2
    governance upon the FCU.

    MAN Mode
    It is a teleflex cable path from the twist grip, terminating at the engine power lever on the FCU. This
    path does not include a governor to act upon the FCU.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    3.1.2 Automatic and Manual Operation

    The engine control system has two automatic modes of control:

    • EEC

    • MEC.

    In EEC mode, N2 is kept constant (selector switch in EEC position). N2 is controlled by the EEC
    unit through an MODTM in the electronic N2 governor. EEC mode is considered as the usual mode
    of all flight operations.

    In MEC mode, N2/NR is controlled by the mechanical N2 governor, with a pilot adjustable switch.
    The NR TRIM switch located on the collective activates the droop trim compensator actuator
    changing a cable input to the N2 mechanical governor (selector switch in MEC position).

    Manual operation is used in the event of a fuel control malfunction. The pilot can use the FCU
    Manual Override System (MOS) to pilot govern engine fuel flow. This is achieved by sliding the
    MAN/NOR guard to MAN and the pilot matches N2/NR with the twist grip.

    Note: The MAN/NOR sliding guard is not an electrical switch. In the NOR (normal position) it guards
    or limits the twist grip travel. This understanding is important to preclude an inadvertent selection
    and the subsequent consequential possibilities for torque, temperature and NR exceedances.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    3.1.3 Twist Grip Power Lever Angle

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    Engine Fuel and Control ATA 73-76
    Student Notes

    The PLA is a term associated with a twist grip position corresponding to the actual angle of the
    engine power lever connected to the FCU, as measured in degrees of rotation by the RVDT.

    Twist Grip Degrees of Travel in the PLA Corresponding Engine Power


    Position

    OFF -5° to +5° FCU power lever in shutoff position.

    IDLE 15° FCU power lever in idle position.


    Initiates fuel flow and allows engine to
    run in idle at 61% ± 1%.

    FLT 60° FCU power lever in flight position for


    automatic modes. Selected by the pilot
    before flight operations and allows EEC
    mode governance (pilot selectable to
    MEC mode if desired for N2 MEC
    governor control and N2/NR pilot trim
    adjustment).

    MAX +110° FCU power lever variable and pilot


    (Pilot variable from +5° to +110°) selectable anywhere in a full range from
    OFF to MAX (sliding guard in MAN).

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    Engine Fuel and Control ATA 73-76
    Student Notes

    3.1.4 EEC Mode Droop

    Pilot increases pull on collective and droop occurs.

    In the EEC mode, N2 governing is accomplished by the EEC unit signalling the torque motor in the
    electronic N2 governor to increase or decrease as necessary to maintain the N2 constant.

    Mode Scenario Pilot Corrective Action

    EEC N2/NR set at 102% Normal flight:


    Not applicable.

    EEC N2 droops ½% None:


    NR droops ½% EEC signals torque motor (MODTM) in
    electronic N2 governor to compensate
    and automatically recovers to maintain
    102%.

    The resulting N2/NR adjustment is automatic requiring no pilot action in EEC mode.

    Note: The electronic automatic correction occurs so quickly, the pilot may not even notice a full 1%
    droop. A normal droop correction is likely to be ½%. The G1000H will only indicate a 1% change.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    3.2 Pilot Considerations During Modes of Control


    3.2.1 Electronic Engine Control Failure

    Pilot recognises Master Caution Light (MCL) and refers to EEC mode annunciations:

    PFD CAS Caution Meaning Pilot Corrective Action

    EEC FAIL EEC system off-line None:


    Auto reversion to: MEC OPN (MEC
    mode operation).

    EEC DEGRADED Ground only Reset:


    < 20% NR Cycle the EEC/MEC switch to obtain
    EEC mode. If EEC mode is not
    obtained, refer condition to maintenance
    personnel.

    Note: The pilot may experience a slight corresponding droop of power during flight when the MSTM
    of the electronic engine governor is commanded by the EEC unit to stop EEC mode governing of
    the FCU. Whilst the MEC mode N2 mechanical governor takes over automatically, the existing NR
    TRIM setting of the droop compensation actuator may not be synchronised to the same setting of
    power as that which the EEC mode was maintaining.

    Always refer to the AW119Kx RFMS Section 3 for sequential procedures.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    3.2.2 MEC Mode N2/NR Droop Compensation

    Pilot increases pull on collective control and N2/NR droop occurs while in MEC mode:

    Mode Scenario Pilot Action

    MEC Beginning: Normal flight.


    N2/NR at 102%

    MEC Collective pull: Recognise droop.


    N2/NR droops

    MEC Observed droop: N2/NR recovery to 102% is accomplished


    N2 100% automatically by the N2 mechanical govenor.
    NR 100%

    Note: The pilot can use the NR TRIM switch at any time for any droop (INC) or overspeed tendency
    noticed (DECR), but only while in MEC mode.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    3.2.3 MEC Mode NR TRIM Mismatch

    Pilot desires to change from EEC mode to MEC mode in flight.

    Mode Scenario Pilot Action

    EEC Beginning: Normal flight.


    N2/NR at 102%

    Pilot Significant droop occurs: Compensate droop with the NR TRIM switch
    selects N2/NR deceases to 97% (INC) increase to 102%.
    MEC

    Note: The droop experienced could be both detrimental and avoidable. Detrimental depending
    upon what phase of flight the pilot might select the MEC mode and avoidable since the pilot must
    expect performance changes due to weight and density altitude. Setting MEC mode NR TRIM prior
    to flight can preclude a mismatch droop when selecting between EEC and MEC modes and is found
    in the Normal Procedures section of the RFMS (Section 2: Engine Start).

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    Engine Fuel and Control ATA 73-76
    Student Notes

    3.2.4 MAN Mode

    Pilot observes significant in-flight droop of N2/NR setting in either of EEC or MEC modes.

    Mode Scenario Pilot Corrective Action

    EEC or Beginning: Normal flight.


    MEC in N2/NR at 102%
    use

    FAIL Significant droop occurs: Recognise droop:


    N2/NR is observed at 92% and Select MAN
    deteriorating Slide the MAN/NOR guard to MAN to allow
    Note: When NR drops below 96% full twist grip range.
    ROTOR LOW warning with audio, "Rotor
    Low" is activated.

    Pilot Pilot now has N2/NR governance control Increase N2/NR setting back to 102% by
    selects responsibility utilising the collective and primarily, the
    MAN twist grip. Use caution to prevent N2/NR
    needle split.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    Note: When using MAN mode, the engine response is directly related to the rate at which the twist
    grip is rotated. Additional care is required during acceleration to prevent exceedances of engine and
    rotor limitations. Refer to RFMS Emergency procedures, Section 3.

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    Engine Fuel and Control ATA 73-76
    Student Notes

    3.2.5 Fuel Control Unit Failures

    FCU Failure Management for Power Recovery

    Failure Typical N2 Corrective


    Type Cause Observance Action

    HIGH N2 MEC 102% rising to 108% Immediately reduce twist grip


    (N2/NR governor failure setting.
    overspeed)

    LOW P3 air failure 102% decaying to IDLE 1. Slide MAN/NOR guard to


    (N2/NR decay) (obstructed) MAN.

    2. Advance twist grip setting.

    FIXED FCU internal 102% decays to 98% and 1. Slide MAN/NOR guard to
    (N2/NR frozen) failure remains at 98% MAN.
    (corrosion)
    2. Pilot must continuously
    manage twist grip to preclude
    N2/NR split.
    Note: N2 values for HIGH and LOW failures are transitory and could continue trending.

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    FOR TRAINING USE ONLY AW119Kx-ASMTC
    Engine Fuel and Control System ATA 73/76
    Student Notes

    Annex A – Engine Fuel and Control System

    Issue No 1.0 02/02/2015


    Annex A1
    Use and disclosure of this document is controlled; see Title/Cover page.
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    FOR TRAINING USE ONLY AW119Kx-ASMTC
    Engine Fuel and Control System ATA 73/76
    Student Notes

    INTENTIONALLY
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    Annex A2
    Use and disclosure of this document is controlled; see Title/Cover page.
    FOR TRAINING USE ONLY
    FOR TRAINING USE ONLY

    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Ignition Distribution System ATA 74


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
    LEFT
    BLANK

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    AW119Kx-ASMTC
    Ignition Distribution System ATA 74
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


    Page i
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    Ignition Distribution System ATA 74
    Student Notes

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    Ignition Distribution System ATA 74
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Ignition Distribution System ...................................................................................................................................... 1
    1 Ignition Distribution System ........................................................................................................................... 1
    1.1 General ................................................................................................................................................. 1
    1.1.1 Description ........................................................................................................................................ 1
    1.1.2 Component Introduction ................................................................................................................... 2
    1.1.3 Ignition Exciter Location ................................................................................................................... 3
    1.1.4 Ignition Cables Location ................................................................................................................... 4
    1.1.5 Igniter Plugs Location ....................................................................................................................... 5
    1.2 Controls and Indications ....................................................................................................................... 6
    1.2.1 Ignition Switch Positions ................................................................................................................... 6

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    Ignition Distribution System ATA 74
    Student Notes

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    Ignition Distribution System ATA 74
    Student Notes

    Ignition Distribution System


    1 Ignition Distribution System
    1.1 General
    1.1.1 Description

    The PT6B-37A ignition distribution system provides the engine with a quick light up over a wide
    temperature range. The system composes of the following components:

    • Ignition exciter

    • Ignition cables

    • Igniter plugs.

    The purpose of the system is to provide a spark that ignites the fuel/air mixture in the engine.

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    Ignition Distribution System ATA 74
    Student Notes

    1.1.2 Component Introduction

    The ignition distribution components are:

    • Ignition exciter box including:

    o Bolt

    o Washer

    o Spacer

    • Ignition cables

    • Igniter plugs including:

    o Gasket.

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    AW119Kx-ASMTC
    Ignition Distribution System ATA 74
    Student Notes

    1.1.3 Ignition Exciter Location

    The ignition exciter is located beneath the engine in the engine bay. It receives its electrical power
    from the aircraft's 28 Vdc supply and operates in the 9-30 Vdc range.

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    Ignition Distribution System ATA 74
    Student Notes

    1.1.4 Ignition Cables Location

    The ignition cables are located between the ignition exciter and igniter plugs.

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    Ignition Distribution System ATA 74
    Student Notes

    1.1.5 Igniter Plugs Location

    The two igniter plugs are located on the engine’s gas generator case, one at the 11 o’clock position,
    and one at the 4 o’clock position.

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    Ignition Distribution System ATA 74
    Student Notes

    1.2 Controls and Indications


    1.2.1 Ignition Switch Positions

    The ignition switch is identified as IGN and located on the electrical control panel. It has three
    positions:

    • OFF - selected when securing the aircraft or when performing a dry motoring run of the engine

    • AUTO - selected prior to the start checklist and utilised for most flight operations

    • CONT - selected in precipitation or when the pilot has determined a flameout risk exists.

    When the ignition switch is set to AUTO, the igniter plugs will cease operation after the start cycle is
    complete.

    When the ignition switch is set to continuous operation (CONT), the igniter plugs will continue to
    fire, the Primary Flight Display (PFD) Crew Alerting System (CAS) shall indicate IGNITER ON and
    the engine automatic starter feature will be armed.

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    Avionic Systems Maintenance Type Training
    Course

    Engine Indicating ATA 77


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
    LEFT
    BLANK

    FOR TRAINING USE ONLY


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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

    Issue No 1.0 02/02/2015


    Page i
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    Engine Indicating ATA 77
    Student Notes

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    Engine Indicating ATA 77
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Engine Indicating ...................................................................................................................................................... 1
    1 Indicating Subsystems ................................................................................................................................... 1
    1.1 System Overview .................................................................................................................................. 1
    1.1.1 General ............................................................................................................................................. 1
    1.2 System Components ............................................................................................................................ 3
    1.2.1 Source Information Components ...................................................................................................... 3
    1.2.2 N1 Tach-generator............................................................................................................................ 4
    1.2.3 N2 Tach-generator............................................................................................................................ 5
    1.2.4 Oil Pressure Transducer ................................................................................................................... 6
    1.2.5 Low Oil Pressure Switch ................................................................................................................... 7
    1.2.6 Oil Temperature Bulb ....................................................................................................................... 8
    1.2.7 Engine Torque Transducer ............................................................................................................... 9
    1.2.8 Interturbine Temperature ................................................................................................................ 10
    2 Controls and Indications .............................................................................................................................. 11
    2.1 Controls and Indications ..................................................................................................................... 11
    2.1.1 MFD Engine Indicating System Controls ........................................................................................ 11
    2.1.2 N1 Indicator .................................................................................................................................... 12
    2.1.3 N2 Indicator .................................................................................................................................... 13
    2.1.4 Oil Pressure Indicator ..................................................................................................................... 14
    2.1.5 Oil Temperature Indicator ............................................................................................................... 15
    2.1.6 Engine Torque Indicator ................................................................................................................. 16
    2.1.7 ITT Indicator.................................................................................................................................... 17
    3 Operations ................................................................................................................................................... 19
    3.1 System Abnormals.............................................................................................................................. 19
    3.1.1 Engine Oil Pressure Below Normal Range .................................................................................... 19
    3.1.2 ENG OIL HOT Warning Message .................................................................................................. 21
    3.1.3 Loss of No. 1 Signal Conditioner Unit ............................................................................................ 22
    3.1.4 Loss of No. 2 Signal Conditioner Unit ............................................................................................ 23
    3.1.5 Loss of No. 1 Engine – Airframe Unit ............................................................................................. 24
    3.1.6 Loss of No. 2 Engine – Airframe Unit ............................................................................................. 26

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    Engine Indicating
    1 Indicating Subsystems
    1.1 System Overview
    1.1.1 General

    The Engine Indicating System (EIS) consists of these subsystems:

    • Compressor turbine speed, also referred to as gas generator speed (N1 %)

    • Power turbine speed (N2 %)

    • Oil pressure (ENG OIL PSI)

    • Oil temperature (ENG OIL °C)

    • Torque (TRQ %)

    • Interturbine Temperature (ITT °C).

    Each is presented as an indicator format on the full page Multifunction Display (MFD) EIS format
    (MFD EIS page group).

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    Only the N1, N2, TRQ and ITT indicators are displayed on the Primary Flight Display (PFD) EIS
    strip. The N1 indication on the PFD EIS strip is a digital reading and not in an indicator format.

    When the MFD full page format is not in view, the MFD EIS strip displays engine oil temperature
    and pressure along with indications from certain other airframe systems.

    Note: For discussion purposes, the N1 % may be referred to as a compressor speed. However, the
    compressor turbine arrangement in the PT6 free turbine design generates the combustion gases
    which turn the power section of the engine. The other common reference made to N1 % is as a gas
    generator speed. Ultimately, the compressor and compressor turbine disk operate at the same
    speed (N1 %).

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    1.2 System Components


    1.2.1 Source Information Components

    The information for each cockpit indicator in each subsystem is sourced from the following engine
    mounted components:

    • Gas generator tachometer generator (N1 speed)

    • Power turbine tachometer generator (N2 speed)

    • Oil pressure transducer

    • Low oil pressure switch

    • Oil temperature bulb

    • Internal torque meter and external torque transducer

    • Eight T5 thermocouples (ITT) and trim compensator (junction box).

    Note: The T5 thermocouples, harness junction and terminal blocks are engine mounted. The trim
    compensator box is airframe mounted within the engine compartment.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    1.2.2 N1 Tach-generator

    The N1 tach-generator converts the rotational speed of the gas generator into an electrical signal
    that is sent to the G1000H No. 2 Signal Conditioner (GSC 46) where the electrical signal is digitised
    for acceptable usage by the No. 2 Garmin Engine and Airframe (GEA 71H) input/output unit.

    The GEA 71H processes the conditioned signal for indication purposes sending it to the GIA 63H
    before final display on the MFD and PFD (GDU 1040H screens).

    The N1 tach-generator is mounted directly to the Accessory Gearbox (AGB).

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    1.2.3 N2 Tach-generator

    The power turbine tach-generator is located on the Reduction Gearbox (RGB).

    The power turbine (N2) tach-generator senses the rotational speed of the power turbine and
    provides an electrical signal feed to the G1000H No. 2 Signal Conditioner (GSC 46) where the
    electrical signal is digitised for acceptable usage by the No. 2 Garmin Engine and Airframe (GEA
    71H) input/output unit.

    The GEA 71H processes the conditioned signal for indication purposes sending it to the GIA 63H
    before final display on the MFD and PFD (GDU 1040H screens) which it displays as N2 speed.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    1.2.4 Oil Pressure Transducer

    The oil pressure transducer is located on the lower left side of the AGB. It is inserted into the AGB
    case and incorporates the low oil pressure switch in its assembly.

    The oil pressure transducer senses oil pressure and converts that pressure into an electrical signal
    that goes to the G1000H No. 1 Garmin Engine and Airframe (GEA 71H) input/output unit.

    The resulting signal is sent to the No. 1 GIA 63H and is subsequently displayed on the ENG OIL
    PSI split indicator of the MFD GDU 1040H.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    1.2.5 Low Oil Pressure Switch

    The two-level low oil pressure switch is located within the oil pressure transducer assembly inserted
    into the AGB.

    The oil low pressure switch is the last resort indicator of dropping oil pressure. It consists of a
    pressure switch that is set at two pressure levels to signal the No. 1 GEA 71H, which in turn
    provides a signal to the PFD Crew Alerting System (CAS) messaging system through the No. 1 GIA
    63H.

    If the oil pressure is in the yellow caution band (40 – 80 psi) on the engine oil indicator, the
    ENG OIL PRESS CAS message along with the Master Caution Light (MCL) will illuminate until the
    pressure rises above the yellow band into the green band.

    When engine oil pressure is at or below the lower red radial (40 psi or less) on the oil pressure
    indicator, the pressure switch will signal the No. 1 GEA 71H for an ENG OIL PRESS CAS
    message through the GIA 63H and the Master Warning Light (MWL) will illuminate.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    1.2.6 Oil Temperature Bulb

    The oil temperature bulb is inserted inside the AGB left lower case.

    It measures the engine oil temperature through emersion in the oil stream. It sends an electrical
    signal to the No. 2 GEA 71H. The resulting signal is sent to the No. 2 GIA 63H and is subsequently
    displayed on the ENG OIL ° C split indicator of the MFD GDU 1040H.

    Oil temperature sensing occurs downstream of the oil pressure switch and oil pressure transducer
    when oil under pressure is being sent to the main line bearings and the bearings in the RGB.

    Note: The AGB engine temperature bulb should not be confused with the oil temperature switch
    which is installed on the return line of the airframe mounted oil cooler assembly.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    1.2.7 Engine Torque Transducer

    The cockpit torque indication is a function of two sourcing units in tandem:

    • A torquemeter which is internal to the RGB consisting of an oil chamber and moving oil control
    valve acted upon by a piston

    • A torque transducer externally mounted and calibrated to the changing torquemeter oil
    chamber pressure constantly being sampled.

    As engine power is increased causing a torque on the output shaft and the freewheel shaft, the
    internal torquemeter gear shaft is designed to move slightly aft. This movement against the
    torquemeter piston moves the control valve aft.

    When the control valve is moved rearward it opens an orifice allowing engine oil pressure to push
    on the piston against the torquemeter helical gear. The original aft movement stops when metered
    oil pressure in the oil chamber balances the rearward force of the torquemeter helical gear. With the
    oil pressure and mechanical aft movement always being counterbalanced throughout the travel,
    then the oil pressure reading can be directly related to the torque produced by the power section.

    The torquemeter oil chamber pressure being sampled by the externally mounted torque transducer
    converts chamber oil pressure into an electrical signal. RGB case static air is routed to the
    transducer to prevent abnormally high torque readings. The transducer signal is conditioned by a
    GSC 46 and then sequenced to the appropriate GEA 71H and GIA 63H units for the PFD EIS strip
    and the MFD full page format indications.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    1.2.8 Interturbine Temperature

    Source sensing for ITT is generated by eight chromel-alumel thermocouples inserted into the power
    turbine stator case, upstream of the stator vanes. This position places the thermocouples directly
    between the compressor turbine disk and the power turbine disk.

    The thermocouple harness is junctioned and then attached to a trim compensator. The trim
    compensator averages the eight thermocouple voltages and adjusts (trims) the sensed voltage to
    match a predetermined value. The trim compensator is an airframe mounted box in the engine
    compartment having an adjustable range setting for calibration.

    The appropriate GSC 46 provides the signal conditioner interface to a GEA 71H and onward for the
    cockpit display shown in °C on the ITT indicator of the PFD EIS strip and the MFD full page format.

    Note: As temperature increases, an increasing voltage is generated at the chromel-alumel


    bimetallic junction of each thermocouple.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    2 Controls and Indications


    2.1 Controls and Indications
    2.1.1 MFD Engine Indicating System Controls

    The PFD continuously displays an EIS strip, whilst the MFD has controls for changing EIS views:

    MFD EIS Control Function

    Cyclic ENG PAGE button Push to change the MFD EIS from a strip format to a full page
    format having all available indicators in view

    MFD FMS knob Turn to the right until the EIS page group is selected which displays
    the full page format. Turn to the left or back to other page groups to
    see the MFD EIS strip view

    ENGINE softkey on MFD Push successively to change back and forth between the EIS full
    page format and the MFD EIS strip

    Note: During engine start or if the engine N1 is below 51%, the MFD automatically reverts to the full
    page EIS format.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    2.1.2 N1 Indicator

    The gas generator rotational speed is displayed as N1 on the EIS strip of the PFD (digitally) and on
    the MFD full page EIS format as an indicator.

    The N1 indicator consists of segmented arcs and radial indexes signifying operational limitations.

    Arc Segment N1 Operating


    or Radial Index % Condition

    Red radial indexes 51% and 103.2% Minimum and maximum operating limits

    Yellow arcs 51% to 60% Minimum cautionary operating range


    101.1% to 103.2% Maximum cautionary (5 minutes for take-off)

    Green arc 60% to 101.1% Normal operating range

    Red T 103.8% Maximum transient limit (30 seconds or less)

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    2.1.3 N2 Indicator

    The power turbine rotational speed is displayed as part of the dual tach indicator for N2 on the EIS
    strip of the PFD and on the MFD in the EIS full page format.

    The N2 indicator consists of segmented arcs and radial indexes signifying operational limitations.

    Arc Segment N2 Operating


    or Radial Index % Condition

    Red 95% and 103% Minimum and maximum operating limits

    Yellow 95% to 101% Cautionary operating range

    Green 101% to 103% Continuous operating range

    Red T 108% Maximum transient limit for 10 seconds (or less)

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    2.1.4 Oil Pressure Indicator

    The ENG OIL split indicator is displayed on the MFD EIS strip and on the MFD EIS full page format.
    Oil pressure in psi is displayed on the left side of the split indicator.

    The ENG OIL pressure indicator consists of segmented arcs and radial indexes signifying
    operational limitations.

    Arc Segment Engine Oil Operating


    or Radial Index psi Condition

    Red 40 psi Minimum operating

    Yellow 40 – 80 psi Cautionary operation (with N1 < 72%)

    Green 80 – 110 psi Continuous operation

    Red T 110 psi Maximum operating

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    2.1.5 Oil Temperature Indicator

    The ENG OIL split indicator displays the engine oil temperature in °C. If the oil temperature exceeds
    115 °C for more than 2 seconds then a CAS message ENG OIL HOT is displayed on the PFD
    CAS. In addition to the CAS message, a 900 Hz tone and an aural " WARNING", verbal message
    will be heard with a flashing MWL.

    The ENG OIL pressure indicator consists of segmented arcs and radial indexes signifying
    operational limitations.

    Arc Segment Engine Oil Operating


    or Radial Index °C Condition

    Green 0 °C to 115 °C Normal operating range

    Red 115 °C Maximum operating temperature. After 2 seconds,


    ENG OIL HOT illuminates

    Red T 127 °C Transient (5 minutes with idle N1 at 61 ±1%)

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    2.1.6 Engine Torque Indicator

    Engine torque is displayed on the PDF EIS strip and the MFD EIS full page format.

    The TRQ indicator consists of segmented arcs and radial indexes signifying operational limitations.

    Arc Segment TRQ Operating


    or Radial Index % Condition

    Green 0 % to 100 % Normal operating range (100% is maximum continuous)

    Yellow 100% to 108.5% Take-off operating range (5 minutes)

    Red radial 108.5% Maximum take-off torque (5 minutes)

    Red T 115% Transient (6 seconds or less)

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    2.1.7 ITT Indicator

    ITT is displayed as °C on the PDF EIS strip and on the MFD EIS full page format. There are two
    different ITT display formats:

    • The start format presents the temperature limitations for the starting sequence

    • The cruise format presents the temperature limitations for N1 speeds > 51%.

    Arc Segment ITT °C Operating


    or Radial Index Start Format Condition

    Green 0 °C to 870 °C Normal start operating range

    Red 870 °C Maximum normal start

    Red T 1090 °C Transient (2 seconds between 980 °C and 1090 °C or


    less)

    The ITT indicator will automatically switch at 51% N1 from the start format to the cruise format,
    having the following ITT limitations:

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    Arc Segment ITT °C Operating


    or Radial Index Cruse Format Condition

    Green 0 °C to 755 °C Normal operating range

    Yellow Take-off range (5 minutes or less)

    Red 810 °C Maximum take-off (5 minutes or less)

    Red T 860 °C Transient (5 seconds or less)

    Minimum N1 is 51%. Therefore, in the event of an engine failure in flight, the MFD will revert to a full
    page EIS format having a start ITT format.

    Note: ATA 80 Engine Starting - AW119Kx details the exact sequence of procedure, events and
    start indications.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    3 Operations
    3.1 System Abnormals
    3.1.1 Engine Oil Pressure Below Normal Range

    Pilot procedure for determination of action when the engine oil pressure is below the normal range
    is as follows:

    Indication RFMS Procedure

    ENG OIL PRESS When N1 is above 72% and engine oil pressure is between 40 and
    80 psi(yellow arc):
    • Cyclic - as required to obtain level attitude
    • Collective - reduce power by lowering
    • Airspeed - 60 to 70 Knots Indicated Airspeed (KIAS),
    level flight

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    Indication RFMS Procedure

    ENG OIL PRESS When N1 is below 72% proceed as follows:


    • Engine oil pressure - check
    • If stable between 40 and 80 psi (yellow arc) - land as
    soon as practicable
    • If decreasing between 40 and 80 psi (yellow arc) - land
    as soon as possible

    ENG OIL PRESS Land as soon as possible

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    3.1.2 ENG OIL HOT Warning Message

    Pilot procedure when the engine oil temperature is 115 °C or greater is as follows:

    Indication RFMS Procedure

    ENG OIL HOT Collective - reduce power by lowering

    MFD oil temperature - check

    If the temperature is rising above the maximum - land as soon as possible

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    3.1.3 Loss of No. 1 Signal Conditioner Unit

    Pilot procedure during a loss of the No. 1 Signal Conditioner Unit (GSC 46) is as follows:

    Indication RFMS Procedure

    MISCMP-P NR indication - refer to N2 (N1 and N2 remain valid)

    Loss of NR Land as soon as practicable

    Momentary
    ENG OUT and
    aural alert.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    3.1.4 Loss of No. 2 Signal Conditioner Unit

    Pilot procedure during a loss of the No. 2 Signal Conditioner Unit (GSC 46) is as follows:

    Indication RFMS Procedure

    MISCMP-P N2 indication - refer to NR (NR remain valid)

    Loss of N1 and N2 Land as soon as practicable

    Momentary
    ENG OUT and
    aural alert.

    From a CAS message standpoint, the distinction between the failure of either No. 1 or No. 2 GSC
    46 is difficult to determine except for the indications lost.

    The immediate concern is to be sure the momentary ENG OUT warning message has no basis
    and has extinguished. The flight outcome regardless of indication loss, or which unit has failed,
    remains the same - land as soon as practicable.

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    3.1.5 Loss of No. 1 Engine – Airframe Unit

    Pilot procedure during a loss of the No. 1 Engine – Airframe unit (GEA 71H) is as follows:

    Indication RFMS Procedure and Lost Messaging

    MFD red X Land as soon as practicable


    display failures: ENG OIL PRESS warning is no longer available
    • ENG OIL psi
    • XMSN OIL °C
    • HYD psi
    Left indication, Land as soon as possible
    No. 1 system If ENG OIL PRESS caution were to appear

    MFD forced Restore using normal TAS controls:


    standby: MAP – TRAFFIC MAP page, OPERATE softkey
    • Traffic Alert
    System (TAS) to
    STANDBY
    mode

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    Indication RFMS Procedure and Lost Messaging

    PFD forced Restore using normal transponder controls:


    standby: XPDR softkey, ALT softkey
    • Transponder to
    GND mode

    Loss of caution HYD OIL PRESS 1 FUEL PUMP 1 FUEL PUMP 2


    messages
    XFER PUMP AVN FAN FAIL

    CARGO HOOK OPEN EXT PWR ON UTIL DOOR

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    3.1.6 Loss of No. 2 Engine – Airframe Unit

    Pilot procedure during a loss of the No. 2 Engine – Airframe unit (GEA 71H) is as follows:

    Indication RFMS Procedure and Lost Messaging

    MFD red X Land as soon as possible


    display failures: ENG OIL HOT warning is no longer available
    • ENG OIL °C
    • XMSN OIL psi
    • HYD psi
    Right indication,
    No. 2 system
    • FUEL psi
    • ELEC Amp
    • ELEC Vdc

    Other failures: Information only, no mitigating procedure


    • ROTOR LOW
    horn not
    available

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    Indication RFMS Procedure and Lost Messaging

    Loss of caution HYD OIL PRESS 2 FUEL PRESS


    messages
    XMSN OIL PRESS FLOATS ARMED

    HOIST CUT ARMD SAFETY HOOK ARM

    SFTY HOOK OPEN

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    AW119Kx-ASMTC
    Engine Indicating ATA 77
    Student Notes

    INTENTIONALLY
    LEFT
    BLANK

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Engine Oil ATA 79


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2014. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

    FOR TRAINING USE ONLY


    FOR TRAINING USE ONLY

    INTENTIONALLY
    LEFT
    BLANK

    FOR TRAINING USE ONLY


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    AW119Kx-ASMTC
    Engine Oil ATA 79
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015

    Issue No 1.0 02/02/2015


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    Engine Oil ATA 79
    Student Notes

    INTENTIONALLY
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    AW119Kx-ASMTC
    Engine Oil ATA 79
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Engine Oil ................................................................................................................................................................. 1
    1 Engine Oil Overview ...................................................................................................................................... 1
    1.1 Engine Oil Overview ............................................................................................................................. 1
    1.1.1 General ............................................................................................................................................. 1
    2 Oil Pressure System ...................................................................................................................................... 2
    2.1 Pressure Oil .......................................................................................................................................... 2
    2.1.1 Pressure Oil Description and Flow ................................................................................................... 2
    3 Oil Scavenge System .................................................................................................................................... 4
    3.1 Scavenge Oil ....................................................................................................................................... 4
    3.1.1 Scavenge Oil Description and Flows ................................................................................................ 4
    4 Oil Breather System....................................................................................................................................... 6
    4.1 Oil Breather System ............................................................................................................................. 6
    4.1.1 Oil Breather System Description and Flow ....................................................................................... 6
    5 Chip Detection System .................................................................................................................................. 8
    5.1 Engine Oil Chip Messaging .................................................................................................................. 8
    5.1.1 Accessory and Reduction Gearboxes .............................................................................................. 8

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    Engine Oil ATA 79
    Student Notes

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    Engine Oil ATA 79
    Student Notes

    Engine Oil
    1 Engine Oil Overview
    1.1 Engine Oil Overview
    1.1.1 General

    The purpose of the engine oil system is to provide a regulated flow of filtered oil to the accessory
    gearbox, gas generator section, power section and reduction gearbox to cool, clean, and lubricate
    bearings and gears.

    The engine oil system is made of three circulatory subsystems:


    • The pressure oil system
    • The scavenge oil system
    • The breather oil system.
    The pressure system distributes oil, the scavenge system collects, cools and returns the oil and the
    breather system provides accessory gearbox case venting of air after it is separated from the oil.

    Note: The engine oil system also provides oil pressure for the torquemeter indicating system
    (reference ATA 77: Engine Indicating).

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    Engine Oil ATA 79
    Student Notes

    2 Oil Pressure System


    2.1 Pressure Oil
    2.1.1 Pressure Oil Description and Flow

    The engine oil pressure system is designed to distribute a pressurised flow of filtered oil.

    Previously scavenged oil gathered in the backside of the accessory gearbox case (which acts as
    the engine oil reservoir) is pumped by means of a gear type pump through an adjustable spring type
    Pressure Regulating Valve (PRV).

    The oil is then directed under pressure through the oil filter.

    At the oil filter outlet, the pressure oil supply splits into several paths simultaneously:

    • The forward main line compressor turbine spool bearing (No. 1) and all accessory gearbox
    items are supplied with pressure oil through cored passageways and transfer tubes.

    • Pressure oil is supplied for the oil to fuel heater via the minimum pressure valve then returned
    after heating the fuel, to the accessory gearbox case reservoir.

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    Engine Oil ATA 79
    Student Notes

    • Pressure oil is directed out the bottom left side of the engine down a transfer tube to supply the
    aft main line support bearing for the compressor turbine spool (No. 2) and reduction gearbox
    areas (output bearing, torquemeter and gear bearings).

    • Pressure oil is then directed to the top of the reduction gearbox to supply the power turbine
    spool forward and aft main line bearings via a check valve (No. 3 and No. 4).

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    Engine Oil ATA 79
    Student Notes

    3 Oil Scavenge System


    3.1 Scavenge Oil
    3.1.1 Scavenge Oil Description and Flows

    After the pressure oil system has distributed the oil supply, the scavenge oil system collects the oil
    having been used to lubricate and cool the various bearings and gears. The scavenge oil system
    also returns the oil supply back to the accessory gearbox engine oil reservoir.

    The scavenge oil system employs four gear type pumps (two gear type pumps inside the accessory
    gearbox case and two externally mounted on the accessory gearbox).

    Scavenge oil from the No. 1 bearing is gravity fed back to the accessory gearbox sump.

    The No. 2 bearing scavenges into the accessory gearbox sump by a pump equipped with a relief
    valve to prevent flooding of the bearing cavity.

    Bearings No. 3 and No. 4 scavenge into the accessory gearbox sump by a dedicated external
    pump.

    The reduction gearbox bearings No. 5 through to No. 15 and gear oil is pumped into the accessory
    case sump by a dedicated external pump and if necessary, is cooled by directing it through the
    airframe oil cooler on its way back to the oil reservoir.

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    Engine Oil ATA 79
    Student Notes

    The accessory gearbox sump scavenges into the accessory case oil reservoir by a dedicated pump
    via the airframe oil cooler (external line and hose assemblies routing).

    The airframe engine cooler routing works on the basis of a thermostatic bypass valve. The
    thermostatic bypass valve is calibrated for both temperature and pressure actuation. The
    thermostatic bypass valve on the airframe oil cooler is set to accept oil at 80 – 90 °C. Oil flow will
    bypass the airframe oil cooler if the internal cooler flow is restricted and pressure builds to a range
    between 35 – 52 PSID.

    The thermostatic valve of the airframe oil cooler essentially prevents cold oil from being cooled and
    also allows the oil to bypass a clogged cooler core, returning to the accessory case oil reservoir.

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    Engine Oil ATA 79
    Student Notes

    4 Oil Breather System


    4.1 Oil Breather System
    4.1.1 Oil Breather System Description and Flow

    The breather oil system separates oil particles from the scavenged air oil mixture in the accessory
    gearbox. The oil that has been scavenged by this system is returned to the oil tank and the breather
    air is vented out to the atmosphere after the oil has been separated from it.

    The breather system uses a small centrifugal impeller mounted on the starter generator gear shaft
    to separate the air oil flow. The starter generator is protected by a carbon seal.

    The impeller slings outward the oil particles which drain to the sump for a return to the reservoir and
    simultaneously routes the air out of the top of the accessory gearbox case into the external breather
    tube which terminates at the left engine exhaust stack (the air being vented into the exhaust gas
    path.

    Breather oil system flow:

    • The oil scavenge system returns an air oil mixture back to the accessory gearbox.

    • The pressure in the accessory gearbox forces the air oil mixture inside the centrifugal impeller.

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    Engine Oil ATA 79
    Student Notes

    • The centrifugal impeller forces (slings) the heavier oil particles back into the accessory gearbox
    sump and helps separate the oil and the breather air.

    • The breather air then flows through the centre of the centrifugal impeller, through the overboard
    breather vent, breather tube, and eventually out to the atmosphere.

    Note: The input shaft has been deleted from the illustration for clarity.

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    Engine Oil ATA 79
    Student Notes

    5 Chip Detection System


    5.1 Engine Oil Chip Messaging
    5.1.1 Accessory and Reduction Gearboxes

    Two chip detectors, one located in the accessory gearbox and the other in the reduction gearbox,
    detect ferrous metal particles within the oil system.

    If enough ferrous material is collected to bridge the gap between the magnets of the chip detector,
    an electrical signal is created and the appropriate caution light is displayed in the cockpit.

    The ENG AGB CHIPS and ENG RGB CHIPS caution messages are displayed in the Crew
    Alerting System (CAS) message window on the right side of the Primary Flight Display (PFD)
    screen:

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    Engine Oil ATA 79
    Student Notes

    Message Condition RFMS Pilot Action

    ENG AGB CHIPS Metallic particles in the engine Reduce power, lower collective
    accessory gearbox lubricating oil
    Land as soon as possible

    ENG RGB CHIPS Metallic particles in the engine Reduce power, lower collective
    reduction gearbox lubricating oil
    Land as soon as possible

    Note: For aircraft equipped with pulsed chip detectors, refer to Optional Equipment Supplement
    (OES) No. 15. Other oil system indications and warning messaging may be referenced in ATA 77:
    Engine Indicating.

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    Student Notes

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    AW119Kx
    Avionic Systems Maintenance Type Training
    Course

    Engine Starting ATA 80


    Student Notes

    The information contained in this document, including all designs and related materials, is the confidential and proprietary
    property of AgustaWestland Ltd and other companies in the AgustaWestland Group (collectively “AgustaWestland”). This
    document is intended for educational purposes only and may be shared within each recipient’s internal organization only
    with this notice included. AgustaWestland reserves all patent, copyright, trademark, and other proprietary rights to this
    document, including all design, manufacturing, reproduction, use, and sales rights thereto, except to the extent said rights
    are expressly granted to others. To allow for design and specification improvements, the information in this document is
    subject to change at any time, without notice. Use, reproduction, disclosure, distribution or dissemination, in whole or in part,
    in any form, and in any format, of this document without prior written approval of AgustaWestland is strictly prohibited.

    Unpublished Work © AgustaWestland® 2015. ALL RIGHTS RESERVED.

    DOCUMENT NO: AW119Kx-ASMTC


    ISSUE: 1.0
    ISSUE DATE: 02/02/2015

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    Engine Starting ATA 80
    Student Notes

    Issue Record
    The latest issue number shown below wholly defines the standard of this document. Changes to this document
    will be made by re-issue of the document in its entirety or by amendment list action that will raise the issue.

    ISSUE DATE REMARKS


    1.0 02/02/2015 Initial Issue

    Issue No 1.0 02/02/2015


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    Engine Starting ATA 80
    Student Notes

    Table of Contents
    Issue Record ............................................................................................................................................................. i
    Engine Starting ......................................................................................................................................................... 1
    1 Rotorcraft Flight Manual Supplement ............................................................................................................ 1
    1.1 Structure and Procedure References ................................................................................................... 1
    1.1.1 RFMS Location ................................................................................................................................. 1
    1.2 Sequential Compliance ......................................................................................................................... 3
    1.2.1 Prior Procedure Checklists ............................................................................................................... 3
    1.2.2 Starting Procedure - Final Equipment Verifications.......................................................................... 4
    1.3 Rotorcraft Flight Manual Checks .......................................................................................................... 5
    1.3.1 Starting Procedure - Initialisation...................................................................................................... 5
    1.3.2 Starting Procedure - Idle Stabilised .................................................................................................. 6
    1.3.3 Starting Procedure - FLT Detent ...................................................................................................... 7
    2 Start Cautions ................................................................................................................................................ 9
    2.1 Start Cautions ....................................................................................................................................... 9
    2.1.1 Interturbine Temperature .................................................................................................................. 9
    2.1.2 No Engine Light Off Obtained......................................................................................................... 10
    2.1.3 Dry Motoring Run............................................................................................................................ 11
    2.1.4 Engine Starter Limitations .............................................................................................................. 12
    3 Additional Start Information ......................................................................................................................... 13
    3.1 Additional Start Information ................................................................................................................ 13
    3.1.1 CAS Advisories ............................................................................................................................... 13
    3.1.2 Cold Weather Effects on N1 Speed................................................................................................ 14
    3.1.3 Cold Weather Effects on Engine Oil ............................................................................................... 15
    3.1.4 Cold Weather Effects on Transmission Oil ..................................................................................... 16
    3.1.5 Controls Positioning ........................................................................................................................ 17
    4 Hot Start Malfunction ................................................................................................................................... 18
    4.1 Hot Start Malfunction .......................................................................................................................... 18
    4.1.1 Causes of a Hot Start ..................................................................................................................... 18
    4.1.2 Pilot Procedures ............................................................................................................................. 19

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    Student Notes

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    Engine Starting ATA 80
    Student Notes

    Engine Starting
    1 Rotorcraft Flight Manual Supplement
    1.1 Structure and Procedure References
    1.1.1 RFMS Location

    The Rotorcraft Flight Manual Supplement (RFMS) is divided into two parts and nine sections:

    Part 1: FAA Approved Part 2: Manufacturer's Data

    Section 1: Limitations Section 6: Weight and Balance

    Section 2: Normal Procedures Section 7: System Descriptions

    Section 3: Emergency and Malfunction Procedures Section 8: Handling and Servicing

    Section 4: Performance Data Section 9: Supplemental Performance Information

    Section 5: Optional Equipment Supplements

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    Engine Starting ATA 80
    Student Notes

    The engine starting procedures are covered in:

    • RFMS Section 2: Normal Procedures (for normal start procedure)

    • RFMS Section 3: Emergency and Malfunction Procedures (for hot start malfunction procedure).

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    Engine Starting ATA 80
    Student Notes

    1.2 Sequential Compliance


    1.2.1 Prior Procedure Checklists

    Sequential step compliance using the pilot’s preflight (first flight of the day and every flight) check
    and engine pre-start checks will accomplish these objectives prior to a start:

    • The aircraft is in a condition for safe operation

    • The G1000H Primary Flight Display (PFD), Multifunction Display (MFD) and Electronic Standby
    Instrument System (ESIS) systems are powered

    • Systems and indications are checked or tested

    • All controls and switches are set and in the correct position.

    Human factors during the start process having a potential for serious consequences usually involve:

    • Missed items due to complacency

    • Time pressures

    • Loss of situational awareness

    • Distraction while performing or confirming steps.

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    Engine Starting ATA 80
    Student Notes

    1.2.2 Starting Procedure - Final Equipment Verifications

    The final equipment verifications for the starting procedure are:

    Item Action or Observance

    Collective control Flat pitch


    Check throttle OFF

    PFD Check system message window


    Verify valid attitude, heading, airspeed, altitude, vertical speed, Outside
    Air Temperature (OAT)

    MFD Check that the engine page is displayed

    Rotor brake Released

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    Engine Starting ATA 80
    Student Notes

    1.3 Rotorcraft Flight Manual Checks


    1.3.1 Starting Procedure - Initialisation

    The basic steps to establish the engine start, up to the idle detent, are as follows:

    Item Action or Observance

    Start push button Momentary press and release

    PFD Crew Alerting System (CAS) ENG START and IGNITER ON

    Engine twist grip Rotate to IDLE detent. Verify bushing is locked

    (N1>12%) Observe N1 and ITT increasing

    Oil pressure Check

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    Engine Starting ATA 80
    Student Notes

    1.3.2 Starting Procedure - Idle Stabilised

    The starting sequence after selecting idle is automatic and requires the following pilot observances
    and actions:

    Item Action or Observance

    Engine starter Automatically disengaged when N1 is approximately 43%

    PFD CAS ENG START and IGNITER ON messages extinguish

    Hydraulic systems Check pressure rise with main rotor rotation

    MFD ITT gauge automatically switches to cruise format 5 seconds after N1


    reaches 51%
    Immediate switch if N1 decreases
    Minimum N1

    Gas generator (N1) Automatically stabilises at 61 ± 1%

    Engine and Check pressures and temperatures


    transmission oil

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    Engine Starting ATA 80
    Student Notes

    1.3.3 Starting Procedure - FLT Detent

    After idle is established (with start on external or battery), the pilot powers up the electrical system,
    avionics, and moves the engine twist grip to the FLT detent with these steps:

    Item Action or Observance

    BAT switch Check ON


    External power Disconnect (if used), door secure, EXT PWR ON caution
    message out

    GEN switch ON, check DC GEN caution message out

    INV 1 and 2 switches ON, check INV 1(2) OFF caution message out

    RADIO MASTER switch ON


    Ammeter Check AMP within limits (0 to 200 A)

    Engine twist grip Rotate to FLT position PLA POS (Power Lever Angle Position)
    PFD caution message out

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    Engine Starting ATA 80
    Student Notes

    The basic normal start procedure has been completed. After checking the Electronic Engine Control
    (EEC) and Mechanical Mode of Operation (MEC) functions, the pilot proceeds to the Systems
    Check section of the RFMS normal procedures.

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    Engine Starting ATA 80
    Student Notes

    2 Start Cautions
    2.1 Start Cautions
    2.1.1 Interturbine Temperature

    The maximum starting ITT limitations are found in Section 1 of the RFMS. Allowable limits are a
    function of an increasing start temperature over a certain duration of time in transient above either
    of two exceedance temperature points.

    This linear relationship is limited by the following values:

    Temperature Time

    Up to 1090 °C Only when not exceeding 2 seconds above 980 °C

    Up to 1090 °C Only when not exceeding 10 seconds above 870 °C

    Consult the Engine Maintenance Manual (EMM) if these ITT limits are exceeded.

    The graph indicates the action required if an overtemperature occurs:

    • Area A - perform visual inspection via boroscope of compressor turbine vane and rotor
    assemblies. Visually inspect power turbine rotor and vane assemblies through exhaust. Record in
    engine log book.

    • Area B - perform a hot section inspection.

    • Area C - send power section to an overhaul facility for overtemperature inspection.

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    Student Notes

    2.1.2 No Engine Light Off Obtained

    The pilot must see a rising ITT and N1 within 10 seconds of rotating the engine twist grip to the idle
    detent. In the event that ITT and N1 are not rising within that time, the following actions should be
    accomplished:

    Item Action or Observance

    Engine twist grip Roll to OFF detent by disengaging twist grip bushing lock

    Start switch Press and release to disengage starter

    Dry motoring run Perform for 15 seconds observing starter limitations

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    Student Notes

    2.1.3 Dry Motoring Run

    If a light off is not obtained, and the initial start sequence is aborted, then the following procedure is
    used to clear the engine of internally trapped fuel and vapour, or if there is any evidence of fire
    within the engine:

    Item Action or Observance

    Engine twist grip OFF

    Ignition (IGN) switch OFF

    Fuel valve switch CLOSED

    Fuel pump 1 and 2 switches OFF

    Start push button Depress and hold as necessary

    Start push button Release

    IGN switch AUTO

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    Engine Starting ATA 80
    Student Notes

    2.1.4 Engine Starter Limitations

    As noted in the RFMS Section 1 (Engine Starter Limitations), the engine starter duty cycle is the
    following:

    On Battery With External Power

    40 seconds on, 60 seconds off 25 seconds on, 30 seconds off

    40 seconds on, 60 seconds off 25 seconds on, 30 seconds off

    40 seconds on, 30 minutes off 25 seconds on, 30 minutes off

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    Engine Starting ATA 80
    Student Notes

    3 Additional Start Information


    3.1 Additional Start Information
    3.1.1 CAS Advisories

    The ENG START and IGNITER ON advisory messages may not be seen in the CAS window if
    the number of messages exceeds 12.

    If there are more than 12 messages in the CAS window, the pilot will need to scroll down using the
    CAS soft key until the ENG START and IGNITER ON advisory messages are found.

    There are two CAS soft keys to scroll the CAS window up or down. Only one soft key will appear at
    a time so the pilot will know in which direction the obscured messages can be located.

    The CAS soft keys are first level but will not appear unless messages are obscured.

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    Engine Starting ATA 80
    Student Notes

    3.1.2 Cold Weather Effects on N1 Speed

    A low N1 idle speed may occur during a cold start. The following corrective action should be taken:

    • If N1 is greater than 51% but less than 61%, a warm-up period of 3 minutes should restore the
    correct N1 idle setting

    • If N1 idle remains low, allow an additional 3 minute warm-up period

    • If after the second 3 minute period the N1 is not 61% ± 1%, then shut down the engine and
    consult the EMM.

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    Engine Starting ATA 80
    Student Notes

    3.1.3 Cold Weather Effects on Engine Oil

    During cold starting conditions, the engine oil pressure can temporarily exceed 110 psi. The oil
    pressure will decrease as the oil temperature increases.

    With engine oil temperature below 10 °C, leave the engine twist grip in the idle detent until the
    engine oil temperature reaches 10 °C.

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    Student Notes

    3.1.4 Cold Weather Effects on Transmission Oil

    If the transmission oil temperature is still at 0 °C when the engine oil is at 10 °C, the engine twist
    grip may be rotated smoothly to the FLT position to prevent exceedance of the transmission oil
    pressure maximum limit.

    During twist grip rotation to the FLT position (throttle increase), if the transmission oil pressure is still
    below the green arc, the XMSN OIL PRESS warning message activates. No corrective action is
    required provided the oil temperature is in the green arc.

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    Engine Starting ATA 80
    Student Notes

    3.1.5 Controls Positioning

    During the start procedure, the control should be in the following position:

    • Collective control - always full down, flat pitch

    • Cyclic - avoid any cyclic movement below 85% NR except to prevent hitting blade stops

    • Pedals - always paired.

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    Engine Starting ATA 80
    Student Notes

    4 Hot Start Malfunction


    4.1 Hot Start Malfunction
    4.1.1 Causes of a Hot Start

    A hot start malfunction is a rapid and excessive temperature rise beyond the transient ITT starting
    limits.

    A hot start malfunction can occur due to any single or combined occurrence of the following
    conditions:

    • An excess accumulation of fuel in the combustion chamber, which has pooled and become
    partially ignited with inadequate air flow

    • A delay in light off, then occurring suddenly, typically causing flames to be emitted from the
    exhausts

    • Excessive wind up the exhaust ducts.

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    Engine Starting ATA 80
    Student Notes

    4.1.2 Pilot Procedures

    If the pilot suspects the potential for the ITT transient limits to be exceeded, the start is aborted as
    follows:

    Item Action or Observance

    Engine twist grip OFF

    Ignition (IGN) switch OFF

    Engine starter Continue to operate

    Fuel valve switch CLOSED

    Fuel pump 1 and 2 switches OFF

    XFER pump OFF

    Refer to the EMM for inspection requirements.

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    Student Notes

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    Issue No 1.0 02/02/2015


    Page 20

    Use and disclosure of this document is controlled; see Title/Cover page.

    FOR TRAINING USE ONLY

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