Professional Documents
Culture Documents
fk
Sikorsky
A Unlted Technologies Company
e q m h
Robert G. Mann
Manager, Boston Aircraft
Cettjfimtion Office,ANE-I 50
FAAAPPROVED
ROTORCRAFT
FLIGHT MANUAL
REVISION NO. 52
SIKORSKY
MODEL
S-76A
PART 1
Sikorsky
A United Technologies Company
Approved by:
Louis R. Musacchio
Chief, Engineering
and Manufacturing
Branch, ANE-2 10
Date of Approval:
NOVEMBER 2 1, 1978
Date of Revision:
May 25,2004
Part 1
S - J I I ~ \8..
~ , ~ STempwary
~ \ Revisions
I,M
FLIGHT MANUAL
PART 1
REVISION
NO.
I INCORPORATED1 SUPERSEDED
ISSUE DATE
BY REV. NO.
ISSUE DATE
3/12/02
52
5/25/04
INSTRUCTIONS:
1.
2.
Page 1112
Part 1
List of Effective Paees
u
FLIGHT MANUAL
PART 1
LIST OF EFFECTIVE PAGES
PAGE
A
B
B- 1
C
D
E
F
G
H
J
K
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M
N
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X
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AA
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1
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1-1
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DATE
5/25/04
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Deleted
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3/9/83
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5/14/85
12/12/86
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3/16/94
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6/17/97
5/15/98
5/25/04
3/16/94
7110187
6/28/84
3/2/89
3/2/89
3/2/89
3116/94
6/29/84
7110187
7/26/82
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ll/l6/8 1
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REV. NO.
52
Part 1
List of Effective Pages
FLIGHT MANUAL
PAGE
1-3
DATE
-
1-4
1-4A
1-5
1-6
1-6A
1-7
1-8
1-8A
1-8B
1-8B-1
1-8C
1-8D
1-8E
1-8F
1-9
1-10
1-10A
1-11
1-12
1-12A
1-12B
1-13
1-14
1-15
1-16
1-17
2- 1
2-2
2-2A
2-3
2-4
2-4A
2-4B
2-4C
2-5
2-6
2-6A
2-6B
2-6C
2-7
2-8
2-8A
2-9
2-10
2- 10A
FAA APPROVED JUNE 19,1996
Revised May 25,2004
REV. NO.
FLIGHT MANUAL
PAGE
2- 10B
2- 1OC
2- 1OD
2- 10E
2-1 1
2-12
2-13
2-14
2- 14A
2- 14B
2-14C
2- 14D
2-14E
2- 14F
2- 14G
2- 14H
2-14J
2-14K
2-14L
2-14M
2- 14N
2-14P
2- l4Q
2- 14R
2-14s
2- 14T
2-14U
2-15
2-16
2-16A
2- 16B
2-16C
2-16D
2-16D-1
2- 16D-2
2-16E
2-16F
2-16F-1
2-16F-2
2- 16G
2-16H
2-165
2- 16K
2-17
2-18
2- 18A
DATE
6117/97
10/19/O 1
6/l 7/97
6117/97
5/14/85
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
8/27/79
6/28/84
9/7/90
5115/92
6/28/84
6117/97
6117/97
2/22/85
2/22/85
2/22/85
1/17/83
1/17/83
1/17/83
1/17/83
1/17/83
1/17/83
Deleted
Deleted
1/17/83
1/17/83
1/17/83
6117/97
6117/97
3/16/94
3/16/94
Part 1
List of Effective Pages
REV. NO.
46
50
46
46
33
11
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30
41
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30
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46
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46
46
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43
Part 1
List of Effective Pages
FLIGHT MANUAL
PAGE
2-19
2-20
2-2 1
2-22
3- 1
3-2
3-2A
3-2B
3-2C
3-2D
3-3
3-4
3-4A
3-5
3-6
3-6A
3-6B
3-6C
3-7
3-8
3-8A
3-9
3-10
3- 10A
3- 10B
3-1OC
3- 1OD
3-1 1
3-12
3-12A
3- 12B
3-13
3- 14
3- l4A
3- 15
3-16
3-16A
3-16B
3- 16C
3-17
3-18
3-18A
3-18B
3-19
3-20
3-20A
DATE
5/15/92
7/26/82
3/16/94
Deleted
3116/79
5115/92
5/14/85
3123181
7/26/82
7/26/82
7/26/82
5115/92
3/2/89
3/2/89
7/26/82
5/15/92
8/27/79
5/22/80
2/22/85
6/17/97
3/16/94
5115/92
12/12/86
9/7/90
3/2/89
9/22/82
9/22/82
10/19/01
6/29/84
6/29/84
9/7/90
9/7/90
10114/80
5115/92
3/2/89
5115/92
9/7/90
9/7/90
9/7/90
3/2/89
7110187
9/7/90
7/10/87
3124181
7/26/82
4/12/79
REV. NO.
42
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43
24
7
42
33
18
24
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24
42
40
40
24
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11
14
32
46
43
42
36
41
40
25
25
50
31
31
41
41
16
42
40
42
41
41
41
40
37
41
37
19
24
8
FLIGHT MANUAL
PAGE
3-20B
3-20C
3-2 1
3-22
3-22A
3-23
3-24
4- 1
4-2
4-3
4-4
4-5
4-6
4-6A
4-7
4-8
4-8A
4-8B
4-9
4-10
4-1 1
4-12
4-13
4-14
4-15
4-16
4-17
4-18
4-19
4-20
4-2 1
4-22
4-23
4-24
4-25
DATE
10/14/80
10/14/80
2/22/85
1/17/83
7/26/82
1/9/79
6/6/80
7/26/82
7/26/82
1/9/79
1/9/79
7/26/82
7/26/82
11/2/81
11/2/81
1/17/83
1/17/83
1/17/83
1/17/83
8/27/79
3/23/81
3/23/81
11/2/81
5/14/85
5/14/85
5/14/85
1/17/83
1/17/83
1/17/83
5/14/85
5/14/85
5/14/85
312318 1
2/2/79
5/14/85
Part 1
List of Effective Pages
REV. NO.
16
16
32
26
24
1
15
24
24
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24
22
22
26
26
26
26
11
18
18
22
33
33
33
26
26
26
33
33
33
18
5
33
SUPPLEMENT INDEX
6117/97
6117/97
5/15/98
5/15/98
5115/98
5115/98
5115/98
5/15/98
46
46
47
47
47
47
47
47
Part 1
Log of Revisions
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on the outer
margin indicates the latest revised portion of each page. A vertical bar next to the page
number indicates the page has been retyped with no significant changes.
-
REVISION
NO.
PAGES
REVISED
1-1, 2-15
REMARKS
FAA
APPROVED
DATE
JAN 9, 1979
c.k
\--a&.
Louis R. Musacchio
Chief, Engineering
and Manufacturing
Branch, ANE-210
Add Night
Operation
R,k Y-i;,
Louis R. Musacchio
Chief, Engineering
and Manufacturing
Branch, ANE-210
Added Fuel
Flowmeter
E. E. Hosking for
Louis R. Musacchio
Chief. Engineering
and Manufacturing
Branch, ANE-210
Pa33
Log of Revisions
PART 1
LOG O F REVISIONS
The revision date is shown at the bottom of each revised
page. A vertical bar on the outer margin indicates the
latest revised portion of each page.
REVISION
NO.
4
PAGES
REVISED
REMAmSs
- 2- 3-4,
1-8,l-8A,
1- 10A, 1- 17,
2- 10A, 3-2D,
3- 14A, 3-15,
3-16,4-8,4-9,
4-19,4-23
Inao,1-1,
1-13,2-1,2-2,
2-3,2-5,
2-16,3-19
Pages modified
for Canadian
M>T repbements
i, iiA, iv, v,
Feb 1, 1979
changes
1-1,l-4,l-5,
1-8,1-17,
2-1OA,2-11,
2- l5,2-16,
2-19,3-10,
3- IOA, 3- 14.4,
3-1?,3-18,
3-19,624
FAA
APPROVED
DATE
Lords R. Musacchio
Chief, Eagmeering
and Mamrfacturmg
Branch, ANE-210
Feb 2,1979
y~.\w&
----------------------------
LOUIS
fL M p s a ~ ~ h i ~
Chief, m e e r i n g
1-1,l-5,2-16
(3-19, W T
reqairement
deleted)
for Cmadian
DOT requirements
and M a x u f a c ~
Banch, ANE-210
2-8,2-8A
Pagesmodified
Feb 21,1919
L a ~ lR
s M~sacchio
Chief, Engineering
and bdanrrfacturing
Branch, ANE-210
Part1
Log of Revisions
WGHT MANUAL
PART 1
RENISION
NO.
7
REVISED
iii, ivy 1-1,l-4,
-----------------1-1, 1-5,2-1,
2-2, 2-3, 2-16
--
FAA
REMARKS
Added metric
values, revised power
assurance
check, and
torque available chrfs.
Added ECU
single pilot
VMC and 8pface interior
DATE
APPROVED
Pages m e e d
for C a m d i m
DOTrequile
merits.
PAGES
E. E. Boskmg for
Louis R. Musacchi0
Chief, m e e r i n g
and Manrdactaring
Bmnch, ANE-210
i , v, , ,
1-3, 1-5, 1-8,
1-8A, 1-8B,
1-12.4,l-13,
2-164 2-16B,
2-16C.2-17.2-19.
1-5,l-13,2-16A,
2-l6C, 2-17
Pages m e e d
for Can&ian
DOTreqrrirements
and Collins
avionics
Chief, Engineering
and ManBranch, ANE-210
hi31
Log of Revisions
FUGHT MANUAL
PART 1
NO.
PAGES
REVISEI)
REMARES
DATE
FAA
APPROVED
Louis RMosacchio
Chief, Engineering
and
Branch, ANE-210
Part1
- of Revisions
Log
RtGHl MANUAL
PART 1
LOG OF ELFVISlONS
The revision date is s h m at the bottom of each revised
page. A vertical bar an the outer margin indicates the
latest revised portion of each page.
REVISION
PAGES
NO.
BEVISED
11
12
DATE
REblZARKS
Added EAPS.
Changed Cate-
FAA
APPRDVED
A x . 27,1979
gory '$AffCDP
from 50 to 40
feet. Added
DC overtemperatare, ELT,
and inligkt
door emergency
procedures.
Allow hover for
power assurance
check
Louis
& ~&.Mh~ su2 ~ ~c h iw0
Chief, Ezgimering
and
Braaca, ANE-210 .
1978
Part1
~ o of
g Revisions
FLIGHT MANUAL
PART 1
LOG OF REVlgONS
The revision date is shown at the battom of each revised
page. A vertical bar an the outer margin indicates the
Latest revised portion of each page.
FAA
REVISOLU'
PAGES
NO.
REVlSED
13 i v y- 2 3 ,
-71-8-9,
1-11,2-IOC,
2-1OD,2-15,
2-16,3-10,
3-10A, 4-23,
4-25
REMARI(S
DATE
Dec 29, 1979
APPROVED
Reservo
jam procedure.
Added change to
Anti-Ice ON
Limits
&eW-
--
Loois R. m c c h i o
Chief, Engineeriag
and Mamdactnripg
Branch, ANE-210
Added snow
protectian
Kit P h
76080-30008
May 22,1980
&t
Louis R Musacchio
-6 Engineeand
g
Branch, ANE210
Page modi-
fied for
casaanDOT
reqpirements
F%rt 1 Section 1
Log of Revisions
NGHT MANUAL
PART 1
LOG OF REVMONS
The revision date is shawn at the bottom of each revised
page. A verl5cdl bar on the outer
indicates the
latest revised portion of each page.
REVISION
NO.
PAGES
RJZVEZD
15
i,ii, iiA,ii%,
iiC,iv, v, vi,
1-2,1-3, 1-8,
1-8A,1-8B,
FAA
RxxARKS
Added U t y
hoist and right
hand sliding
door open o p
DATE
APPROVED
June 6, 1980
Chi&, Engineering
and-M
Branch, -210
1-13,2-1,2-2,
2-3, 2-16E
Pages modified
for Canadian
rnT requirements
Part 1 Section 1
Log of Revisions
FLIGHT MANUAL
PART 1
LOG OF REITSIONS
The revision date is shown at the bottom of each revised page. A vertical t3ar on the outer margin indicates the latest revised portion of each page.
REVISION
PAGES
NO.
REVISED
17
FAA
DATE
REl\bARIZS
1-2, 1-3,
Removed ECU
1-8, 2-lOC,
operating Limits
due to high 15.
2-15, 2-16,
2-16G, 3-10,
3 -IOA, 3 l6A, Updated perfor3-17, 4-8,
mance data with
4-8A, 4-83, engine anti-ice
4-9, 4-11,
onand removed
4-l2, 4-14,
the 4000 ft alt
4-15, 4-16,
limit for lake
4-17, 4-18,
ofk and hndings
4-19. 4-20.
with engine
- anti4-2c 4-22,
ice an.
4-23, 4-25
&C
APPROVED
I?, 1980
atfan of pressure
Chief, Ehgineering
andak~f2ctaring
Bsanch, ANE-210
18
1-2,l-3,
1-7,3-2,
3-2B,3-20,
3-3,411,
4-12, 4-18,
4-19, 4-23,
4-25
. .
$4-
Revise procectaretof~llorP
after m e
Louis R M-chio
Chief, h . I p m q
d
-
-@=
Branch, ANE210
f a p a
own
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom af each revised page. A vertical bar on the outer margin mdicates the latest revised portion of each page.
PAGES
REVISIdU-
RE-
NO.
19
REMARKS
Added AFCS
Phase IU
and Editorial
changes
Added hsb3led
Pwer Assmance
Check and Power
Trend Check
FAA
APPROVED
DATE
L,rW
; -L
Louis R Musacchio
Chief, Engineering
and Manufacturing
Branch, ANE-210
6/26/81
ELMusacchio
Chief, Engineering
and Man-
Branch, AXE-210
21
Added note on
No. 2 servo
2-8
9/1/81
Kessare
and bhrrufactraiog
Branch, ANE-210
1 - 1 , l - 2 , 1-3,
1-4, 1-6, 1-8C,
1-17, 4 6 A ,
4-7, 4 8 , 4-84
48B, 4 9 ,
413, 414,
4-15, 4 1 6 ,
4 2 0 , 4-21,
422, 4 2 5
Ln~zeasipg
3- gmss weight
tolO,SOO
P-
and
Branch, ANE-210
Partlsectionl
Log of Revisions
N G H T MANUAL
PART 1
LOG OF ECEmoNS
The revision date is shown at the battom of each r e
-page.
A vertical bar on the outer margin indicates the latest revised portion of each page.
REVISION
NO.
23
PAGES
FtEVISED
REMAIiICS
FAA
APPROVED
DATE
Added: Snow
11/16/81
Protection git
with Continoo~s
Ignition, Master
Chief, Engineering
B m h , ANE-210
Part 1 Section 1
Lw of Revisions
PAGES REVISED
DATE
FAA
APPROVED
REMARE=S:
Added
Note on Smake Detector Baggage Warniag Ligkt
Droop C o q x m a b r Amplifier PrefEgkt Check
AFCS Oscillatory ldaBmd5on
Alternate Airspeed hdicator
Deleted
&@nes,
Revised
Table of Contents
Color hlshments (3fLgures)
-or
Check
rJ1 me speed
Fire Detector Test O p e M o ~
Fuel Crossfeed after Zagbe Failure Procedure
Tail Rotot Control System Failure Fixed Pitcb Setbing
Paerndl Cargo Hook PreWM
Fnnciioml Check Snow Protection Kit
Airspeed Calibration Figares
Tg Check in PrEagineOilSystemFaiIPre
PartlSed5onl
Log af Revisions
RlGHl MANUAL
PART 1
NO.
23
PAGES
REVISED
, 1- 5,
1-8, 2- l4R,
3-10A,3-103,
3-10C,3-IOD
1 ,
RElKmKS
Removal af Pitch
Bias Actuator
from Operating
Limitations
DATE
FAA
APPROVED
9/22/82
Arthur
Pidgeon
Chief, Boston
Aircraft
Certification Branch,
ANE- 150
Added RHDR
light Revised
engine start
NOTE, and Tg
1 /17/83
-=
Ftevised and
corrected art
and text.
Added nitrogen
substitute for
helium in flo-
tation system.
A
m J. Pidgeon
Manager, Boston
Aircraft Certification
B m h , ANE-150
27
1-8,2-12-18,2-21,
3-10A
Part 1 Section 1
Log of Revisions
FUGCrr MANUAL
LOG OF RFVISIONS
REVISION
PAGES
NO.
REVISED
29
2-6,
2- 10B
REMARKS
DATE
APPROVED
11/3/83
PBA
Aircraft celw5cajian
Brapch, ANE-150
30
iiA, ZB,
iv, 1- 15,
2-1,2-2,
2 - 2 4 2-3,
2-4,2-6,
2-6.4
2-6B, 2-8,
2-u,
2- 146,
2- 141,
2-164
3-30,
3- lOA,
Revised engine
6/28/84
starting information. servo unit
jam g
~
~
takeoff and
approach information, oil
prelimits.
rotor brake
checks, efectrical fire peedares and edit0ria.l corrertions.
Manager, Boston
Aircraft Certjfietim
Branch, ANE-150
3- 15
LOG OF REVISIONS
The revision date is shown at the bottom of each
revised page. A vertical bar on tbe rear margin
indicates the Mest revised portion of each page.
'REVISION
PAGES
NO.
REVISED
31
FAA
l3EMARKS
APPROVED
DATE
Manager, Boston
AirCmft certifica-
32
ii, 1-11,
Added mnmrnl
2/22/85
1
-- 3 ,
rotor btake.
Revised light
2-2,2-2A,
2-6,2-6~,
control system
checks, contirmoas
2-6B,2-8,
2-842-lOC,
ignition usage,
fwl priming, chip
Manager. Boston
2-16,2-16A,
2- 163,2-18A, detectors, and &reraft -Cert&eation Office, ANE2-19, 3-7,
dik3-9, 3-21
150,
Increased maxigross
weight b 10.500
Po-.
5/14/85
&#.U
Arthur J. Pidgeon
Manager. Boston
Aircraft, Certification Office, ANG
150
Part 1 Section I
Log of Revisions
A~~G?BB~~Y//&.
FUGW MANUAL
PART 1
LOG OF REVISIONS
T h e revision d a t e is shown at t h e bottom of each
revised page. A vertical bar on the rear margin
indicates t h e latest revised portion of each page.
REVISION
NO.
34
35
PAGES
REVISED
1-6A,2-1,
2-2, 2-3,
2-4, 2-4A,
2-43, 2-6A,
3- 12B, 3- 13
3- 8
REMARKS
DATE
APPROVED
Revisedfire
3/17/86
warninglights,
preflight external check, and
Manager, Boston
Aircraft Certification
airspeed indicator
Office, ANE-150
Revised fuel
crossfeed
limits
3/18/ 86
=d
Manager, Boston
Aircraft Certification
Office, ANE-150
36
12112/86
procedures .
Aircraft Certification
Office, ANE: 150
Part 1
h g of Revisions
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at the botxom of each revised pqe. A vertical bar on the
outer rnar*~indicates the latest revised portion of each page.
'REVISION PAGES
NO.
REVlSED
REMARKS
DATE
FAA
APPROVED
M a q e r , Boston
Aircraft Certification
Office, A??-150
38
1-3, 1 4
Revised category
'B" Maximum
Takeoff Gross
wei* am.
4/13/88
Manager, Boston
Aircraft Certification
Office, ANE-150
39
2-1, 2-2,
2-2A, 24A,
Revised Normal
Procedures.
9/22/88
Manager, Boston
&craft Certification
ME,ANE-150
Part 1
of Revisions
J&
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on the
outer margin indicates the latest revised portion of each page.
REVISION
NO.
40
PAGES
REVISED
FEMARKS
FAA
APPROVED
DATE
3/2/89
electrical system
failures.
Manager, Boston
Supplement Index
Aircraft Certification
Office, ANE- 150
Revised landing
gear, f
k
,
and
semo damper jam
;-rp
O F ating limits;and
xlOmd
9/7/90
F-
& d f d
Supplement Index
Manager, Boston
Air& -cation
Office, ANE- 150
Log of Revisions
FUGHTMANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at rhe boaom of each revised page. A vertical bar on the
outer mar_ein indicafes the larest revised @on
of e s h page.
'REVISION PAGES
NO.
42
REVISED
1-1, 1 4 ,
I-SA, 1-12,
2-6A, 2-9,
2-IOA,
2-la,
2-19, 3-2,
3-4, M A ,
3-8A7 3-9,
3-14A, 3-16
FAA
F?EMAMS
DATE
Revised opaaring
5/15/92
APPROVED
fimirarilms.
Delefed elecaonic
N2 overspeed
Jv
-M=%a7
Aircraft Cereification
Office, Am-150
43
1
2-18, 2-18A,
2-21,3-8,
3-8A
Claxifiedkxggage
3/16/94
flow
M
1
e
.
Flotation System
Te
and
Main Gear Box
Chip-
E==w=Y
Part 1
Lo,o of Revisions
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on the
outer margin indicates the latest revised portion of each pase. A vertical bar next to
the page number indicates the page has been retyped with no significant changes.
REVISION
NO.
44
PAGES
REVISED
REMARKS
DATE
1-12, 3-8
9112/95
3, 4,5, 6
&>
45
FAA
APPROVED
Manager, Boston
Aircraft Certification
Office, ANE-150
3/ 19/96
~ k a g e r Boston
,
Aircraft Certification
Office. ANE-150
Part 1
Log of Revisions
FLIGHT MANUAL
PART I
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on the outer
margin indicates the latest revised portion of each page. A vertical bar next to the page
number indicates the page has been retyped with no significant changes.
REVISION
NO.
PAGES
REVISED
REMARKS
46
1-4,2-1,
2-4A, 2-4B,
2-4C, 2-6C,
2- 1OA,
2- 1OB,
2- lOC,
2- 1OD,
2- 1OE,
2-14U, 2-15,
2- 16K, 2- 17,
3-8
Revised Category A
and B operation,
revised Exterior
Check procedure
instruction, added
Warning for aft engine cowl latches
and straps, added air
conditioner Note,
added AFCS Check
Note, and added
Approach and Landing Note.
Index 1, 2, 3,
4, 5,6, 7
47
1-8D
Revised Minimum
Flight Crew requirements for Utility Hoist operations.
DATE
FAA
APPROVED
6/17/97
S6r
I
Manager, Boston
Aircraft Certification
Office, ANE- 150
5'1 5198
-Fbr
Part 1
Log of Revisions
FLIGHT MANUAL
PART I
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on the outer
margin indicates the latest revised portion of each page. A vertical bar next to the page
number indicates the page has been retyped with no significant changes.
REVISION
NO.
48
49
50
51
PAGES
REVISED
2-6, 2-8
2-2,2-4A
1-5,2- 10C,
3-1 1
1-5
REMARKS
Revised Rotor
Brake Procedures
contained in Normal Procedures.
Section 11.
Revised Exterior
Check - Main
Rotor Blades.
Revised Minimum
Flight Crew Criteria, Taxiing procedure, and pitch
bias actuator reference.
Change IFR
equipment requirements
DATE
FAA
APPROVED
7115/99
Manager, Boston
Aircraft Certification
Office, ANE- 150
9/23/99
Manager, Boston
Aircraft Certification
Office, ANE- 150
10119101
1 1/6/03
52
2- 1,2-3,2-4
5/25/04
Manager, Boston A
Certification Office, AN-I50
REVISKIN
NO.
PAGES
REVISED
CfA
REMARKS
CTA APPR-
DATE
AUGUST 30,2000
Reviead: M Q v e m k 6.m
APPROVED
Part 1
Table of Contents
FUGHT MANUAL
PART 1
TABLE OF CONTENTS
INTRODUCTION ........ (BACK OF lTI'LE PAGE .CANADm
DOT ONLY)
LIST OF EFFECTIVE PAGES ........................
A
LOG OF REVISIONS PAGE .........................
F
SErnON
I
OPERATING LIMITATIONS ...............
PAGE
1-1
1-1
1-1
1-1
1-1
.................... .
..
1-4
LOADING LIMITS
1-4
1-5
1-5
1-6a
ALTlTUDE L l h a S .......................
1-7
1-7
FLIGHTJAMITS .........................
1-7
1-4
1-8A
1-8a
1-8B
1-8B
1-8B
1-8C
WEIGHTUMITS ......................
MINIMUM FLIGrn CREW ..............
AIRSPEED LIMITS .....................
1-8D
1-8D
1-8D
Part1
Table of Contents
TABLE OF
CONTENTS (Cod)
SEC'JTON
PAGE
........................... 1-8E
FUEL .................................. I-8E
O
IL ...................................
1-10
OIL TEWERATORE I;IMITS ............. 1-10
OIL PRESSURE L l M r B ................. 1-10
~ ~ L I M Z T S
.... 1-10
METERS ARE INSTALLED) -.--..-......
1-10
ENGINE TORQ'UE LIMITS ............... 1-10
(GAS PRODUCER) S P E W LIMITS ....- 1 - 10A
-NN1
:, (POWERTURBINE) SPEED
-L;IMITS
TR
-
-1-10A
.............................
TURBINE) INLET
................
TEMPERA=
L;TMITS
1-11
steady State Limits ................... 1-11
Startiag a Shntdo~n.................. 1-11
Power Transients ...................
1-11
.......................
TORQUE I3MrrS
1-11
Dual-Engine Operation ................ 1-11
Single-Engine operation ............... 1-11
OIL ....................................
.
oE TEMPERATURE LIMITS .............
~
ROTOR STOPPED
ROTOR TURNING
.................
1-11
I- ii
1-12
..-....................1-12
....................... 1-12
.
...............................
1-12
............. 1-12
............ 1.1%
DUALENOP~TION
SINGLE-ENOPERATION
ENGIhF COWLING REMOVED
OR E I N G D BACK
..................... 1.12A
...............................1-12A
CARGO BOOK/HOET LIMIT'S ............. 1-13
PLACARDS
Part I
Table of Contents
FLIGHT MANUAL
SECTIOh'
11
NORMAL PROCEDURES
....................
2-1
NORMAL OPERATION
EXTERIOR CRECK
.......................
2.
1
..............
2-5
.................................. 2-1OC
PRE-TAKEOFF ........................... 2-1OC
=OFF
.............................,. 2-14Q
TAXIING
_C_
CLIMB
............. -2-1-
.............-2-1.................................. 2-14R
.................................. 2-14R
CRmSE
...........2-14R
................ 2-14T
.....-.................... 2-15
............................ 2-15
GeAROUND ....................,,...,. 2-16
LANDING
CATEGEORY "3" APPROACH AND
LANDING
.............
................
Pan 1
Table of Contents
FUGHT MANUAL
PAGE
........................
Starter mororin~......................................................................
Eneine cross prime ..................................................................
Manual priming.......................................................................
NAV TEST SWITCH FUNCTION .................................................
FUNCTIONAL CHECK .SNOW PROTECTION KIT
P/N 7608O-3OOO8-OI2 OR 76076-30006-012..............................
Pan 1
Table of Contents
FUGHT MANUAL
PAGE
...................
2-21
3-1
3-2
Hover ...............................................................................
-
3-2A
........................
3-2A
3-2A
Part 1
Table of Contents
&xmR~m~i&
FLIGHT MANUAL
TABLE OF CONTENTS (Cont)
SECTION
PAGE
....-..--.-....3-2D
3-3
Part 1
Table of Contents
PAGE
E N G N CONTROL MALFUNCTIONS . . . . . .
3-5
3-5
3-6
POWER...............................
3-6A
3-6A
3-6B
3-6B
.....
3-7
FAILURES
3-7
. . . . . . - . . . . . . . . . . . . . U R E S U R E S U R E S U R E
3-7
3-8
28A
3-9
29
3-10
Part 1
Table of Contents
N G H f MANUAL
PAGE
.......
3-1QA
- .
....... .
SINGLE-ACTGATOR m V E R .. . - .. 3-IOB
SINGLE-ACTUATOR FAILURE.. ...... . . . 3-10B
OSQLLATORY MALFUKCTIONS
. 3-10B
. . -. .
--
-- .
- ,.....3-l2A
FlXED PITCH m
G TAlL
ROTOR (=ENTERING SPRING
k.LfCE
E&e
................................
Comoartment Fire ...-...- .- A
- - - - - - ~ . - - -
Baggage ~ o m h e nSmoke
t
Detected .
Smoke and Fume Elimination.. ..... ...
Electrical Fire ....... ... . . . ....... ..
Part 1
Table of Contents
FLIGHT MANUAL
PAGE
..- - . ..-
3-16
.............
3- 16A
...... .
.....
--
- - - - - - ---
ml\
.......
m
G
E
D DOORS .....................
Door Jettison Procedure .............
FL H . SIDING DOOR (OPTIONAL). ....
Wmdow Jettison Procedure .... ......
EMERGENCY ENTRANCES
AND EXITS..
-
3-19
3-20
&R@RHKW//&
Table of Contents
Part 1
List of Xllustrations
FUGHT MANUAL
SECTION
DIT=G
.............
..........-....
3-21
(FLOTATIONSYSTEM)
DlTCHING PROCEDURES..
SIKGLZ- ENGDii W D H G
TEE WATER
(FLOTATIOK GEAR I X F U """'
..
...
EXTERNAL CARGO ROOK PROCEDURES.. .....
AFIY)FtOTATlVE LANDING TO THE WATER
DITCHING (WITEOL? FLX>TATION SYSTEM
UTILITFHOISTPElOCEDURES
IV
................
3-23
3-23
3-24
3-24
PERFORMANCE DATA
........................ 4-6A
EAPS EFFECT ON PERFORMANCE., .......... 4-7
ToX2uE AVAILABLE
ROTORCRAFT-EXTERNALLOAD
CATEGORY 9''OPERATIONS
...............
47
............
4- 13
PART I
LIST O F ILLUSTRATIONS
ITTLE
1- 1
1-2
1-3
1-4
PAGE
.........................
GmssWeig3L. .......................
Center of Gravie Limits. ...............
...
1-2
1-3
1-4
1-6
FUGHT MANUAL
PAGE
................
..................
........
.....................
......................
......................
I-8B
1-9
1-14
1-17
2-12
2-13
......................
Switch OFF ......................
2-14
2-14A
InstalledorEAPS~edand
S
w
m
i
om
......................
2-14B
Switch OFF
...................,, .
2-14C
......................
Switch OFF ......................
Switcb OFF
Deleted
h s & l l e d Power Asscrrance Check
Chart-7O%EAPSIasWkdand
SwitrhON**..*.*-....*.......-...
Installed Power AssmanCe Check
Chart 75%EAPS Instaled and
.......................
- ......................*.
,Switch ON
2-14D
2-14E
2-14G
2-14.H
2-14J
FLIGHT MANUAL
2-18
2- 19
2-20
2-21
2-22
3- 1-0
3- 1
3-2
4- 1
4-2
4-3
4-4
4- 5
4-5A
4-6
TITLE
Installed Power Assarance Check
Chart 85% U P S Installed and
Switch Oh-....,....................
Installed Power Assarance Check
Chart 90%EAPS Instilled and
Switch ON
Installed Power Assurance Check
Chart 95% UPS Installed and
Switch ON
Installed Power Assurance Check
Chart 100%EAPS Installed and
Switch ON
Installed Power Assurance Check
Chart 105%EAPS Installed and
Switch ON
74 KIAS bstdled Power Chart..
135 K I M - h s b U d P o w e r Chart......
74 gIAS b s i a l k d Power
Chart with EAPS h & d k d and Switch
ON
135 gIAS Installed Power
Chart wit31 EAPS installed and Switch
ON
Anti-Ice On Correction Factor
PAGE
- .........................
.........................
.........................
- .........................
.....
................................
................................
........
AFCS Outer Loop Shutdown ...........
Electrical Fire Pmcedures (AC Gene r a t o r System).....................
Emergency Ehtmmes and Exits .......
Densitp Altitade Chart.. ..............
Temperatare Conversion Chart.. ......
Airspeed Qlibration - Pilot' s
System.. ..........................
Ahspeed Cdlibration - Copilot' s
System .............................
Torque A
' -le
- 2-1/2 Minate Power
OEI and 30 Minute Power OEI - EAPS
Not bmabd .......................
T o m e Available - 2-112 Mimate Power
OEI and 30 Minate Pawer OEf - EAPS
Install4 and EAPS Switch OFT ......
T o m e Available - Takeaff Pmer.
Dual Engine and NoCSuise
Power, Dual Engine - EAPS Not
IrskUed
...........................
WGHT MANUAL
PAGE
TITLE
.......................
.......
..........................
......
..............
.............
..
.......
.......
.....
...........
.......
..............-...
.........
Part 1, Section I
~
o p m t i n g Limitations
FUGHT MANUAL
SECTION I
OPERATING LIMITATIONS
NOTE
Compliance with the limitations in this section is required by
law.
WEIGHT LIMITS
Maximum takeoff and landing weight is 10,500 pounds (4763 kilograms).
NOTE
When operated at gross weights above 10,300 pounds (4672
kilograms) the helicopter must comply with Revision 14 of
the Ainvonhiness Limitations section, dated May 14, 1985,
or subsequent FAA approved revisions of the Airworthiness
Limitations and Inspection Requirements Manuai SA 404776-2- 1.
This helicopter is to be operated using the approved loading schedule. Refer to
LOADING INFORMATION in Pan 2.
For minimum operating weight, refer to Figure 1-3.
C.4TEGORY A OPERATIONS
See Figure 1- 1 for variation of allowable takeoff gross weight with altitude and
temperature.
CATEGORY B OPERATIONS
See Figure 1-2 for variation of allowable takeoff gross weight with altitude and
temperature.
CG (CENTER OF GRAVITY) LIMITS
See Figure 1-3 for forward and aft center of gavity limits at various g o s s
weights.
Lateral CG Limits: Left or right 3 112 inches (89 mm). Left or r i ~ h 4t 112
inches 7 1 14 rnm) with hoist load attached, hover only.
Part 1 Section I
Operating Limitations
FLIGHT MANUAL
CATEGORY "A" MAXIMUM TAKEOFF GROSS WEIGHT
ANTI-ICE OFF
GENERATOR LOAD
200 AMPS
NO BLEED-AIR
WEIGHT REDUCTION
135 POUNDS
225 POUNDS
350 POUNDS
125 POUNDS
350 POUNDS
-MAXIMUM
GROSS
WEIGHT
li
3.'0
3-5
GROSS WEIGHT-
4.0
4:5
1000 KILOGRAMS
Fi=we 1-1
FAA APPROVED NOVEMBER 21, 1978
Revised MAY 14. 1985
S 53336 (C33)
GROSS WEIGHT
NO BLEED-AIR
WEIGHT REDUCTION
100 POUNDS
200 POUNDS
300 POUNDS
GROSS WEIGHT-1000
LB
Figure i - 2
F A A APPROVED NOVEMBER 2 1.1978
Part 1, Section I
Operating Limitations
AIKHRSK~~~&
FLIGHT MANUAL
LOADING LIMTTS
Maximum allowable cabin floor loadin2 is 75 pounds per square foot (366 Kg per
square meter).
Tne maximum allowable floor loading for the bagsage compartment is 75 pounds
per square foot (366 Kg per square meter) for weizhts up to the maximum
compartment capacity of 600 pounds (272 Kg)
TYPES OF OPERATION
CATEGORY A and B
Transport
Day, Night, VFR
Day?Nizht IFR.The helicopter is not considered airworthy for operation under
Instrument Meteorological Conditions ( M C ) unless the following equipment
is installed and operatins.
1. AFCS (minimum requirement is for one operative pitch, roll, and yaw
channel).
2. Copilot flight controls and flight instruments.
FUGHT MANUAL
Part 1 Section I
Operating Limihtions
FLIGHT MANUAL
Part 1, Section I
Operating Limitations
Deleted
Cyclic Stick Trim
An operative navigation and communication system that has demonstrated
compliance with the pertinent airworthiness regulations and also meets the
requirements of the applicable operating regulations.
Two DC Generators.
Overwater operations provided that the emergency flotation gear, PM 76-076-02002, and
suitable lifesaving equipment (life jackets, rafts, etc.) as required by the operating rules
and FAR 29.141 1,29.1415, and 29.1 1561 are installed.
CATEGORY "BnROTORCRAFT- EXTERNAL LOAD COMBINATIONS
Class "B" external loads
NOTE
A class "B" external load is an external load that can be jettisoned and
is lifted fkee of land or water during rotor-craft operation.
MINIMUM FI IGHT CREW
Visual Meteorological Conditions - 1 pilot (Single pilot operations not permitted from
left seat).
NOTE
Aircraft Serial No. 760001 and 760002 require installation of E.O.
72859 against 76550-02001 and E.O. 71 195 against 76080-45010 to
be eligible for 1 pilot operation.
Lnstrument Meteorological Conditions - 2 pilots.
Part 1, Section I
Operating Limitations
A !FLIGHT
~ ~ MANUAL
Z Z ? B H ~ ~ ~ ~
INDICATED AIRSPEED
HNOTS
1.56398 tC33)
Figure 1-4
AIRSPEED 3.ams
NOTE
The S-76A nses an Aero Mechanisms Part No. 8502CS20LW, Aerosonic Part No. 20020-11190 or Aerosonic Part No. 20020-11293 airspeed inditator.
See ,
V placard, Figure 1-7, for nrhfionof ,V
tempeatate, and pressare al-e.
,,V
power off is 141 KIAS. See Vne placard, Figure 1-7, for variation of Vne with temperature and pressure altitude.
Maximum airspeed during OEI operations with N, below
100%is the best rate of h b speed.
With usable fuel per tank indicating 80 pounds or less,
maximum allowable airspeed is 1 2 6 KIAS.
Maximum airspeed with landing gear down or in transit is
130 KIAS.
Maximum airspeed for windshield wiper operation is
141 KIAS.
Maximum groundspeed for landing, takeoff, or taxi is
40 knots.
M m u m groundspeed for brake application is 34 Imots.
ALTITUDE LIMITS
Takeoff and landing:
FLIGHT LIMITS
See Figure 1-4 for altitude and airspeeds to be avoided at
low altitude in case of engine failure.
Part 1 Section I
&!~~~BBsKw~&
Operating Limitations ~ G MAIJUAL
M
Maximum airspeed for sideward flight or crosswind hover is
35 knots, up to and including 6900 feet density altitude.
Maximum airspeed for sideward flight or crosswind hover is
1 7 knots, from 6900 feet up to and including 11,000 feet
density altitude.
Maximum airspeed for rearward flight or tailwind hover is
35 knots, up to and including 6900 feet density altitude.
Maximum airspeed for rearward flight or tailwind hover is
1 7 knots, from 6900 feet up to and including 11,000 feet
density altitude.
Overhead vents
2.
Pilot's window
3.
Heater blower
4.
Heater bleed-air
5.
ECU
1-8
&K@w.atdflE
FLIGHT MANUAL
Part 1, Section I
Operating Limitations
Left sliding cabin dodr and right sliding cabin door modified by Kit PIN 7607020015-01 1 may be opened for flight operations with these restrictions:
Maximum airspeed for opening and closing slidins cabin door in flight is 5 0
K1.G and is limited to level f l i ~ h or
t descent.
Maximum airspeed with sliding cabin door in full open and locked position is 74
KIAS.
IMC flight prohibited with sliding cabin door open.
An operable flashlight must be available in the cabin if the sliding door is to be
opened in flight at night.
FLOTATION SYSTEM LIMITS
Maximum airspeed for inflation of the emergency flotation e a r is 75 KIAS.
Maximum airspeed with emergency flotation gear inflated is 75 M A S .
Maximum water contact speed with emergency flotation system inflated is 33 knots.
Landing :ear must be down prior to float inflation.
Part 1 Section I
Operating Limit ation
~I/K~D?S/KOY~~~
FLIGHT MANUAL
Part 1, Section I
Operating Limitations
FLIGHT MANUAL
NOTE
The external carso hook is located forward of the main rotor
shaft. Releasing a load will cause the aircraft to pitch nose
UP-
Part 1. Section I
~ I / x ( ~ ~ R H K OOperatins
~&
Limitations
FLIGHT MANUAL
20
40
60
AIRSPEED
80
100
- KlAS
Figure 1-4A
120
1 40
Pan 1. Section I
Ooeratine Limitations
w
FLIGHT MANUAL
NOTE
It should be noted that operational use of the utility hoist is
a highly specialized procedure. Extreme caution must be
taken to be sure that the loads camed and the speed range
throughout which operation is intended do not adversely
effect the controllability characteristics of the helicopter. It
is the responsibility of the operator to establish safe limitations for each operation.
The height-velocity diagram, Figure 1-4. does not constitute a limitation when conducting rotorcraft-utility hoist operations.
A cabin intercom system with operational "hot mike" capability is required for hoist
2. One pilot and a hoist operator in communication with the pilot if the hoist
configuration includes a collective mounted hoist upidown switch in addition to
the cabin mounted provisions.
AIRSPEED LIMITS
With a load on the utility hoist, the maximum airspeed for sideward flight or crosswind
is 30 knots.
1-8D
Part 1 Section I
A///K@RH~~&
Operating Limitations
FUGHT MANUAL
With ioad on the utility hoist, the maximum airspeed in forward flight may be
restricted by stability of the load and is not to exceed 74 KIAS.
ENGIKE LIMITS
(See Figure I- 5 )
FUEL
Primary Fuel
ASTM D -1655 Jet A, A l , or B
MIL-T-5624 Grade JP-4 or JP-5
MIL-T-83133 Grade JP-8
Cold Weather Fuel (Below 4C (40F))
MIL-T-5624 Grade JP-4
*MIL-T-5624 Grade JP-5 with anti-ice additive conforming to MIL-I27686 (Philips Petroleum Company MB-55 or Equivalent) in concentration of 0.035 to 0.15% by volume.
ASTM D-1655 Jet B
*ASTM D-1655 Jet A, or A1 with anti-ice additive conforming to MIL-I27686 (Philips Petroleum Company MB-55 or Equivalent) in concentration of 0.035 to 0.15% by volume.
**AVGAS/jet fuel mixture (alternate fuel)
Part 1 Section I
Operating Limit ations
&~K<NBS/KOY~E@
FLIGHT MANUAL
NOTE
*Starting may not be consistent below 4OC
(40F).
**Mixture Ratio: 1 Part AVGAS, Grade
8018'7, to 2 Parts Jet Fuel (Jet A , Jet Al,
or JP-5) by volume may be used for
unrestricted periods of time. AVGAS,
Grade 100/130 (100L) with a maximum of
2.0 ml/Gal. ( 2 . 4 rnU1mperia.l Gallon,
-528 mllliter) lead content may be used
in place of grade 80187 in the same proportions with jet fuel for not over 300
hours during any overhaul period. Do
not use above 4OC (40F). Do not use
AVGAS containing Tricresyl-Phosphate
(TCP). If the jet fuel1AVGAS mixture
is added to JP-4 or Jet B y add. anti-ice
additive in concentration of 0 -035 to
0.15% based only on the jet fuel1AVGAS
volume added. If the jet fuel to be
mixed with AVGAS is JP-5, Jet A, or
Jet A 1 to which anti-ice additive has
not been added; add anti-ice additive
in concentration of 0.035 to 0.15% based
on entire fuel volume.
flw 1 k c t ~ o I~ )
( > p c r ; ~ t n gL i ~ ~ ~ ~ ~ ~ i l l o l - , ~
FLIGHT MANUAL
Part 1 Section I
Operating Limitations
&!f%B~~!ifl&
NGHT MANUAL
Minimum: 5 PSI
-urn:
E N G W TORQUE IJMITS
XOTE
Refer to TRANSMISSION TORQVE L I h C E in this
section for additional torque limits.
104.6% T o q e
engine
- Maximum at 0%
111.2% torque
Transient: 15 second limit varies Linearly from 119% at flight autorotation to 109%at 111.2% tmque.
Part 1 Section I
FUGHT MANUAL
Part 1, Section I
Operating Limitations
&#K!@RS~~E
F U G M MANUAL
Dexron II or E
l ATF - Low temperarure Iirnit -34C(-30F)
MIL-L-23699 - Low temperarure limit -34C (-30F)
OIL TEMPERArn L m s
Minimum: -20C
OIL PRESSURE LIMITS
Maximum: 120 PSI
Minimum: 20 PSI
ROTOR LJMITS
POWER OFF
Maximum: 115% Nr
Minimum: 87% Yr
POWER ON
Maximum: 107% Nr
Minimum: 100% Nr - (dualen-&e operation)
Minimum: 96% 'cr
96% to 99% Nr limited to one en-&e operation up to best rate of climb speed or
dual-en,oine operation up to Vne when required for execution of the appropriate
emersency procedure.
Transient: 82%
Transient: 70% Nr, at touchdown during single-ensine landings and rejected
takeoffs.
1-12
A H K D R . K O ~ ~ Part
~ 1 Section I
FLIGHT MANUAL
ROTOR TURNING
Rotor brake application limited to one engine only operating at idle or both
engines shut down.
Maximum rotor speed for normal rotor brake application is 65% Nr.
Maximum rotor speed for emergency rotor brake application with both engines
shut down is 107% Nr.
A rotor shutdown using the rotor brake shall not be performed more than one
time in any 10-minute period.
SIXGLE-ENGINE OPERATIOS
At ambient temperatures of 37C (100F) and below with no tailwind component, unlimited at any rotor position.
At ambient temperatures above 37C (lOOF), the main rotor blades must be
positioned at approximately 4 j 0 to the longitudinal axis of the helicopter.
Part 1 Section I
Operating Limitations
&FLIGHT
RB?
B?SB~E
MANUAL
PLACARDS
"THIS HELICOPTER MUST BE OPERATED IN ACCORDANCE WITH
THE OPERATING LIMITS SPECIFIED IN THE FAA APPROVED ROTORCRAFT FLT MAN. THE AIRWORTHINESS LIMITATIONS SECT OF THE
ROTORCRAFT MAINTENANCE MANUAL MUST BE COMPLIED
WITH." - on instrument panel
"CAUTION - TURN OFF STROBE LIGHT WHEN TAXIING NEAR OTHER
AIRCRAFT OR WHEN FLYING IN FOG OR CLOUDS. STANDARD POSITION LIGHTS MUST BE USED FOR ALL NIGHT OPERATIONS." - on
instrument panel
"CAUTION - BELOW 80 POUNDS FUEL REMAINING PER TANK, REDUCE AIS TO 126 KIAS OR LESS." - on instrument panel
Vne PLACARDS see Figure 1-7. - on instrument panel
CAUTION
ENGINE OPERATION WITH ROTOR STOPPED LIMITED TO:
BLADES 45"
TO LONG AXIS
UNRESTRICTED
- on instrument panel
1-12B
Part 1 Section I
ABK@BH~Y~&Operating
Limitations
FUGHT MANUAL
"THE MAXIMUM ALLOWABLE FLOOR LOADING FOR THE BAGGAGE COMPT. IS 75 LB. PER SQ. FT.FOR WEIGHTS UP TO THE MAXIMUM COMPARTMENT CAPACITY OF 600 LB." - on baggage companment
doors
CAUTION
"NORMAL ROTOR BRAKE STOPS ARE AUTHORIZED
ONLY AT 65% Nr OR LESS WITH BOTH ENGINES
SHUT OFF, OR ONE ENGINE AT IDLE." - on rotor brake
handle of helicopters equipped with manual rotor brake
"CARGO HOOWHOIST LIMITS
ROTORCRAFT-LOAD COMB. CLASS B
NO PERSON MAY BE CARRIED UNLESS:
H E IS A FLIGHT CREWMEMBER.
H E IS A FLIGHT CREWMEMBER TRAINEE.
HE PERFORMS AN ESSENTIAL FUNCTION IN CONNECTION WITH
THE EXTERNAL LOAD OPER.
HE IS NECESSARY TO THE ACCOMPLISHMENT OF THE WORK
ACTIVITY DIRECTLY ASSOCIATED WITH THAT OPER." - on instrument panel
"CARGO HOOK - MAX. CAP. 3300 LB 1496.88 KG" - on bottom skin
forward of cargo hook opening
"PILOTS PERMISSION REQUIRED TO OPEN SLIDING DOOR. INSURE
THAT ALL PASSENGER SEAT BELTS/HARNESSES ARE FASTENED." on 76076-20029 sliding doors or on doors modified by P/N 76070-20015-01 1 or
-012
- on hoist
I
I
I
I
I
Part 1 Section I
Operating Limitations
FLIGHT MANUAL
TRIPLE TACHOMETER
Wr TACHOMETER (ROTOR)
15% MAXIMUM POWER OFF
107% TO 115% PRECAUTIONARY
RANGE
TORQUEMETER
11 1.2% - 2-1/2 MINUTE LIMIT.
SINGLE ENGINE
87% - MINIMUM
N2 TACHOMETER (ENGINE O N L Y )
114% - MAXIMUM
17% TO ll4'K PRECAUTIONARY
RANGE
95% TO 107% NORMAL RANGE
RANGE
100%
' NOTE:
THE GREEN AND WHITE ARC ON
THE TORQUEMETER REPRESENTS
RECOMMENDATIONS OF THE
ENGINE MANUFACTURER.
SEE PART 2. SECTION I FOR
DETAILS
W 1 TACHOMETER
105"" MAXIMUM
59% TO 105"~,,NORMAL RANGE
59'"
MINIMUM
Fik-ura 1 - 6 (Sheel 1 o l 3)
r':\:\
P a r t I Section 1
Operating Limitations
FLIGHT MANUAL
ENGINE OIL
TEMPERATURE/PRESSURE
1 0 7 T - MAXIMUM
0C TO 107C - NORMAL
RANGE
B OC . MINIMUM FOR FLIGHT
130 PSI - MAXIMUM
&
-..
90 TO 130 PSI. NORMAL
RANGE
50 TO 90 PSI . PRECAUTIONARY
RANGE
50 PSI - MINIMUM
TRANSMISSION OIL
TEMPERAlURE/PRESSURE
105O TO i20C. PRECAUTIONARY
RANGE
J: 15O TO 1 0 5 % . NORMAL RANGE
.20 TO 15OC . PRECAUTIONARY
RANGE
-20C - MIN!MUM
R 120 PSI - MAXIMUM
70 TO 120 PSI . PRECAUTIONARY
RANGE
E 3 0 TO 70 PSI . NORMAL RANGE
2 0 TO 30 PSI . PRECAUTIONARY
RANGE
-3 PSI . MINIMUM
FUEL PRESSURE
5 TO 50 PSI . NORMAL RANGE
5 PSI . MINIMUM
AIRSPEED INDICATOR
TO 30 KlAS - PRECAUTIONARY
RANGE. INDICATIONS
INCONSISTENT
30 TO 155 KlAS . NORMAL RANGE
155 KlAS - MAXIMUM
HYDRAULIC PRESSURE
3300 PSI . MAXlMlJM
2800 TO 3200 PSI . NORMAL RANGE
P a r t i Section I
Operating L i m i t a t i o n s
FLIGHT MANUAL
T 5 INDICATOR
LIGt!T INDICATIONS
0 0 0 0
I 0 0
O
0
350" AND
695'C AND
O 769'CAND
0 799C AND
827" C AND
NOTE
THE GREEN AND WHITE ARC ON THE T5 INDICATOR
AND GREEN AND WHITE LIGHT ON THE T5 REPEATER
INDICATOR REPRESENTS RECOMMENDATIONS OF THE
ENGINE MANUFACTURER. SEE PART 2 SECTION 1
FOR DETAILS.
FUEL FLOWMETER
m 4 1 2 LB/HR-MAXIMUM
B 75 TO 4 1 2 LB/HR . NORMAL RANGE
m 75 LB/HR
- MINIMUM
F i z ~ r e1-6 (Sheet 3 of 3)
FAA APPEIOVED NOVEMBER 21: 1978
Revised J u l y 26, 1982
ABOVE
ABOVE
ABOVE
ABOVE
ABOVE
Vne PLACARDS
Vne POWER-ON.
TAKEOFF GROSS WEIGHT 8750 POUNDS
AND BELOW
Vne
POWER-ON.
TAKEOFF G R O WEIGKT
~
8%1 POUNDS
tOUISOo=
Vne POWER-OFF
ALL WElGKIS
F'igure 1-7
FAA APPROVED NOVEMBER 2 1, 1978
Revised MAY 14, 1985
Part 1. Section I1
Normal Procedures
FLIGHT MANUAL
SECTION II
NORMAL PROCEDURES
EXTERIOR CHECK
The pilot will determine that the following exterior preflight check has been done before
the first flight of the day or before the next flight after extended maintenance. Those
items marked with an asterisk (*) should be checked just prior to each flight. Following
removal and proper stowage of protective plugs, tie downs, and other associated supplementary equipment, the following check is performed beginning at the pilot's door and
proceeding clockwise around the helicopter.
CHECK
*Pilot and Right Cabin Doors
FOR
Proper operation, fit, condition, window clean
and unscratched, condition of hinges and
latches, security of jettison handles. Ensure
keylocks unlocked (if installed) by physically
opening each door from the outside
Check clear of interference with controls
ON
ON momentarily; check that ROTOR BRAKE
caution light is on.
REL
OFF
Proper pressure
Proper operation, security, condition of window and sliding rails, security of window jettison handle. On doors modified by Kit PN
76070-200 15-011, check that upper and lower
door track springs are installed and operating
properly.
Proper oil level
Part 1, Section I1
Normal Procedures
FLIGHT MANUAL
FOR
CHECK
Oil Filter Bypass
Hydraulic Module - Second Stage
Main Rotor Servo (if aircraft has
been nonoperational for more than 2
hours in freezing temperatures)
Unpopped
Proper fluid level, filter button, no leakage
Attempt to manually move input link to Forward Main Rotor Servo. Input link should
move freely with no restrictions approximately !4 inch.
Main Rotor Head
General condition
Main Rotor Damper Reservoir
Proper fluid level
Main Rotor Blades
General condition: tip cap for condition and
security; blade upper and lower surfaces for
raised skin indicative of disbond. Rotate the
rotor system as required to view all blade surfaces and tip caps.
*Engine Oil Reservoirs
Proper fluid level. If low and engine has been
stopped more than 15 minutes, motor engine
30 seconds and recheck. When securing filler
cap, make sure latching mechanism is properly engaged before closing access panel.
CAUTION
Normal engines use a minimal amount of oil. Any
sudden increase in oil consumption is indicative of
oil system problems which must be corrected.
Engine Oil and Fuel Filter By-passes
Unpopped
NOTE
Part 1 Section I1
Normal Procedures
FLIGHT MANUAL
FOR
-
CHECK
Engine External Oil Filter
Bypasses (optional)
Unpopped
Proper pressure
Engine Area
Compressor Inlet
NOTE
Check compressor inlet carefully when helicopter.is
operated in sand, dust, snow, or icing environments.
Oil Cooler Blower Duct
Obstructions
*Baggage Compartment
2-2A
Part 1, Section I1
Normal Procedures
FLIGHT MANUAL
FOR
CHECK
Electrical Compartment
Panel secure
*Tiedown ring
CAUTION
Tiedown rings that are not stowed flat may lead to failure
of the landing gear to retract or extend.
*Downlock pin
Flotation Gear
Hydraulic Lines
Leakage
Leakage
Antennas
Tail Cone Static Ports
General condition
Horizontal Stabilizer
General condition
General condition
Part 1, Section I1
Normal Procedures
As~m~srnflE
FLIGHT MANUAL
FOR
-
CHECK
Pylon Skin and Fairings (Left Side)
General condition
Horizontal Stabilizer
General condition
Antennas
Security, condition
*Tiedown ring
Tiedown rings that are not stowed flat may lead to failure
of the landing gear to retract or extend.
*Downlock pin
Flotation Gear
Hydraulic Lines
Fluid Drains and Vents
Fuel Sump Drain
*Baggage Compartment
*Fuel Filler Cap
Thermal Relief Indicator Button
Engine Area
Proper pressure
Unpopped
Part 1, Section II
Normal Procedures
FLIGHT MANUAL
FOR
CHECK
NOTE
Compressor Inlet
Check compressor inlet carefully when helicopter is operating in sand, dust, snow, or icing environments.
Engine Air Intake
Obstructions
General condition
WARNING
Specifically check the security of the aft engine cowl
latches and straps just prior to each fight.
*All Engine and Transmission
Doors and Cowls
Part 1, Section II
Normal Procedures
FLIGHT MANUAL
FOR
-
CHECK
Electric Rotor Brake Module
Removed
Proper operation, security, condition of window and sliding rails, security of window
jettison handle
Security, if to be unoccupied
Proper pressure
Windscreen
Windshield Wipers
Condition, security
Pitot Heads
Controliable Searchlight or
Landing Light
Proper pressure
Electronics Compartment
Part 1, Section I1
Normal Procedures
FLIGHT MANUAL
FOR
-
CHECK
Windshield Washer
Fluid level
OAT Source
Main Rotor
FLIGHT MANUAL
Part 1, Section 11
Normal Procedures
IN'IXRIOR CHECK
The takeoff and anticipation landing gross weight and balance should be determined before takeoff and checked against the LOADING INFORMATION contained in Part 2 and OPERATING LIMITATIONS.
NOTE
Throughout the remainder of Section 11, checks marked
with a plus symbol (+) are required only before the first
flight of each day. All other checks should be done before
each flight.
1. Cabin exits - Secure and accessible.
2. Cargo - Secure.
+3. F i e extinguishers - Charged and secure.
+4. First aid kit - Sealed and secure.
+5. Emergency locator transmitter Secure, antennas connected, switch to ARM.
+6. All other emergency and safety equipment - Condition and secure.
7. Required aircraft documents checked.
8. In-Flight power assurance - Note most current 30-minutepower assurance and
daily trend check data. (See IN-FLIGHT POWER ASSURANCE this section).
NIGHT FLIGHTS
1. All interior lights - Check.
2. All exterior lights - Check.
BEFORE STARTING ENGINES
1. Aft doors - Secure. Check lockpis.
2. Seat and tail rotor pedals - Adjust.
3. Wheel brakes - Set.
4. Safety belt and shoulder hamess - Check and fasten.
5. Continuous ignition switch - OFF.
NOTE
Continuous ignition is disabled when engine lever is OFF.
6. Landing gear handle - DOWN.
7. Landing gear emergency T-handle - In.
8. Avionics - OFF.
9. Power on VIE placard - Select.
10. Flight control servo switches - Centered.
11. Generator switches - ON.
Part 1, Section II
Normal Procedures
&#K@R.I~~E
FUGHT MANUAL
19. Rotor brake switch - ON. Check ROTOR BRAKE caution light on to confirm
functioning of 15 psi pressure switch.
If manual rotor brake installed, handle - ON (two strokes required) and check
ROTOR BRAKE caution light on and pressure gage for at least 200 psi.
19A. Rotor brake off starts - If desired.
With electric trrake installed:
a. Select OFF without going to REL, and check caution light off within 3
seconds.
b. Select REL, then OFF.
With manual brake installed:
a. Release brake, handle in detent, and check caution light off within 3
seconds.
20. External power switch (If external power available) - ON
SA 4047-76-1
~///K@EHKo~&,
FLIGHT MANUAL
Pan 1, Section II
Normal Procedures
NOTE
If external power is in use, the SMOKE DET BAGGAGE
warning light will go on.
2-6A
Part 1 Section I1
Normal Procedures
FLIGHT MANUAL
Rotor a r e a
- Clear
2.
- Alerted
Part 1, Section II
SIKDR~IO~ENormal
Procedures
SA 4047-76-1
FLIGHT MANUAL
Part 1, Section 11
ANKBRHIO~~E Normal
Procedures
FLIGHT MANUAL
Part 1, Section II
Normal Fkocedures
=&+Rti@~~~flfl&
FUGHT MANUAL
If the engine has been shut down for more than 15 minutes,
stabilize at idle speed for 1 minute before increasing power.
CAUTION
To avoid auto- (spontaneous) acceleration of the 25030 or
250-C30S engine, make a ground warmup at idle speed for
a period of 10 minutes before flight if all of these conditions
are encountered.
1. Low ambient temperatures, - 12OC (10F) or lower.
2. High relative humidity, 45% or higher.
3. Helicopter has been allowed to cold soak.
If auto-acceleration should occur,shut down engine. Subsequently, restart and resume warmup period.
4. For rotor brake off starts, check transmission oil pressure, servo pressure and
tip path response to cyclic inputs.
NOTE
The rotor brake will hold with both engines at idle, but the
following procedures allow the EAPS checks to be most
easily done. For helicopters without EAPS, rotor engagement can be made by releasing the rotor brake with one or
both engines at ground idle, or without use of the rotor brake
as desired.
5. Rotor brake switch (if rotor bxake applied) - Carefully select OFF and check
caution light off within 3 seconds. If manual brake installed, move handle to
OFF detent and check caution light off within 3 seconds.
I
2-8
Pan 1 Section 11
A~~K@BsK#~~&Normal
Procedures
FLIGHT MANUAL
NOTE
The rotor brake will release as the rotor brake switch is
moved to OFF.
7a. No. 1 engine lever - Move forward towards FLY while positioning cyclic to
minimize droop stop interference.
8. Flight controls and servo systems - Check at 65 - 70% Nr with droop stops
out.
FUGHT MANUAL
Part 1, Section I1
hiorma1
Procedures
. .
c. Pilot's flight control servo switch - Move rapidly to NO. 2 OFF. rr"1
SERVO SYS caution light goes off and $2 SERVO SYS caution light
sees on immediately. There should be no jump in controls. Check flight
controls as above.
d. Pilot's flight control servo switch - ON. Both servo pressures normal and
both caution lights off.
9. Deleted.
10. No. 1 engine Iever - Advance slowly forward to FLY.
11. AC generator (if installed) - Check ON. AC GEN caution and INV ON
13. No. 2 engine - Start. Follow same procedure as for No. 1 engine and then
advance slowly forward to FLY.
14. Deleted.
P a r t I Section II
Xormai Procedures
FLIGHT MANUAL
a.
EAPS caution light will go out and EAPS advisory light will go on,
indicating that the EAPS is functional. This, in conjunction with
steps 12 and 13 above, a s s u r e s that the EAPS automatic door opening circuit is operational.
b.
EAPS switch - CFF. EAPS caution light will remain off and EAPS
advisory light will go off.
NOTE
No. 2 engine EAPS is checked during shutdown.
XOTE
With EAPS equipped aircraft, turning on engine antii c e will energize the EAPS system. EAPS operation
not permitted in falling and blowing snow.
WOTE
With the snow protection kit installed, turning on the
engine anti-ice will put on the anti-ice caution lights.
These lights will go off when the heating elements in
the firewall and encjne bellmouth reach about 18C.
17. EAPS
- As desired.
Do not turn the anti-ice/EAPS switches off if accurnulations of ice o r snow is suspected. Opening the EAPS
doors under these conditions could r e s u l t in engine
damage o r flameout.
- As desired.
- As desired.
The fuel totalizer shall be used f o r information purposes only. The fuel quantity indicating system must
b e used f o r all operations.
Part 1, Section II
Nonnal Procedures
FUGHT MANUAL
c. No. 1 generator should drop off the line as indicated by lighting of the # 1
DC GEN caution light.
d. Observe that the DC ESS BUS. NO. 1 DC PlU BUS. and the NO. 2 DC
PRT BUS remain powered by noting continued fuel quantity and engine
torque indications.
e. Place NO. 1 senerator switch OFF, wait for 5 seconds, move to RESET
to restore senerator output.
f. $1 DC GEN caution light - OFF when generator output is restored.
Repeat tesr with No. 1 generator test switch at OVERVOLT. Generator
dropout should be immediate.
g. Repeat steps b. throuzh f. for NO. 2 generator.
Part 1, Section II
N o d Procedures
FLIGHT MANUAL
NOTE
When operating aboard ship it is recommended that the automatic flight control system not be tested and that the system
remain disengaged until just prior to takeoff.
a. Check all NO GO lights (AFCS control panel) - OFF
b. Channel monitor switch (AFCS indicator panel) - PITCH.
c. No. 1 pitch channel engaze-disengage switch - ENG. CH 1 indicator
pointer should be approximately centered.
d. No. 2 pitch channel engaze-disengage switch - ENG. CH 2 indicator
pointer should be approximately centered. Slizht movement of collective
pitch should cause both needles to respond.
e. Channel monitor switch - ROLL. Engage roll axis following same procedure as for pitch axis (steps c. and d. above). Use lateral cyclic movement
to check roll AFCS response.
f. Channel monitor switch - YAW. Engaze yaw axis following same procedure as for pitch axis (steps c. and d. above). Use pedal movement to
check yaw AFCS response.
g. Channel monitor switch - PBA (if installed). Check both indicator needles
are full left (LFTEWD).
27A. AFCS Phase I
D auto shutdown - Check.
a. Cyclic auto shutdown test switch - LTIFWD. Check for slizht cyclic
movement left and forward and that AUTO SHUT - DN caution light goes
on.
b. Cyclic stick lrim switch - Cycle to ON for 1 second and back to AUTO.
Yaw uim switch - Cycle to OFF for 1 second and back to OK. Check
ALTO SHUT - DN caution liht off when the yaw m m switch returned
to ON.
A FLIGHT
l ~ mMANUAL
~ ~ f l f l ENormal
~
Part 1, Section LI
Procedures
+28. Droop compensator amplifier - Check at 100% Nr.
NOTE
Use tip path plain to control taxi speed. Use wheel brakes
only as needed to slow down, turn, stop, or maintain a
ground position.
1. Pilot door(s) - Secured. Check lockpins. DOOR OPEN caution li,oht off.
2. Chocks - Removed.
4A. Heater blower on, or pilot's window open or overhead vents open for
ventilation.
FAA APPROVED NOVEMBER 2 1,1978
Revised October 19,2001
2- 1OC
%K~RWR~!EQ
FLIGHT MANUAL
Part 1, Section I1
Normal Procedures
6. Stick trims - As desired (Cyclic trim - ON or AUTO for IMC flight and yaw
trim as desired).
Pan 1 , Section II
Normal Procedures
FLIGHT MANUAL
NOTE
Power assurance with EAPS OK must be conducted prior to
flight with E M S ON. A check with EAPS ON also assures
power with EAPS OFF. This check should be done only
when engine and uansrnission oil temperatures are in the
normal operating range (green arc).
RIGHT MANUAL
NOTE
b.
With aircraft nose into wind, shut off DC generSLtOr of engine being checked, adjust torque to target valne while
- ' - - ,100%
. Xr,
c.
d. DC generatorsrvitch- ON.
9.
10.
e.
f.
Flight instrrrments
Part 1 Section 11
Normal Procedures
NGHT MANUAL
TORQUE = 7W
AIRSPEED
~TATIC
ENGINE BLEED NR--OFT
IN
Nr= 100%
GPIERATObOFF
TORQUE = 75%
F i e 2-2
2-13
Part 1 Section II
No&
Procedures
~ RIGHT
f l m MANUAL
~ g ~ d ~ / &
THEoFFPOSmoN
U R ~ E D STATIC
ENaNE BLEED A I b O F F
Nr= 106%
GENERATOR-OFF
Figure 2-3
FAA APPROVED NOVEMBER 21, 1978
Revised AUGUST 27, 1919
FUGHT MANUAL
AIRSPEED STATIC
ENGINE BLEED AIRIOFF
Nr= 10Wh
GENERATOR-OFF
Part 1'Section II
Normal Procedures
Figare 2 4
FAA APPROVED NOVEMBER 21, 1978
Revised AUGUST 27, 1979
Part I Section II
Normal Procedures
SRIGHT
~ mMANUAL
?md&
AIRSPEED SIATIC
ENGlNE BLaD AIR-OR
)IT=
1-
CENERITOR-OFF
Figore 2-5
FAA APPROVED NOVEMEER 21, 1978
Revised AUGUST 27, 1919
I
I
CHART
II
Figare 2-6
FAA APPROVED NOVEMBER 21, 1978
Revised AUGUST 27, 1919
2-
UC
Part 1 Section II
Normal Procedures
51~amm~dE
FUGHT MANUAL
Figure 2-7
FAA APPROVED NOVEMBER 2 1, 1978
Part 1 Section II
Normal Procedures
FLIGHT MANUAL
9
h
0
0
9
8
~30nuL1*3El=-
9
m
D
0
b
0
9
*
'?
P.
C)
0
0
b
0
L1
CI
cri
figare 2-8
FAA APPROVED NOVEMBER 21, 1978
Revised AUGUST 27, 1919
FUGHT MANUAL
Figare 2-9.
Deleted.
,-
Part 1 Section I1
K
FLIGHT MANUAL
AIRSPEED
STATIC
ENGINE BLEED AIR-OFF
TORQUE = tOgb
Nr= 100%
GENERATORaFF
RlGHT MANUAL
TORQUE = 75%
Figure 2-11
FAA APPROVED NOVEMBER 21, 1978
Revised AUGUST 27, 1979
WGHT MANUAL
AIRSPEED STATIC
ENGINE BLEED AIR-OFF
N r = 160%
GENERATMMFF
TORQUE = 80%
OAT .C
Figure 2-12
FAA APPROVED NOVEMBER 21, 1978
Revised AUGUST 27, 1979
1
2- 143
Part 1 Section I3
Normal Proceciures
SNGHT
f i rMANUAL
n~~~lE
Figme 2-13
FAA APPROVED NOVEMBER 21, 1978
Revised AUGUST 27, 1919
Sfl~@~~rnd&
Part 1 Sectioo ZI
Normal Procedures
NGHT MANUAL
1
I
AIRSPEED
ENGINE 5-
STATIC
AIR-OFF
Nr= 100%
GENERA'TOWFF
TORQUE = 9U%
Figure 2-14
FAA APPROVED NOVEMBER 21, 1978
&vised AUGUST 27, 1979
I
I
1
I
2- l4L
AIRSPEED
STATIC
ENGINE BLEED URaOFF
N r = 1Wh
GENERP,TMMR
TORQUE = 9596
Figare 2-15
FAA APPROVED NOVEMBER 21, 1978
Revised AUGUST 27, 1979
FUGHi MANUAL
f
m
.
)
8
D
0
a
d
T
0
s
0
N
0
-.
0
Figure 2-16
sm
2-14N
Part 1 Section Il
Normal Procedures
AFUGHT
# ~MANUAL
Rs~/I&
Figme 2-17
FLIGHT MANUAL
TAKEOFF
CAUTION
The nosewheel will not self-center a f t e r lift-off if i t
h a s swiveled about 180" just before lift-off. Lf retracted in this position, the nosewheel will jam in
the up position and n o r m a l extension will not be
possible. Lf nosewheel is swiveled m o r e than 90'
sLight forward taxi is recommended before lift-off.
2.
3.
4.
5.
6.
1.
2.
Set Xr t o
3.
4.
5.
1005with
n a t c h e d torques.
2-146
Part 1 Section I1
Normal Procedures
& $FUGHT
x f i BMANUAL
~~1dg6
6. After obstructions are cleared, raise landing gear and continue normal flight.
CLIMB
1. Landing gear lever - UP before reaching 130 KIAS.
CRUISE
If AFCS Phase I11 is engaged, check that AFCS AIS advisory light is on at airspeeds above 50 KIAS.
NOTE
(Collins DME-40 equipped aircraft)
With computed ground speeds below 80 knots the MIN
and KTS functions of the Collins, DME with display
dashes only.
IN-FLIGHT POWER ASSURANCE
Introduction
An initial 30-minute power assurance check is to be done at 74 KIAS to determine initial power margin. followed by repeated checks at this power level every
50 engine flight hours or as required by engine maintenance or deterioration or
at the option of the pilot. Daily trend checks are to be performed at normal
cruise power (694C) at 135 + 10 KIAS at an altitude of nominal 2000 ft or at
some other altitude up to that altitude limited by Vne as desired by the operator.
If possible, trending should be made at a consistent altitude within = 1000 ft
from the selected altitude. Maintain a record of all power margin and trending
data.
30-Minute Power Assurance Check
Heater or ECU bleed-air - O f F.
With EAPS installed - Switch OX.
Altimeter - Set to 29.92 inches or 1013.2 Mb to determine Pressure Altitude.
DC GEN on engine being checked - OFF.
Beep back N2 on engine not being checked.
At 74 KIAS, use Nz beepers and collective pitch to set 100/o KTand 798" T5
on the engine being checked. If 1040/0 torque is achieved before 798" T5,
reduce Ts to next lower cardinal 20C level (780, 760, 740, etc.). When
stabilized, record Tj, torque, OAT, pressure altitude and engine anti-ice on
or off.
NOTE
Indicated torque should not be allowed to exceed 104%.
Time at maximum T5 temperature should be minimized.
FAA APPROVED NOVEMBER 21,1978
Revised September 7,1990
Part 1, Section II
Normal Procedures
FLIGHT MANUAL
7.
8.
9.
10.
WARNNG
Do not turn the anti-ice switches off with EAPS installed if
accumulation of ice or snow is suspected. Opening the
EAPS doors under these conditions could result in engine
damage or flameout.
NOTE
Engine anti-ice must be on at or below 2C with visible
moisture.
6A. Continuous ignition switch - As desired.
7. EAPS swkch - ON if required.
FAA APPROVED NOVEMBER 21, 1978
Revised May IS, 1992
P u t 1 Section II
Normal P r o c e d u r e s
FLIGHT MANUAL
APPROACH AVD LAXDING
Instrun-en: appro2cn speeds of 70 KIAS to 125 KL4S a r c recommended. 1f
-4FCS P h s e III i s operating. instrument a p p r o a c h speeds of 60 KL4S tc: 125
KMS a r e recommended.
Possible interference between combinations of H F and VOR
frequencies can cause l o s s of VOR s i g a ' r u-her. the EP
t r a n s n l i t t e r i s keyed. Do not trznsniit or? H F when ~ x a k i n g
a VOR approach until it has been determined that it will not
i ~ t e r f e r ewith VOR displays.
NOTE
When making ar. approach o v e r a a t e r . t h e floats
switch should be placed t o ARMED when a i r s p e e d
is l e s s than 75 KI-S.
FAA
Part 1, Section LI
Normd Procedures
FLIGHT MANUAL
Part 1, Section II
AJKHRSKO~~ENormal
Procedures
FUGHT MANUAL
NOTE
0
At the pilot's discretion, the copilot will assist in monitoring aircraft attitude.
During rotor turning operations aboard ship it is recommended that the automatic flight control system be
disengased.
3. Level the nose to 5" to 10" at about 30 feet above touchdown. Apply collective to establish hover or cushion the touchdown.
4. After landin:,
GO- AROUND
PRE- STETDOWN
1. AFCS switches
2.
- OFF
3. Parkingbrakes
- OFF.
Set
Avionics - OFF
SHUTDOWN
NOTE
If an internal engine fire occurs a s indicated by a rapid
increase in Tg, immediately e m u e starter with engine
lever and fuel lever OFF to minimize high Tg, and put
out fire.
MOTE
Droop stops shoulci be in a t about 45% Nr. Tip path
plane clearance is reduced if droop srops a r e nor in.
NOTE
s o r m a l Nr for rotor brake application with one engine
shut down and the other e q g e a t IDLE or with both
engines shut down is 50% to 60% Nr. Maximum for
shutdown is 65%. For emergencies with both e q g e s
shut off, roror brake may be applied up to 10100Nr.
CAUTION
Maximum manual rotor brake application is not recommended when commenced below 30% Nr. Brake applications begm a t l e s s than 30% Nr should be light enough
to produce a smooth, gentle stop.
CAUTION
ENGINE OPERATION WITX ROTOR STOPPED L I i i E D
TO:
FLIGHT MANUAL
UNRESTRICTED
2. Engine leveds)
- OFF
- As desired.
- Check O F F
5. No.
6. When No. 1 engine N1 drops below 58%, EAPS cantian light will go an
(after a 5-second delay), mdiNo. 2 engine EAPS doors have
opened This will verify ihat the automatic door opening circuit is
operational.
9. No. 2 engine l e v e r
- OFF
POST smJTmwN
- As desired
Part 1 Section II
Normal Procedures
=~~~@RBKo#&
FUGHT MANUAL
4.
Battery switch
1.
Using the data collected during the flight. enter the 74 MAS Installed
Power Chart (Figure 2-18 f o r EAPS not instdlled. and Figure 2-20
for EAPS installed and switch OX) at OAT, proceed vertically to
.applicable Tg h e , and follow horizontally to intersect the pressure
altitude h e ; then drop vertically to read target percentage torque.
b.
c.
-.
I.
2.
Using the data collected during the flight, enter the 135 gLAS Installed
Power Cbart (Figure 2-19 for EAPS not instdlled. and Prgare 2-21 for
EAPS installed and m t c h ON) at OAT, proceed vertically to the a p
plicable 5 h e and follow holizontduy to the intersection of the pressure altitude line: then drap vertically to read target percentage
toque. Apply anti-ice ON corrective factor, if necessary (F2-22)
Repeat for number two engine.
2-16B
Part 1section II
Narmal Procedures
NGHT MANUAL
3.
a.
b.
4.
NOTE
The preceding normal procectares shodld be followed
unless superseded by tke following
helicopter.
FAA APPROVED NOVElVIBER 21, 1978
Revised JANUARY 17, 1983
2-16E
Part I Section I?
Normal Procedures
SFUGM
N ~MANUAL
? H K # ~ E 4047- 7& 1
SA
2.
3,
4.
5.
- ARMED.
- DEPRESS.
Repeat checks.
I. The helicopter was tested for this operation under day, VFR
conditions only. This does not necessarily preclude the o-perator
from demonsm%t-gthe ability to operate under night, VFR conditions.
2. Performance published in the light manual may o r may not be realized depending on the size and s h a p of the load to be carried on the
sling. Compensation should be &owed for the d m g effects of ext e n d loads having iarge surface areas.
3,
Figure 4-21 shows maximum gross weigbt for hovering out of ground
effect. Vertical drag of Ute external load is not accounted for.
2.
3.
NOTE
CRUISE
Accelerate slowly into forward flight to verify that no condition is encountered in which the rotorcraft can be uncontrollable.
FAA APPROVED NOVEMBER 21, 1978
2-16F
Revised JANUARY 17, 1983
FUGHT MANUAL
APPROACH AND LANDING
The descent and approach to the externdl load drop area should be made at
a combination of horizontal and vertical speed s o that the r o t o r c a f t w i l l
come to a stabilized hover w e t the drop point. Descend slowly with minimum fo-d
speed and no side drift until the cargo rests on the gramrd
and the cargo attachment cable becomes sfack.
CAUIIZON
Excessive approach speeds o r rates of descent may require
the use of excessive torque at termination of the approach.
R. H. SrSDING CABIN bOOR (MODTFED BY
FLIGHT OPERATION.
P/N 76070-20015-011)IN
WAFtNlNG
The F A S m SEAT BELT sign must be an and all
cabin occupants shall have safety belts fastened o r
Cabin occupants
3.
4,
NOTE
can be a c d x a t e d rapidly, especially in the low-speed range. With the R.H.
slic?iagdoor open, cfranges in airspeed cues
(noise, M e t i n g , ets) are minimal. Exercise
care to prevent exceeding the 74 MAS sfidiag
door airspeed limit.
The *aft
5.
Aft door support pin eqagement Check upper and lower pins
visuaUy. Confirm door is locked open by attempting to dide it
Solward.
U T I U l T HOIST OPERATION
Check trtifity hoist hook for operation, swivel for freedom of movement and
fairing far security.
P a r t 1 Section I1
Normal Procedures
FUGHT MANUAL
PREFLIGHT
- Close w r d .
Cable shear test switch Close guard. Switch will move ro -4RM
Check hoist power indicator green light ON.
Hoist master switch
pendant conrrol.
- CREX.
- OFF.
1.
2.
NOTE
Hoist operator snould put on the safety harness
and zttzch it to the floor before opening the sliding
door. Harness should be attached to an unused
tiedown ring.
R. H. Slidiig cabin door - As desired.
3.
- ON.
4.
5.
Part 1, Section I1
N o d Procedures
FLIGHT MANUAL
5A. It is the hoist operator's responsibility to assure that hoist cable does not
contact any portion of the aircraft. In situations where contact with airframe
or other obstacle is observed, hoisting should be intempted while the contact
area on the cable is inspected. If any broken wire, unraveling, or kinks are
observed, hoisting operations should be discontinued and the cable replaced.
WARNING
If not quickly stopped, the instability may become unmanageable. Reeling in an unstable load will only aggravate the
motion.
5C. All crew should observe for shock loads, jerks, or snaps that impart high
loads on cable. If observed, hoisting should be interrupted and cable inspection undertaken to verify inte-pity (no broken wires, unraveling, or kinks)
before resuming operations. Replace cable before next mission.
2- 16K'
Static elecmcity should be dissipated by suitable means before sound personnel touch the hook or cable.
Part 1, Section II
~//K@RSKO~~&Normal Procedures
FUGHT MANUAL
8. Hoist cable - Apply tension by either raising cable or increasing hover height.
Adjust cable len-gth as desired.
NOTE
Swinging loads may cause erratic radar altimeter and ADF
indications.
NOTE
With a constant load on the hoist, symmemcal reduction in
gross weight, for example, fuel bum off, will result in the
lateral cg moving outboard. See Part 2, Section IU.
HOIST D L ?CYCLE
Hoist motor is protected with a thermal shutdown circuit. To preclude inadvertent
shutdown, recommend this duty cycle:
1. Between each cycle (reel-infreel-out),pause 30 seconds.
2. For continuous cycles, rest 30 minutes between each series of 5 cycles for a
600 lb. load, or 8 cycles for a 300 lb. load.
Part 1, Section I1
Normal Procedures
FLIGHT MANUAL
OPTIONAL PROCEDURES
I. Fire exringuisher test switch - OPEN. Check red WARN light on.
3. Floats inflation switch (piiot's cyclic) - Press. Check TEST 1 and TEST 2
n-,
indicator lights - On. Release switch, lights out.
4. Floats inflation switch (copilot's cyclic) Ress. Check TEST 1 and TEST 2
~//R@RHKW?&
FUGHT MANUAL
Part 1, Section II
Normal Rocedures
6. Flotation test switch - NORM. Check red WARN indicator light - Off.
I
1
Part 1, Section I1
~IR@RHM~E
Normal Rocedures
FLIGHT MANUAL
A. Starter motoring: In a sea level environment, two smt attempts with the fuel
lever in DIRECT (30 seconds start, 30 seconds off, 30 seconds start) will
usually result in a successful light off by the end of the second start attempt.
B. Engine cross prime: With one engine running, the other engine can be primed
follows:
Continuous ignition switch - OFF
Fuel lever of engine to be primed - PRIME
Engine prime switch of engine to be primed - PRIME
Fuel pressure gage (if installed) - Note fuel pressure rise
Engine - start
Engine prime switch - OFF
Fuel lever - crossfeed.
NOTE
Extended running of an engine in D I R E n with the opposite
engine's prime switch at ON and fuel lever at PRIME or
XFEED can result in vent overflow if tanks are full.
C. Manual primin?: The engine can be primed after maintenance using the fuel
prime port in the engine fuel system. Consult the Maintenance Manual for
details.
NAV TEST SWITCH FUNCTION
2. Set and hold NAV TEST switch at PL'T (to test pilot's system), or CPLT (to
test copilot's system).
Part 1 Section I1
Normal Procedures
AFUGHT
# KMANUAL
@ R- H ~ ~ ~
The ~ o / ~ r oindicator
m
will indicate TO.
or
This full functional check of the snow protection kit must be pedormed daily
when flight in fallix o r blowing snow is anticipated. It is to be done
with both engines running, both dc generators and the ac generator operating.
Part 1, Section II
Normal
Procedures
-..
-
FUGHT MANUAL
NOTE
If #I and #2 ENGINE ANTI-ICE caution lights do not go
on, there is either a snow protection system malfunction or
the ambient air temperature is too warm (about 18C OAT)
to permit a valid check of the snow protection system.
2. Check that the #I and #2 ENG ANTI-ICE caution lights go off within 2
minutes and remain off, and that the #I and #2 ENG ANTI-ICE ON advisory lights remain on.
3. Converter circuit breaker (on auxiliary circuit breaker panel) for 7608030008-012, or engine #I and #2 inlet anti-ice 10 amp ac circuit breakers
(below lower center circuit breaker panel) for 76076-30006412 - PULL.
NOTE
In case of failure of the snow protection kit in a d snow
conditions, the caution lights will go on in a considerably
shorter period of time.
5. No. 1 generator switch ON. Check that # 1 and #2 ENG ANTI-ICE caution
lights go off within 2 minutes.
Do not pull the BIAS ACTR circuit breaker for failure of the
PBA actuator to move.
FAA APPROVED NOVEMBER 21,1978
Revised March 16, 1994
SECTION III
EMERGENCY PROCEDURES
The procedures outlined in this section deal with the common types of
emergencies; however, the actions taken in each actual emergency must
relate to the complete situation. Extraordinary circumstances such a s
compound emergencies may require departures from the normal corrective
procedures used for any specific emergency.
Throughout this section, the terms 'land immediately7', 'land as soon as
possibler' and 'land as soon as practicable" a r e used to reflect the degree
of urgency wiih which a landing must be made.
Land immediately
- Self-explanatory.
Confirrnin,o:
&#fz%~g~g6
FUGHT MANUAL
establish descent.
2. Increase collective to cushion landing as touchdown becomes imminent.
Hover
1.
2.
3.
4.
After Initial Ro!ation During Climb up to and Including the CDP (35 KIAS
and 40 Feet above Ground Altimeter R(55 Feet Radar Altimeter)).
1
3.
4.
5.
6.
After CDP
I.
3.
4.
5.
6.
m cdlective to
should be mainbbed.
at 2.5 minrtte
power limits (826O Tg and/or 111% t o m e ) . Mainbin limits at all
times.
Use N2 beeper to set 96% Nr. Keep airspeed a t o r below best ate
af dlimb speedwhile operatingat 96% to99%Nr.
Landing gear up when positive rate of climb is established.
When
cleazaace is assured, accelerate to best rate-ofclimb speed. Cantinne to climb at g6% Nr until crrdse altitade
be maintained, then adjast Nr to 100% to 107%(as desired) with N2
beeper and cmtirme flight.
mGLE-EN-
If gross weight and flim path permit, takeoff and climbout m a y be contimed. For a rejected takeoff, do this:
',
"
I. Adjust dl-e
as necessary t~
- ' - desired rotor rpm and
toque. If reqrrized minimize altitde loss by applying up to maximmn OEI p e r consistent with engine and rotor limits.
- OFF.
- XFEED.
- OFF.
-
5.
Nbm
Iftherestaztattemptfailsand/ornofurtherat&mpts
are to be made, shut the engine down.
1.
/
I
2.
3.
The Category ""A" Landing Decision Point (LDP)is 100 feet above the
touchdown elevation at 50 KLAS and not more than 750 fpm rate of descent.
With an engine failure before o r at the I 9 P , the pitot may either conliame
go-around. With
the approach to a touchdown or perform a balked
an engine failure after the LDP, an approach to touchdown is dictated.
Prior b or at LDP Balked Landing Go-Amtmd
1. Insrease collective pitch to adjust engine to 2. Cminute power
(826" Tg and/or 111% torque). Maintain Nr within limits.
2. Accelerate to takeoff safety speed (V-)
(52K3AS).
engine
5. After tooehdmm, necyclic and simPZtaneatrslp reduce C ~ Y ~ C tive to mimnm~Apply brakes as required
FUGHT MANUAL
tive to minimum.
5. Apply brakes a s necessary to stop within heliport confiies.
DUAL- E N G N FAILURE
WARNING
Rotor RPM will reduce t o an unrecoverable state with
resultant loss of control unless autorotation is entered
immediately.
~IKH?@~~~"X&
SA 4047-76- 1
FLIGHT MANUAL
Decreasins collective could cause an excessive sink rate. The helicopter should be
held in a level attitude until contact is made with the gaud, then the cyclic conr
stick should be moved slishtly forward of neutral. After ground contact is mad
reduce collective pitch to minimum and apply wheel brakes.
WARNING
Excessive displacement of the cyclic control stick aft of
neutral will decrease the main rotor blade-tail cone clearance
and increase the possibility of striking the tail cone with a
main rotor blade.
DUAL-ENGINE FAILLRE DURING TAKEOFF AND I N m A L CLIMBAfter climb has been started. do this:
FIJGHT MANUAL
siowly.
I'niLial:
Action:
NOTE
Dual-engine operation below 100% N2 is authorized without airspeed restriction when executing the emergency
procedure for an a c t d iowside failure.
Part 1Section EX
-erg,
mc-es
AFUGKT
i MANUAL
@ ~ ~ 5 ~ ~ ~ f
I~~itial:
Confirming:
Initial:
Conf'iing:
Action:
l=ws
FUGHT MANUAL
#1 or #2 ENG OIL PRESS warning light on and engine oil pressure below 50 psi, or engine oil temperature above 107C.
Action:
AIEHRHM~~~
NOTE
Note discrepancy.
I EA?S
CAUTION I3GHT ON
C
- g:
Actian:
s'ymptoms:
EAPScaation&hton, EAPSsraitchOFF.
Action:
Actian:
Either engine aPti-ice cautim ON-&at engine anti-ice advisory light ON-that engine anti-ice swikh OFF,
me
3-6C
FUGHT MANUAL
Symptoms:
Action:
The most common main gear box system makfmxtions a r e of three general
types. (1) lubrication system failure, (2) transmission component failure
and (3) transmission accessory failure (to include the transmission oil
cooler). The pilot has a cockpit gauge indicating oil temperature and pressure and three caution lights indicating low oil pressure, high oil temperature and chip detected, which inform him of the operating condition of the
system. A thorough knowledge of the main transmission and accessory
systems w f l l enable the pilot to epaluate the indications available to him,
diagnose problems and act accordingly. In generdl, a single failure indication dictates that the helicopter be landed as soon as practicable. If
multiple failure indications, including abnormal noise and/or vibration, are
noted, land immediately.
Spmptoms:
Action:
NOTE
The remaining pump w i l l normally provide adequate
lubrication for the main gear box
'
&/K@BSKM~&
Emergency Procedures
FUGHT MANUAL
Over Land
Land as soon as possible.
Descend to a minimum safe altitude and reduce airspeed to 80
knots if required to reach a landing site.
if loud or unusual noises or hi$ vibration levels occur, land
immediately.
Over Water
Descend to a minimum safe altitude, proceed to the nearest
landing site, and reduce airspeed to 80 knots. Land as soon as
possible-
initial:
Action:
Action:
FUGHT MANUAL
Action:
During start or shutdown on gound
Shut down engine(s) or release rotor brake
During Flight
Rotor brake switch - Release - hold until caution light goes out. or
5 seconds. For manual rotor brake installations - check handle in
detent.
If ROTOR BRAKE caution light remains on, investigate for rotor
brake fire (smoke, unusual noises or vibrations etc.). If rotor brake
fire is suspected, land immediately.
FLIGHT CONTROL HYDRAULIC SERVO SYSTEM FAILURE
Complete control of the helicopter can be maintained through either stage of the flight
control system; however, prolonged operation with only one servo system operating
is not recommended. This is an emerzency condition, since conmol is not possible with
both servo systems inoperative. Fli$t conditions and route should be chosen which
will allow a safe immediate landing.
PUMP FAILURE OR LOSS OF PRESSURE IN BASIC HYDRAULIC SYSTEM
Symptom:
FLIGHT MANUAL
3.
NOTE
For helicopters equipped with a tail rotor servo shutoff
valve PK 76076-65003-011 refer to Supplement No. 28
for proper procedures.
Symptom:
pressure normal
pressures normal
Confirming: Both system
Both flight control servo switches ON
Action: 1.
2.
3.
4.
aff
If no binding o r restriction in controls is felt, recycle appropriate SVO JAM circuit breaker on DC ESNTL bus panel. If
appropriate SERVO SYSTEM Light goes off, a momentary jam
is indicated. Continue for a landing as soon as practicable.
..
SNK@BS~YIE
Part 1Procedures
Section 111
Emergency
FUGHT MANUAL
8. If light goes off after step 6., a malfunctioning servo shutoff valve has been
isolated. Land as soon as practicable.
NOTE
When a SERVO SYSTEM caution light goes on in flight,
a holding relay will keep the light on even if the cause was
momentary. Since the holding relay operates through the
landing gear interlock that functions only when the helicopter is airborne, the caution light will go off upon landing if caused by a momentary jam condition. The caution
light may be cleared in flight by recycling the appropriate
SVO JAM circuit breaker on the DC ESNTL bus panel.
FLIGHT CONTROL DAMPER JAM
Symptom
Cyclic or collective control will not move with normal hand pressure.
Confirming:
Typically, only one axis is involved and remaining axes are normal.
Action:
If on the ground, shut down and investigate.
In flight:
1. Check that cockpit control travel is not impeded by a foreign object.
2. Ifjam persists, turn off appropriate trim system.
3. If system is still jammed, apply increasing pressure to the affected con-
trol to sever the shear device in the control system damper. This action
should be taken against trim to possibly reduce overshoot. Typical
amount of force required is:
Collective
Pitch
Roll
55-62 pounds
17-20 pounds
35-40 pounds
3- 10A
&FUGHT
% i BMANUAL
?~~fl&
NOTE
Pulling BIAS ACTR circuit breaker will cause loss of airspeed hold with AFCS Phase 111 and loss of Droop Compensator Amplifier (DCA) system redundancy in all
configurations.
AFCS (PHASE 11) FAILURE
In IMC, if any AFCS malfunction results in less than one pitch and one roll
channel remaining functional, maintain airspeed below 120 KIAS. Attempt to
transition to VMC. If at least one channel of yaw AFCS is not functional, reduce
airspeed as necessary.
Failures that may occur include: single-channel hardover, single-channel actuator
failure, or oscillatory malfunction.
SINGLE-ACTUATOR HARDOVER
A single-actuator hardover in the pitch and roll axis will result in an abrupt change
in attitude. The attitude change in yaw is less abrupt and may not be detected as
easily by the pilot. The failed axis may be determined by turning the channel,
monitor switch on the AFCS indicator panel to the failed axis position (PITCH,
ROLL, or YAW) and monitoring each actuator indicator for an off-center indication. Recovery is made by repositioning the controls to the trim attitude and
turning the failed axis off on the appropriate AFCS control panel.
SINGLE-ACTUATOR FAILURE
Failure of an actuator to reposition, in any axis, is indicated by failure of the
indicator needle of the corresponding channel to move. A single-actuator failure
may be determined by turning the channel monitor switch to the PITCH, ROLL,
or YAW positions and monitoring each actuator indicator for an off-center indication. The failed axis should be turned off on the appropriate AFCS control panel.
OSCILLATORY MALFUNCTIONS
Cyclic stick jitter or lower frequency lateral or longitudinal stick oscillation, -ztbether or not accompanied by corresponding aircraft response, may indicate a malfunction of a vertical gyro or an electrical power problem. Disengage individual SAS
channels until an improvement is realized, commencing with the axis displaying
the most stick or aircraft motion. Subsequently, reengage those channels not
contributing to the problem.
AFCS (PHASE 111) FAILURE
In IMC, if AFCS A/S advisory light is not on at airspeeds above 50 KIAS, move
cyclic trim switch from AUTO to ON and use AFCS Phase I1 minimum IMC
airspeed of 60 KIAS and recommended approach speed of 70 to 125 KIAS.
nmt.
If the light did not go off in either of the above checks, the
shutdown was roll axis related, m w e cyclic trim switch to
AUTO and place y a w trim switch OFF far 1 second and retrvnto ON and cmtinue light.
If the shutdawn feature subsequently causes repeated emmcia-
Part 1 Section m
Emergency Procedures
&K@RHKOY/&.
FUGHT MANUAL
-7
PLACE YAW TRIM MASTER SWITCH OFF
YES
YAW
CHANNEL
N
PUCE YAW TRIM lllASTER SWITCH ON
ROLL
CHANNEL
~FLIGHT
E MANUAL
~ ~ Emergency
I PartE1,Procedures
Section
BIII
SINGLE AXIS OUTER LOOP HARDOVER
The purpose of the auto shutdown portion of AFCS Phase I11 is to disable the outer
loop before a hardover can develop. Without auto shutdown, an outer loop hardover
would cause the affected control to move in the direction of the hardover, resulting in
a corresponding pitch, roll, or yaw excursion. Recommended recovery is made by
repositioning the controls to establish trim attitude, and turning off AFCS Phase I11
cyclic or yaw as appropriate.
If the airspeed hold function is on, an airspeed transducer malfunction may result in a
pitch attitude excursion similar to that expected with a Pitch Bias Actuator runaway.
Recovery is made by repositioning the cyclic stick for desired pitch attitude. Subsequently, turn cyclic trim to ON and check PBA indicator for position appropriate
for the aircraft trim condition. If indicator position is abnormal, refer to PITCH BIAS
ACTUATOR RUNAWAY in this section.
An altitude loss of 200 feet was demonstrated during recovery from a forward pitch
AFCS Phase III hardover initiated at 155 KZAS level flight.
TAIL ROTOR MALFUNCTIONS
Tail rotor malfunctions can be classified generally as drive system or control system
failures. The helicopter's reactions and consequences of tail rotor failures will vary
widely, depending upon the type of failure and the flight condition of the helicopter
at the time of the failure. In general, however, control system failure is less critical
than drive system failure.
TAIL ROTOR DRIVE SYSTEM FAILURE IN FORWARD FLIGHT
Since tail rotor drive system failures may produce a large response from the helicopter it is very important to recognize impending failure. The failure will usually be
preceded by excessive noise or vibration in the tail section. When this occurs at high
speed, immediately slow to 100-1 10 K I M . Tail rotor drive system failure is always
accompanied by a sharp yaw to the right. Reduce collective as necessary to control
the yaw. Autorotate if necessary to control yawing rate. When a landing is to be
made:
1. Autorotate
2. Maintain an airspeed of 75 KZAS
3. Landing gear - DOWN. Up over water if flotation system is not installed.
4. Engines - Shutdown before touchdown
& #FLIGHT
f m ?MANUAL
B??~fl~@
The most probable tail rotor control failures are jammed or binding controls, before
or after the mixing unit. An interruption of the control system such as a severed control cable is also possible. The helicopter's reaction and the cues available to the pilot
will vary widely with flight regime.
Fixed Pitch Setting - General
Depending upon the origin of the interference, the pedals may not be movable (control bind or interference between the pedals and the collective to yaw control mixer),
or movable through a restricted range (blocked pedal damper orifice). Full collective
control is available under these conditions and normal collective to yaw inputs to. tail
rotor pitch will be available.
A control bind or interference aft of the mixer output will result in a fixed tail rotor
pitch situation. Full collective control is available when this occurs only if the pilot
allows the pedals to move simultaneously with collective. No tail rotor pitch control
is available, and adverse yaw proportional to the amount of collective change should
be expected. Therefore, in this fixed tail rotor pitch condition, disregard pedal motion
as an indicator of potential tail rotor control.
The technique for landing the helicopter will vary greatly, depending upon the
resulting tail rotor thrust. A practice approach at altitude may be useful in predicting
helicopter yaw response as a function of airspeed, but care should be taken to avoid
slowing beyond safe limits. Yaw SAS will continue to provide short term damping
reducing gust related disturbances and should be selected on if so equipped. In general, touchdown will be made with some yaw. Attempt to land with a minimum rateof-descent. Touchdown should occur first on the most forward main landing gear.
Counter roll tendency with cyclic while allowing nose of helicopter to pivot toward
direction of landing. After touchdown, slowly lower collective to minimum and use
differential braking to control helicopter on ground.
3- 12
at Cruise Power
Upon recognizing a tail rotor cable failure, proceed to a landing area offering at least 2,000 feet of surface. Crosswind landmgs with winds greater
than 10 knots are not recommended. Yaw SAS continues t o provide short
term damp* that reduces gust related disturbances and should be selected
on.
If insufEicient yaw control remains to enable trimmed flight, accept the
sideslip and fly the helicopter along a desired track usirig laterial cyclic.
A single cable failure will affect tail rotor control from the centering spring
position (-2O) in the failed direction only, leaving f u l l control in the opposite direction by means of the remaining cable. Although the helicopter may
continue to fly normally enroute and during descents, it is recommended that
the following ciual cable failure landing procedure be followed to complete a
roll-on lanas soon as the hedcopter heading is satisfactorily aligned
with the runway.
FUGHT MANUAL
Initial:
FIRE warning light and T-handle light on with continuous tone heard.
NOTE
Helicopters modified by PK 7607O-j5049-Oll are
equipped with individual #1 ENG FIRE and #2 ENG
FIRE master warning lights.
Confirming:
Smoke, burning odor, or erratic engine indications.
Action:
Reset tone by pressing a FIRE warning light.
With fire confirmed, establish safe single-engine flight while fully retarding
illuminated T-handle of affected engine.
If any sign of fire still persists, land immediately otherwise, land as soon as
possible.
Shut down and leave helicopter immediately.
Internal Engine Fire After Shutdown
Symptom:
Initial:
Actior :
NOTE
If fire warning lights should go on at any time during
this procedure, follow procedure in the paragraph titled
ENGINE COMPARTMENT E m .
CAUTION
If smoke accumulation becomes a problem, execute
- OFF.
Synptorn:
light illuminated.
compartment
Land as soon as possible. Inspect -gage
and fight fire with fire e x t i n , g h e r if required.
NOTE
The b a g m e compartment is sealed so that harmful
quantities of smoke will not enter the cockpit and
cabin. Large quantities of smoke in the bagcompartment will probably be smelled in the cockpit/cabin
area.
FLIGHT MANUAL
3. Heater BLOWER switch or ECU CONT SEL switch - ON. Turn OFF if smoke
or fumes is noted coming from cabin or cockpit air outlets.
Elecmcal Fire
Elecm~alfires are generally indicated by a smell of burning insulation andlor acrid
smoke. As in any fire, the most important consideration is to maintain safe flight while
dealing with the fire. When detecting an electrical f ~ ethe
, pilot must shut down any
unnecessaq electrical equipment.
- If fire persists, turn on all generators and inverter(s), and nun off battery. The
fire should go out. Land as soon as possible. The emergency blowdown system
will be required for landing gear extension.
If fire goes out, restore the following equipment in sequence. Allow a brief
interval benveen actions to assess response. Disengage the component if signs
of fire return. Land as soon as possible.
- AC generator
- NO. 1 dc generator, and if fire remains out, reset the bus-tie circuit breakers
(2)If in IMC flight, transition immediately to VMC flight if possible. If it is not possible
to achieve VMC flight and the source of the fire is not evident, see Figure 3-1.
'fl'@~gfyff
FLIGHT MANUAL
Emergency Procedures
START HERE
e l AND k2 DC
PROBLEM IS I N
THE nY2 GEN.
LAND AS SOON AS
PRACTICABLE.
FIRE
GENS OFF
FlRE
?/)///
PROBLEM IS I N
THE $1GEN.
LAND AS SOON AS
PRACTICABLE
4 1 DC GEN OFF
6 2 DC GEN ON
LOSS OF ALL ,
5 DC
PWR.
,
IMMEDIATELY
'PROCEED TO
( NEXT BOX. ,
#
FlRE
/
/
PROBLEM IS I N
THE n
Y
1 OR nY2
DC PRIMARY BUS.
LAND AS SOON AS
FIRE
PROBLEM IS I N
THE BAT.
LAND AS SOON
AS PRACTICABLE
4 1 AND *2 DC
GENS ON.
BAT SW OFF.
I
FIRE
E%E&
AC GEN OFF.
ON.
-1 4
PROBLEM IS I N
liE
E
k:Et&
AS PRACTICABLE.1
7
FIRE
PROBLEM IS I N
A N AC BUS.
LAND AS SOON
AS POSSIBLE. 1,2
I
1. IF REQUIRED BY WEATHER CONDITIONS.
BUS SYSTEMS MAY B E RESTORED
SINGLY BY USE OF APPROPRIATE CIRBREAKERS ON BOTH AC PR~MARY
&26v
BUSES AT THE SAME TIME.
2. IF ABLE TO OBTAIN VMC. LAND AS SOON
AS PRACTICABLE AFTER SECURING
ELECTRICAL SYSTEM.
Figure 3- 1
FAA APPROVEDNOVEMBER 2 I, 1978
Revised March 2. 1989
~K
ZZRSK~~BE
FUGHT MANUAL
Check that LDG GR CONT and LDG GR POS LTS circuit breakers are set.
Attempt to cycle the gear handle several times and leave down.
On final approach before reaching a hover, check that the normal gear handle
is selected Dh', and then turn and pull the emergency landing gear T-handle
to discharge the blowdown bottle.
A three green safe indication is to be expected following use of blowdown.
NOTE
Once blowdown bottle has been discharged, do not
attempt to raise landing gear. Maintenance is required
prior to next flight.
Complete the landing by touching down lightly. Have a crewman pin the gear
prior to taxi or shutdown.
UNSAFE INDICATION - GEAR EXTENSION
Symptom:
On lowering gear handle, one or two of the three green indicator lights do not
light, and/or red UNLKD light remains on.
Action :
If a green light is off, press test button on caution-advisory panel. If light does
not test, switch light bulb with one of other lights and check for a safe
indication.
Slow to about 80 KIAS.
Check that LDG GR C O W circuit breaker is set.
Cycle landing gear several times.
CAUTION
If any indications of a jammed gear are present, leave gear
handle DN.
If landing gear still does not extend, hover and have someone outside examine landing gear. Consider having ground crew make a careful attempt to pull
gear into place. Use of the emergency blowdown system is not recommended
for cases with mixed safe and unsafe indications.
FUGHT MANUAL
Flight above 130 KIAS is not authorized with the landing gear extended or partially
extended.
Symptom:
With gear handle UP, &e or more green indicator lights or the red UNLKD
light remain on.
Action :
Slow helicopter to 80 KIAS.
Lower gear handle. Lf a safe down indication is obtained and destination can
be reached with gear down, continue flight at airspeeds up to 130 KIAS. Do
not consider raising gear again unless no safe landing area is within reach with
gear extended.
If gear will not extend, continue as in the section titled UNSAFE INDIC.
TION - GEAR EXTENSION.
ELECTRICAL SYSTEM FAILURES
MASTER WARNING AND CAUTION-ADVISORY PANEL FAILURE
With a latent failure of a diode in any of the caution or advisory lights that are on
the test circuit, a subsequent failure in a corresponding system will illuminate all
the lights on the warning or advisory panels. By eliminating the electrical PO--wer to
the failed system warning or advisory light, the lights can be returned to their
normal condition. With the failed system identified, an appropriate reaction can
then be made.
Since a large percentage of the warning lights have been checked before flight by
following the normal procedures section of the RFM, the following procedure is
recommended for determining the most probable cause of the failure.
K
FLIGHT MANUAL
Proceed with each of the following steps, in order, until problem is eliminated.
1. Check engine, hydraulic, transmission, and fuel level instruments. If any
abnormal indications are noted, pull associated warning light circuit breaker,
and perform the appropriate emergency procedure.
2. Cycle OFF, if ON, these switches:
BLEED AIR
PILOT PITOT HEAT
CO-PILOT PITOT HEAT
3. Pull out and then reset the following circuit breakers:
DC ESSENTIAL BUS
NO. 1 A1 ADVSY
NO. 1 ENG CHIP
&O. 2 ENG CHIP
MGB CHIP
I/TGB CHIP
NO. 2 A1 ADVSY
NO. 1 DC PRIMARY BUS
BATT WAR&
WSHLD HTR CONT
DC ESSENTIAL BUS
AC GEN WARN
BATTERY OVERTEMPERATURE
Symptom:
Action:
Symptom:
$1 or #2
Aaion :
&
H
~ /
'SA 4047-76-1
NOTE
NOTE
At this time the only dc power source is
the battery which powers the dc essential bas. Engine, transmission, hydraulic and fuel system instruments will be
lost except for N,, N1, Tg , and fuel
quantity. The pilot's fight instruments,
navigation radios, and one VHF communication set will be retained.
NOTE
LOAD SHED SWITCH, if installed, should
be given consideration. In the EMER
LOAD SHED position, the engine overspeed system, transponder if installed,
anti-collision light, and nowflight
instrument dimming circuits are dropped
from the DC essential bus.
Action:
SEEmZE
FUGHT MANUAL
Part 1Procedures
Section III
Emergency
NOTE
The utility hoist will be inoperative, but the hoist shear
will still function with battery power.
Reduce electrical load by shutting off unnecessary equipment.
Land as soon as practicable.
DC GENERATOR OVERTEMPERATURE - optional configuration
Symptom:
Action :
Action :
Symptom:
Action :
3-18B
INV ON advisory
F U M MANUAL
AC GENERATOR
Qxuptom:
Action:
FAD.-
(AC GENERATOR m)
~ Limitflightto5hoprs.
~
:The WINDSEiEUl IK)T caution light goes on when either the pilot's or
'copilot's windshield exceeds 58OC (135 OF). The system should be hnaed
off to preveni over&& damage to the windshield If required, the individual
overheated windshield can be identilied and left off to allow
of the
re5nainingwindshieldhalf. IfthecaationlightrePrainsonafterthewind-shield beater switches are turned of, the weal cmtactors may have
W d e d . The windshield power circuit bmakers should be pulled in this case.
Sympbm:
Action:
Check:
Acti~n:
an
panel.
If the heated windshield is reqPired and tbe power circuit
breakers were not pulled, tke
windshield can be
restored as follows:
Feel center of pilot's and copilot's windshield with hand, If
one windshield feels dM&Uy cooler than the other, trPn an
the windshield heater switch for the cooler windshield. If
t h e W I N D S H i E I S H O T ~ l i g i ~ t r e t r r m txuntheswitch
s,
off and do not attempt to use either windshield heater.
FAA APPROVED NOVEMBER 21, 1978
Revised MARW 24, 1981
The h
.doors are opened from the oatside by Lifting the door fatch or
framinsidebyl~qthel~~mthelow~affarindow~eof
each door and pplling the door latches aft. The doors m a y also be jettisoned
from inside using the door lockpin and jettison bridles, forward of the door
latches. The jettisaDl levers are under a plastic protective panel. A fmger
grip in the plastic cwer is used to pop the cover loose from the door fame.
The red jettison handle is pulled up to release the hinges, and a sharp blow
with the idan the door just aft of the door handle will jettison the door.
Decals as shown in Figure 3-2 provide
for normal opening or
jettiganing af doors.
1.
liftdoorlockpin
P\rlljeUisonkandleup
door jusL aft of the jettisan handle sktrply with the dist
NOT33
Pullwindow jettisonhandle.
3.
Rlshwinduwarrt.
PlLQTSDOOR
PASSENGER W O R
m l D E ENTRAUCE
UIT DOOR HANDLE AT Am
END OF EACH DOOR
INSIDEDUT
3-20A
DO NOT OPEN
-3-2.
Bne%encp~cesandEXts(Sheet2~f2)
FAA APPROVED NO-ER
21, 1978
Revised OCTOBER 14, 1980
Right Sliding Door Not Modiiied by Kit P/N 76070-20015-011 aad al3 Left
Sliding Doors
Do not o-p& the door in fight.
Action:
3.
4.
5.
Ifdoorcannotbeheldinplace, m a s soanas
possible.
git
P/N 76070-20015-011
~ ~ & W o n s p s t e m i n a h o e r i f ~ c i m ~ r i s a ~
to permit a hover.
Reduce forward speed to as near zero as possible.
m
e lateral drift companent to a minimum.
Avoid rising faces of large waves,
ReduceraieofdeseenttominimmnattcroE~.
Fuselage angle at impact should be between O 0 and lo0 nose ap.
UseaUcantrolavaifablefromtherobrsystemtop=veatthekelicopterfrompitchiPgorroIlingafter~wn.
The pilot should endeavor t o touchdown, heading into wind, as near
the crest of a wave as possible to minimiffe the impact vertical velocity.
Ifthehelicopteristowed, itshoaidbetuwedataslowmhof speed.
FAA APPROVED NOVEMBER 21, 1978
Revised FEBRUARY 22, 1985
- Check NORM.
- DOWN.
NOTE
Operation of the landing gear during or after float inftatian may result in damage to the floats and parkid loss
af flotation capability.
4. Press the cyclic stick float innntion switch. Allow sufficient time for
NOTE
NOTE
Cabin occslpants should h s k n their safety belts and remain in their seats with their anns
against their
knees~watercantacti~made.
NOTE
Part 1 Section m
Emergency Procedures
R l M MANUAL
1.
CARGOFiOOK~&t&-ARhdED
2.
1.
NOTE
following:
1.
Cable shear switch @ifutts or cabin) SHEAR. I load does nut separate, CIEtthecablewithtke~cablecuttersasclosetothehoist
as possible.
Part 1, Section IV
Performance Information
FLIGHT MANUAL
FILING INSTRUCTIONS: Insert tMs Temporary Revision facing page 4-1, dated
July 26,1982.
SUBJECT: CATEGORY "A" AND 'B" OPERATION4
This e
tr a M i adds a rejected takeoff and landing d i m adjustment
for aitcraft !hat have 5014067 rotating brake disk($) instded as determined pm
Aircraft Braking Systems'Alert Service Bulktin No. S76-32-A24 or S76-32425.
MANUAL CHANGFS:
If the 5014067 h k e eliks are linsbUedor the brake disk configuration has not
been confirmed, calculate the Category "A" Rejeded Takeoff Distance end
Category "A" Larding Distance or Category "B" Landing Distance normally, as
appHcafAe. Multiply the distance@)(by 1.67 to obtain the correcbd distance(s).
Figure
Number
4-8
Ti
Category -AwRejmed Takeoff Distance
4-14
4-19
SECTION m
..............
- Pilot's System..
n - Copilot's Spstem .
4-3
Aizspeed cafibration
4-5
Airspeed m
4-6
4-8
....
........................
4-8A
40B
ON ................................
4-9
........
4-10
........
.......................
4-14
FomardrrrimhPerformabce-5gle
Engine, 3OMimte m r , Bestof CIiimb Speed
..................... 4-15
ForrP;udrrrimhPezformance-SEngle
Engine, Maximum Conmnms Power,
Bestof Climb Speed..,..,,.,,,,
FAA APPBDVED
416
4-1
mm
PAGE
Category
""
T k d e a f f Distance
........
4-18
........
4-19
....
Forward Qimb Performance - Two
4-20
...
4-21
..........
4 -22
Errgins,, m r r m C~~
Power, Best Rate of Climb Speed..
......
Altimeter Calibation - Pilot's and
Copilot's Spstem,. ..................
Category "B" Lauding Distaace..
...........
4-23
4-24
4-25
Part 1 Section IV
Performance Ipformatim
NGHT MANUAL
FLIGHT MANUAL
AIRSPEED lNDICATOR
Figure 4 3
FAA AP-VED
NO-
21, 1978
Figtae 4-4
TORQUE AVAILABLE
Torque available charts are provided in Figures 4 5 through 4 6 A to determine the engine torque available at various pressure altitudes and oatside
air tempemtnres. Each chart is based on the specific engine power rating
and forward speed. As noted on the charts, Figures 4 5 and 4 6 a r e for
helicopters with EAPS not installed. Figures 4 5 A and 4 6 A are for helicorkers with U P S irrs&lled with switch wsition (ON or OFF) as specified on
each cSuperimposed on these &s
a r e t& engine m&dac&er's
high temperature engine operating limit and the engine o r aircraft transmis
sion torqae limit as applicable. The engine and aircraft transmission
torque limits a r e listed as follows:
ENGINE
TRANsIassxON
TORQUE
TORQUE
LIMITS-%
POWER RATINGS
L ~ M ~ T S?
- i
OF THE EN-
Unless othe-e
noted, the performanee data shown on the charts is for
helicwithout EAPS installed. If the EAPS -on
(with switch
either ON or OFF) affects performance, the decrease in performiince is
noted an each char&
46A
The helicopter was evaluated under day and night VTR conditions for
diiiQ hoist loads and day VFR conditions for cargo hook load. This
does not preclnde the operator from demanstrating the a
b
w b operate rmder night VFR conditions for cargo hook loads.
2.
Performance published m the w t manual may or may not be realized, depending on the size and shape of the laad Coqensatian
a.
kn
The cargo hook was tested nsiag high density loads
weight from 2600 pounds to 3300 pounds. The tests were conducted at densitj altitudes of 1000 feet, 3000 feef and 9800 feet.
b.
The utility hoist system was tested with a 600 p o d load coosisting of an apptorcimatefy 20 inch cube of cement at various
cable lengths to a Vne of 74 E;IAS. A low density of 238 pounds
Load consisting of an open top box, measm3ng 40X40X37 inches
was tested to a Vne of 57 KIAS. A 155 pound simulated person
was hoisted in a bover to the aircraft and bmughi into the cabin,
Tests were conducted at 1700 feet density altitude and below.
Re-
NOVEMBER 2, 1981
FLIGHT MANUAL
TORQUE AVAILABLE
BLEEDIlR OFF
ENGmE ANTEICE OFF
EaPsmrr1NsrAuEu
GENERATOR LOAD
200 AMPS
RATING: 30 WNUTE O n
96%Nr BROCSPEEO
LUIN TRAWSYlSSlON TORQUE UYIT=lO(%
Figare 4-5
FAA APPROVED NOVEMBER 21, 1978
RePised UNITARY I?, 1983
Part 1.Seetian N
S4 4047-76-1
FLIGHT MANUAL
TORQUE AVAILABLE
ENGIUE ANTLICE OFF
BEEBAlR O R
GENERATQR L O A M AMPS
RATING 2-V2 MINW'E OEl
5210AS
96%Nr
EN6lNE TOROUE UldTT=llU%
40-30-20-lo
Figure 4 5 A
48A
TORQUE AVASLABLE
B
R OR
ENGINE AKFI.lff
UPS NOT INSTAUED
GENERATOR LOAD-
OFF
200AMPS
Figure 4-6
TORQUE AVAILABLE
BLEEDdlR O f f
ENGINE ANTI-ICE O R
io-jo-50-ib
i o z b i o * o s i
Figure 4-6A
FAA APPROVED NOVEMBER 21, 1978
RePised JANUARY 17, 1983
fl
4-9
FLIGHT MANUAL
Figure 4-8
FAA APPROVED NOVEMBER 21, 1978
Revised MARCH 23, 1981
FLIGHT MANUAL
FUGHT MANUAL
Figure 4-10
FAA APPROVED NOVEMBER 21, 1978
.
Revised MAY 14, 1985
FLIGHT MANUAL
rigme 411
5700
6000
7000
8000
9000
10000
10500
45
45
35
30
30
25
ROC
REOUCTION
ANWCE
ON
90
90
80
75
70
ROC
REDUCTION
PAPS INST
ANTl4CE ON
175
170
180
140
140
ROC
REDUCTION
UTlllTY
HOIST INS1
40
40
40
35
30
ROC
REDUCTION
RIQHT SLIDINQ
DOOR OPEN
AIR TEMPERATURE-@C
15
115
110
100
95
90
OROSS WLtOlIt
109 (KO) X 1000
9 ARE CUMULATtVE
BROC SPEED
O'
18
l2
I
13
25
W I M COMPOUND CONfIOURAT
Figore 4 1 4
FAA APPROVED NOVEMBER 21, 1978
Revised JANUARY I?, 1983
CATEOORY "8"
TAMEOFF DISTANCE FROM 8 . n HOVER TO 80 FT
EIIAMPLE:
PRESSURE AL11TUDE- 1,000 M E 1
AIR IEMPERAWRE-2I'C
f A i ( ~ 0 1 l DISTANCE- 1,040 fEET
6700
6000
7000
8000
9000
10000
LO500
105
105
100
I00
95
90
90
120
115
I10
105
105
100
220
210
210
209
205
190
ROC
REOUCIION
UTIL~TY
IIOIS~ INSI
40
ROC
REOUCIION
RIO~II SLIDINO
DOOR OPEN
115
40
110
40
35
30
30
100
95
90
05
100
190
30
85
W l t l l COMPOUND CONIIOURATIONS. RATE Or CLIMB CORRECIIONS ARE CUMULATIVE
AIR TEMPERA7URE-4
OR059 W E l O l l l
LBS (nab n 1000
an
S S6WJ (C33)
F U M MANUAL
Figure 4-18
FAA APPROVED-N
Revised MAY 14, 1985
21, 1978
CATEGORY "B"
U N D I N I DISTANCE FROM 80-FOOT HEIOHT TO STOP
ONE ENO~UE
luormttvt
ALTIMETER CALIBRATION
SEA c
m c STD tamp
5
%
"O
9"O
PILOTS SYSTEM
-. .
20
40
60
80
100
INOfCllttO MI) 9 0 E L b 4 N O T 3
ANT&-ICEOFF
NO -AIR
CONFlGURATlON
E4PS lNSTAlLEO a
ANTCICE ON
ANTClCE ON WITH UPS l N s A U E b
io
i'
sb
s - 0
rn
4-21
FAA APPROVED NOVEMBER 21, 1978
Revised MAY 14, 1985
4-25
SA4047-76-1
Supplement No. 32
FLIGHT MANUAL
ERRATA
To correct a printing error, replace the Title and Introduction page, and add page
iAi to the manual supplement.
Supplement Index
FUGM MANUAL
S-76A SUPPLEMENT INDEX
APPLICABLE
SUBJECT
DATE
Collins ANS-31 RNAV, MLS receivers, DME, and Compass Systems for
helicopter S/N 76OO7.
1014f79
10/26/79
2/8/80
5113181
6/6/80
7/3/80
Supplement Index
FLIGHT MANUAL
APPLICABLE
SUBJECT
ANS-3 1A RNAV, Dual D M E 4 and
C-14A Compass System for helicopters
SIN 76007 1 and 760074.
Navigation Switching Equipment and
TDL-711 LORAN C for helicopter SIN
760081.
Litter Installation
Navigation Switching Equipment and
TDL-7 11 LOWS!? C for helicopter SIN
760116
Navigation Switching Equipment for
helicopters SIN 760 101, 760 102,
760130, and 76131.
GNS-5OOA OrnegaNLF Navigation
Switching System for helicopter SIN
760133.
GNS-5OOA (Series 3) Navigation
Switching System for helicopters SIN
760159, 760161,760176, and 760185.
Sperry FZ-702 Flight Director for helicopters Sm 760159, 760161,760176,
760185, 760189, and 760190.
AYS-3 1A RNAV, Dual DME,4, and
Dual C-14A Compass Systems.
Dual HSI Control Panel Switching
with Flight Director
ANS-31A RNAV, Dual DME-40 and
Single C-14A Compass System
Navigation Switching Equipment,
TDL-7 I I L O W - C. and UHF DF.
DATE
Supplement Index
-
FUGHT MANUAL
APPLICABLE
SUBJECT
DATE
19
1/12/82
20
1/12/82
21
12/27/83
22
513 1/84
23
312 1/85
24
Navigation Equipment Switching System, TDL-7 11A LORAN C, and LTN3000 OMEGAIVLFIRNAV for helicopters SIN 760275 and 760276.
7/6/84
12118/84
3/27/86
1/31/86
12/12/86
6117/97
12/17/97
12/17/97
8/25/88
Supplement Index
F U G M MANUAL
APPLICABLE
31
33
34
35
Not printed
36
37
32
38
SUBJECT
S-2
S-3
S-4
S-5
S-6
S-7
S-8
S-9
S-10
DATE
Supplement Index
FLIGHT MANUAL
APPLICABLE
SUBJECT
Foster Airdata Systems LNS-6 16A
Long Range Navigation System
UNS- 1 Jr. Navigation System
KNS-660 Flight Management System
Bendix MU-21 Microwave Landing
System
Not printed
Metair Long Range Fuel System (PIN
33776-6 1049-013 or 33776-61049-014)
(50 Gal)
UNS- 1 Jr. Navigation System
Bendix Aerospace RDS-86 Weather
Radar System
Bendix Aerospace RDS-84 Weather
Radar System
UNS- 1A Navigation System
Not printed
Honeywell EDZ-705 Electronic Flight
Instrument System
P-870 Weather Radar System
Honeywell LSZ-850 Lighting Sensor
System
Dual Honeywell SRZ-850 Inteagated
Radio System
Cabin Lighting Control System
DATE
Supplement Index
SUBJECT
DATE
10/7/94
11/28/88
11/28/88
12121/89
Pulselite System
11/28/88
3/22/89
Not printed
Emergency Medical System (EMS)
Interior
4120189
51919 1
4/27/90
4/27/90
6/4/92
Not printed
Collins DF-30 1E
10/11/90
Not printed
Collins Dual or Single ALT-55B Radio
Altimeter System
4119/90
4/27/90
Not printed
NOVEMBER 2 1, 1978
Revised May 15, 1998
Supplement Index
FLIGHT MANUAL
S-76A SUPPLEMENT INDEX
SUPP
NO.
SUBJECT
APPLICABLE
DATE
6116/92
Not printed
RACAL RNAV2 Navigation Management System
10/18/90
Not printed
Not printed
Not printed
Radio Altitude Warning System
(RAWS)
4/23/90
10111/90
9/8/89
6/23/94
4/27/90
2/7/97
5/30/90
7/30/90
Not printed
UNS-1B Multi-Mission Management
System
12/1/97
Not printed
LITEF LCR-92s AHRS
4130197
3/30/98
Supplement Index
F U G M MANUAL
APPLICABLE
SUBJECT
S-64
5/7/96
S-65
220197
DATE
FAA APPROVED
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
.REVISION NO. 1
SIKORSKY
MODEL
PART 7
LONG RANGE FUEL SYSTEM
Date aP Apptoval:
f EBRUARY 24,1984
Date of Revision:
January 30, 1995
Federal Aviation Administfation
Atlanta, 'Georgia
rm7&'
MANUAL
FLIGHT
PART 1
LIST OF IFFEtC'TlW. PAGES
FAA ROTORCRAFT FLIGHT MANUAL
Part 1
List of IilYtutivc Pag-Skippltsm~ntS-10
PART 1
LOG OF REVISIONS
The revision d a t ~is shown at the boftom of each revisad p a g oA vrtr~bnlbar cm the outer
margin indicatff the latess revised porcion of each page. A vertioal, bar next to the page number
indic4tes the page has bem retyped with no significant dmges,
REVISION
PAGES
NO.
REVISED
REMARKS
DATE
FAA
APPROVED
Added optional
1/39/95
aw tank (forward)
hstallatim Changed
title ,mi refomfitted
1-1, 1-2,2-1.
3-2,3-113-2
supplement.
m
Manager, Aia&
Certification Oflice,
FAA, Atlanta, 5 A
Par1 1
Introduction
Supklon~cnl3- 1b
FLIGHT MANUAL
INTRODUCTION
OPERATING LIMITATIONS
The aux lel,tauk shall be in&tdled and removed in insacordance with the Hunting
AviatiodMGt(LiTirhtanmceManuid, Apply forward or aft instaUstion plaoard m r e q ~
Fud ~omectionsshould be examined for I d c a p after instaliationof ta&
WEIGHT AND CG W T S
" I ~helicopter
Q
whm fittad with the mdiary h
1system, is to be operafedwithin tbe weight aad
center of gravity limits ypecijiod in Part 1 ofthe S-76A Rotor~aftFlight Manual. PartL;ular
attention should be paid tb the embr of gravity oalculation before each flight, Rdw to the
placard on thc insida of the baggage; c o m p ~d t~ o rto establish whether the LK&
is
oquippkd with a forward or aft auxiliq tank installation and then use the proper charts in the
LOADING INOXMATION, Part 2,Section 1#ofthis suppletnent
W h ~ nthe aw fuel system is ki!italIed and the awx mik is m use, no baggage, hazardous, or
flmmabIe items m y be cmied in the baggage cornpastmat. The baggage compubnent
should be placarded W O 73AGGAO.E TO BE C
m W N AUX FUEL TANK IS
FITTED."
The aux tatllr is u, be gravity fueled only with fie1 whose water content has bm obecked by a
suirable metbod.
Fueling is ody to be c~tri,edout with the helicopter in a normal ground (lwel) a a i W t~ ensure
adequate a p a m i ~ nspace in the nux tank,
The
fuel vdve must be shut d&g takefl and lmdkrg to enswe fuel system m~endmce,
-.-
Pa11 1, Section I
Operating Tinitations
Supp!ement S- 10
Whenfur;.lis tt.&etred
FLIGHT MANUAL
taok.
p T ~\TS~JU,T,ATZON:
(See p h d iuside baggage ootnymmt door tcr identify iastrrlkation,)
Four g d m s ifs thma-um
alnouat of d l 8 fuel that raains in the awdiary tank, irad This
rn-urn
mo110.t
'kcmiwhen fudis transferred d 155 knots. Fuel transfer at the higher nose
attitudes associated witb cruise speeds lower k m 155 knots reduecs the unusable fuel to less
than the 4-gallon maximurn.
SECTION fl
NORMAL PROCEDURES
EXTENOR INSPECTION
When the a.ux tMk is fitted and in use, before thc first flight ofthe day, or bdbo1ethe next flight
aAer extendcd maintmwm, perform the following p r d m to drain any accumulated water:
In addition to the normal preflight inspection of the baggage compartment, the pilot should
check the f d h cap insib the left baggage c o ~ l p m c ndoor
t for fuel level d security.
BEFORE STARTING E N G W
Miin &el quantity indicators will rise to near maxinaum and the aux fw1 system wilI maintain
.
the main ranks at this level until all the aw fie1 has been exhausted.
Nornlal Proct.ducs
Supplement S- I0
FLIGHT MANUAL
Check that ~UIYfuel valvc is seleotcd SHUT when cngincs are at idle.
SA 4047-76-1
FAA
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
$40
REVISION 1\10,
1
MODEL
S-76A
PART 2
Date of Issue:
FEBRUARY 24,1984
Date of Revision:
January 30,1995
-w@@
- .
FLIGHT MANUAL
_ _ -- - . .
*
PART 2
LIST OF EFFECTIVE PAGES
FAA ROTORCWT FLIGHT 'MANUAL
PAGE
nArm
.__ .
REV.NC~,
A FUGHT
I ~ / MMANUAL
M~~YJS~
LOG OF REVISIONS
Thc rtivision date is shown at the bottom of rtaoh revised page. A vdocil bar on the outer
margin indicates the latest revised portion d each page. A vertical bar r i m to rhz page
number hdicatzs the page has been rrcstyped with no sign8cant c h g e s .
REVTSION
NO.
1
"
PAGES
lXi3VISED
1-1/1-2,2-1.
2-2
lUmAFXS
Added optional
am tank (forward)
installa~ion.
FEBRUARY 24,1984
Revised Jmlrary 30,1995
DATE
Ii30/95
'P2u-t.2, Swliorr I
Desonption
Supplenwnt S-10
SECTTON I
DESCRIPTION
h~s u s i l i q ficl umk with a fuel capaaity crf 106 U.S. gallons is install& in the baggage
cornpatmat l'he tmk can bc hstaUedin either the fcnward or aft section of the wmpartrnent,
When htaIled inthe forward section all fuel i s usable, when installed in the aft section, them
tan ba a m y as four musable gallom, The tank mIsists of a crash-miutautfuel cell installed
in a strucrural box.
' h e amtank gravityfsed3dirwtly inlo both main tanks via m electric motorized &I valve and
o w float-operated shut 08valve installed in each mah tank, The float valves will not permit
fuel W a n d e r if the min tanks are fill, They are designed so thz expansion space in the main
ttUljiS is always Pee of fuel.
'-
Thzmo~orkedvalve isolates the audiwq. tank fiom the main fuel system und is controlled by
a cockpit switch. A position hdicam mounted next to tbe switch si@als the position of ?&
motorized valve. The valve add indicator ate comeated to the No. 3 dc; p t M q bas ( 8 f t
ixsdtition) or the No. 1 dc primary 58 bus (forward iastallatiorr) by a circuit breaker marked
.4uxFUEL VALVE.
A float-type fud probe is iastdled in the auxiliary tank, with r\n indimtor on the pilots
b ~ ~pael
s andt a repeater next to the filler cap, The fud gage is mwked in &ps Qf 120
pounds, ikom zero to 720 pounds, and indicates the leat quantity of h
I rmaiDing (e.g., the
indicatorwill change h m 600pounds to 480 pounds as soon u the fiA level drops below 600
pounds). The fid gage is commted to the dc esential bus by $1 circuit breaker marked AUX
FUEL QTY.
FEBRUARY 24,1984
Revised January 30, 1995
-flBFLIGHT
QDMANUAL
Piui 1,Suttcm ll
Loading hforrnat.i.ion
Supplemint S- 10
The fornard mounted auxiliary fud installation weights and momcnki arb as follows:
WE1C;m
ITEM
Aw Fuel Tank
~OUNQS)
ARM
MOWNT/l 00
82
2302
189.2
19
215.4
WEIGHT
(POUNDS)
ARM
MOMENT/100
81.5
234.8 3
191
185
220,OO
41
Asszmbly Empty
A w Fuel Sysiern
422
Fived Pam
AFT INSTAT.LAT1C)N
ITEM.
-4ux Fuel T&
Asscmbly Empry
Aux Fuel Systenl
Fixed Parts
FEBRUARY 24,1984
Revised January 30, 1995
a@@FLIGHT MANUAL
When the auxiliiuy talk is installed, particular attention should be paid to the center of gmvigl
od~u1ati:ionin order thnt the h-licoptuCG is maintained within the aft lirmt.
NOTE
usterivk (*) are based on JP-5 Sud bt
6.8 paunds per TJS, gallon undzr standard canditiom.
N S
-
TOTAL
WEIGHT
.. FUEL GAGE
120
240
360
120*
240*
360'
480
600
720 Full (P-4)
730 Fdl (JP-1)
720 Full (P-5)
(Poms)
480"
6004
689
716
721*
ARM
MDM3E;NT/l00
273.2
549,l
824.9
227.68
228.78
229.15
229.43
229.53
1101.3
1377,3
1582-4
229.66
229.66
229.60
1644.4
1655.4
FUEL GAGE
120
240
360
480
600
720 FuU (P-4)
720 Full (JF-1)
720 Full (JP-5)
(Pow%
120*
2400
360"
480"
600*
689
716
721*
ARM
MOWNT/I 00
232.29
27 9
233.39
233.76
234.04
234.16
234,27
234.27
234.2 1
560
842
FEBRUARY 24,1984
Rwised Janunry 30,1995
1123
1405
1614
1677
1689
SECTION I11
=EL
VALVE MLFTMCTIONS
The awr fud valve may not operate or may stick, aBkcriag ttansfer o f b l to main tanks.
Symptom:
Action:
Symptom;
Action:
Valve will be stuck in transit between shut d full open posirion Fuel
transfer may occur at reduced rak. Watch main and BUY fuel gages for
indication of fuel &&or. Rectify fault in valve b e h e next flight.
I
11
i
1.
+
@
'pb
A~~E@MsK~~&,
FLIGHT MANUAL
FAA APPROVED
4.
REG NO.
SER NO.
This supplement m u s t be attached to the
Sikorsky S-76A, FAA approved, RQ~OPcraft Flight Manual, dated November 21,
1978, when a Metair Long Range Fuel
System Part No, 33776-61049-013
(Forward) or 33776-61049-014 (Aft)
is installed in accordanoe with STC SH
1939 8 0 . The informatbrs contained
herein supplements the infomation bf
the basic Rotor craft Flight Manuol ,' For
.
limitations, procedures, and perforn~ance
.,
I
. .
Approved By :
Date of Approval:
, '.
,;/'
,9'
( ,,,?
A&
23W4de4
FLIGHT MANUAL
ance with Metair Aux Tank No. -013 or 014. Fuel connsctions should be examined for leakage after installation of tank.
When the aux fuel system is fitted and aux tank i s in use, a
maximum of 150 Ibs of baggqge may be carried if held down to
brackets provided an tank assembly, provided the roturwaft
C ,C remains w i t h i n specified l i m i t s
FAA APPROVXD
DATE: May
3 3 , 1986
Page 2 of 13
,
,,
.-
FLIGHT MANUAL
iI
' .
'
5,
6.
The aux fuel valve must be shut during takeoff and landing t o ensure fuel system independence.
Page 3 of 13
FLIGHT MANUAL
NORMALPRQCEDURES
EXTERlOR
INSPECTION
*.
1.
2.
~ n b the
o 4 quarter-turn fasteners on access plate to
drain valve in center of aft face of tank. Remove end cap
on drain valve, and push hose on end of valve. Drain,
BEFORE'
STARTXNG ENGINES
L.l
BEFORE LANDING
FAA APPROVED
DATE: May 23, 1986
Page 6 of 13
-'xa
.,
SA 4047,- 76- I ,
FLIGHT MANUAL
EMERGENCY PRQCEDURES
Action:
I1
iI
Action:
Cause :
..
.,
i
,
FAA APPROVED
1986
Page 6 of 13
FLIGHT MANUAL
Symptom : With motorized valve open, one main tank indicator rises above normal full level and other vdve
stays at normal full level.
Cause :
Action :
If level falls on'on& indicator and the other indicator stays constant at normal ftdl level, one float
valve would be jammed closed.
Action ;
Symptom : Wit11 motorized fuel valve open, main Lank indicators drop and aux tank indicator stays constant,
Cause :
Action ;
FAA APPROVBD
DATE: May ,23, 1986
Page 7 of 13
PLIGHT MANUAL
SECTION IV
PERFORMANCE DATA
NO CHANGE
FAA APPROVBD
DATE: May 23, 1986
Page
of 13
FLIGHT MANUAL
GENEBAL DESCRIPTION
An a ~ u i l i a - yfuel tank, usable oapacity 50 US gdbns, is installed in the baggage compartment. The talk consists of a
.&rashresistant fuel cell installed in a structural box, The
box is attached to a 'raftt of composite mategal bolted to the
existing baggage cornpartmelit floor. The tank itself may be
q~$cldyremoved from the ~drcraftleaving the raft installed.
All fuel and vent oouplings are self sedifig quk?R itisconnects
allowing the tank t o be removed when partially full, if required. When the tank has been removed in this way, the
rotarcmft may be.flown with tho remdning aux fuel system
eompommts still installed.
'
side the door prevents spillage during refueling from entering baggage compartment.
:
:
'.
-
FLIGHT MANUAL
FAA APPROVED
DATE: May 23, 1986
FLIGHT MANUAL
2LOADING
fqllows :
1
,Weight
ob
Item
Centroid
Moment / 100
(STA)
'75.00
225
16 9
19.50
220
43
L.
,
NOTE
Fuel Gage
60
120
'
180
240
300
340
- Maximum C 2 s c i t y 51 US ~ a l l o n s .
Total
Weight
60"
225 + 32
139
120"
225.11
225. 00
224.92
224.86
270
405
540
675
224.81
224.. 81
764
771
180*
2 40"
FULL (JP-I)
M~mant/I00
Centroid
300"
540
343
Page 11 o f 13
FLIGHT MANUAL
NOTE
(II
It em
Weight
Centroid
(lb 3
(STA3
Moment / 100
76.00
230
173
19.50
225
44
-i
1.
Whei the auxiliary tank i s fitted, a maximum of 150 lbs of
baggage can be carriad in the baggage oompartrnent, prodded
the aircraft remains w i t h i n its limits.
NOTE
C .G. of baggage is moved aft t o STA 246.0
'h.
FAA APPROVED
DATE: May 23, 1986-
Page 12 of 13
J%~~B?BGK~~
SA
4047-76-1
FLIGHT MANUAL
."
.-
Fuel Gage
Centroid
Moment / 100
--
120
60"
120*
180
180"
2 40
300
240"
340
343
60
230,62
230.41
230.30
230.22
230.16
230.11
230.11
SOO*
NOTE
5
FAA APPBOVED
DATE: May 23, 1986
Page 13 of 13
SA 4047-76-1
--
I
,
I
I
ROTORCRAFT
FLIGHT M A N U A L
SUPPLEMENT
NO. 23
SIKORSKY
MODEL
PART 2
Date of I s s u e :
July 3 , 1984
Date of Revision :
March 2 1 , 1985
I
FLIGHT MANUAL
Part 2
List of Effective PWes
Supplement No. 23
PART 2
LOG OF REVISIONS
The revision date is shown at the bottom of each revised
page, and a vertical bar on the outer margin indicates
the latest revised portion of each page.
REVISION
NO.
REVISED
PAGE NOS.
1-1, 1-3
REMARKS
Revised electrical
bus monitored by
AUX ESS PWR
system.
Add List of Effective Pages
July 3, 1984
Revised March 21, 1985
DATE
3/21/85
~ / ~ ~ ~ f l [ d f l &
FLIGHT MANUAL
P a r t 2 Section I
Description
Supplement No. 23
SECTION I
DESCRIPTION
ELECTRICAL SYSTEM
B a t t e r y Switch
T h e BATT s w i t c h o n the m a s t e r swiich panel ( F i g u r e 1-2) h a s positions
m a r k e d ON-OFF-AUX ESS TEST. ON c o n n e c t s t h e b a t t e r y to t h e d c
e s s e n t i a l b u s except when d c e x t e r n a l power is in use. O F F d i s c o n n e c t s
the battery f r o m the d c e s s e n t i a l bus. AUX ESS T E S T c h e c k s t h e integrity
of the auxiliary e s s e n t i a l power s y s t e n i .
D C POWER DISTRIBUTION SYSTEM
J u l y 3, 1984
R e v i s e d M a r c h 21, 1965
GENERATOR
ANDGEHERATOR
COHTRGL PANEL
[T%-%czz==j]
CAUTION LIGHT
'L
-
CAUTION LIGHT
NO. 1 DC STARTER
GENERATOR
AND GENERATOR
CONTROL PANEL
GENERATOR CONTACTORS
1. CONNECT EACH GENERATOR TO I T S PRllAARY B U S I F GENERATOR
O U T P U T IS ACCEPTABLE TO GENERATOR CONTROL P A N E L
2. CONNECT EITHER GENERATOR TO B O T I I PRItAARY B U S E S I f OTHER
GENERATOR IS OFF OR H A S f A l L E D
BATTERY CONTACTOR
1. C O N N E C T S B A T T E R Y TO DC ESSENTIAL B U S ONLY DISCONNECTS
BATTERY F R O M D C E S S E N T I A L B U S W H E N EXTERNAL POWER IS I N
IJSE OR W I I E N RATTZRY S W I T C H IS OFF.
..,...- - .,.-pq
:.
;I
~.
....
. ,L
>
A
?,,
'.L
i j C ,,:
. ..
. ,, .
l..:<';
\,
>
'.'
\'.
i ';;.!iLr<
. . ..!I,.;
,
,
O l < l 0;;
!'~!!~t<
. , , . Q,'::,i
L'OWER IS I N USE.
I>,*.,L;,::.S
2;7TiC!.:'i
b a T t ' U 7 iI:gP!, P R I ~ ~ I A R ~I l C :;iUSF.S V:liEPJ
OPERATING O N B A T T E R Y ONLY.
A U X PWR C O N T A C T O R
,,
'
,r(,:::;
r r ; , l r ) ~p c I
---
--
UATTEHY M A L ~ U N L T I O I . I .
1;IJS ;I O P E N C A U T I O N L l G l i T
I ! ! F GrPiERATOR O U T P U T I i O E S N O T G O '
:1;'3;1k!l 1 I I E 9115 TI!. , , ( ~ : v ; A C T L ~TO
? PO\VER Tr!if L):. F S S i l d T I A L
i. ,',r;i,'.lGI:. D C ESL..:;':'i
B ! J s is POI'i'ERED li10'.: ti-ITTERY
i::;LY.
'.
A U X E S S PWR O N A D V I S O R Y L I G H T
Part 2 Section I
Descrintion
supple&ent NO. 23
RIGHT MANUAL
AC GENERATOR S Y S T E M
Figure 1 - 2 .
1- 4
.. .
- r ~
j . , .
-.
F l l G t i i MANUAL
Part 2 Section I
D:scription
Supplement No. 23
b
"A
->
"0
,A
FAA APPROVED
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
S-24
REVISION NO. 1
SIKORSKY
MODEL
S-76A
PART I
HONEYWELL LSZ-850 LIGHTNING SENSOR SYSTEM
Sikorsky
A United Technologies Company
Approved by:
Date of Approval:
October 11, 1988
Date of Revision:
July 2, 2003
Part 1
Introduction
Supplement S-24
FLIGHT MANUAL
INTRODUCTION
FLIGHT MANUAL
Part 1
List of Effective Pages
Supplement S-24
PART 1
LIST OF EFFECTIVE PAGES
PAGE
DATE
REV. NO.
Part 1
Log of Revisions
Supplement S-24
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page. A vertical bar
next to the page number indicates the page has been retyped with no significant
changes.
REVISION
NO.
PAGES
REVISED
REMARKS
DATE
All
Reissued supplement.
7/2/03
FAA
APPROVED
SA 4047-76-1
Ad~rn~~rnflE
FLIGHT MANUAL
Part I
Table of Contents
Supplement S-24
PART 1
TABLE OF CONTENTS
SECTION
PAGE
OPERATING LIMITATIONS.............................................
1-111-2
II
NORMAL PROCEDURES.............................................
2-112-2
Ill
EMERGENCY PROCEDURES.......................................
3-113-2
IV
PERFORMANCE INFORMATION.....................................
4-114-2
ilii
FLIGHT MANUAL
'
supGement S-24
SECTION I
OPERATING LIMITATIONS
1.
2.
Flight shall not be predicated on the availability or the use of the LSZ-850
Lightning Sensor System. Verification of displayed lightning has not been
demonstrated.
FLIGHT MANUAL
Part 1, Section II
Normal Procedures
Supplement S-24
SECTION II
NORMAL PROCEDURES
No change
FLIGHT MANUAL
SECTION Ill
EMERGENCYPROCEDURES
No change
- .
FLIGHT MANUAL
Part 1, Section IV
PerformanceInformation
-~
- .
Supplement S-24
SECTION IV
PERFORMANCE INFORMATION
No change
FAAAPPROVED
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
NO. 32
REVISION NO. I
SIKORSKY
MODEL
PART 1
DUAL 750 VOLT-AMPERE STATIC INVERTER AC POWER
SYSTEM
Sikorsky
A United Technologies Company
Al!6&Gdw'kka;B.
kh
Date of Approval:
January 4,1990
Date of Revision:
November 6,2003
Part 1
Introduction
Supplement No. 32
FLIGHT MANUAL
INTRODUCTION
This supplement must be attached to the Sikorsky S-76A, FAA approved, Rotorcraft Flight Manual, dated November 21, 1978, when a Dual 750 Volt-Ampere
Static Inverter AC Power System is installed. The information contained herein
supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures, and performance information not contained in this supplement,
consult the basic Rotorcraft Flight Manual.
-7EFLIGHT MANUAL
Part 1
Table of Contents
Supplement No. 32
PART 1
TABLE OF CONTENTS
SECTION
TITLE
PAGE
I
II
111
1-1
2-1
31
J'm
mm'E
FLIGHT MANUAL
Part 1
List of Effective Pages
Supplement No. 32
PART 1
LIST OF EFFECTIVE PAGES
PAGE
DATE
REV. NO.
A
B
ilii
1-1
2-1
3-1
11/6/03
11/6/03
1/4/90
11/6/03
1116/03
1/4/90
1
1
Basic
1
1
Basic
Part 1
Log of Revisions
Supplement No. 32
FLIGHT MANUAL
PART 1
LOG OF REVISIONS
The revision' date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page. A vertical bar
next to the page number indicates the page has been retyped with no significant
changes.
REVISION
NO.
1
PAGES
REVISED
1-1,2-1
REMARKS
Revised Operating
imitation^ and Dual Static Inverter check.
DATE
11/6/03
FAA
APPROVED
FLIGHT MANUAL
Part 1, Section I
O~eratinaLimitations
'Suppl&nent No. 32
SECTION I
OPERATING LIMITATIONS
Day, Night IFR. The following equipment must be installed and operating for operation under Instrument Flight Rules (IFR).
3. Two independent sources of AC power, and Inverter Switching operational.
I
I
FLIGHT MANUAL
Part 1, Section II
Normal Procedures
Supplement No. 32
SECTION II
NORMAL PROCEDURES
b. AC generator should drop off the line as indicated by the lighting of the
AC GEN caution light.
i-25A.
NOTE
During steps b, d, and f, a 1 INV FAIL, 2 INV FAIL, or INVERTER will
appear on the cautionladvisory panel.
a. AC generator OFF.
b. No. 2 inverter ON and No. 1 inverter - OFF. Tune ADF to a local frequency. Observe that ADF pointers on the Pilot and Copilot's HSI point
in the general direction of the station. On aircraft with Remote Instrument Controller, observe that when rotating the Course #1 and Course
#2 knobs on the Remote Instrument Controller, the Pilot and Co-pilot's
course pointers on each EHSl will move in the direction of knob movement.
c.
No. 1 inverter- ON
stalled).
stalled).
NOTE
When both course pointers or ADF pointers are inoperative during steps b or d, an inverter is inoperative. When
one course pointer or ADF pointer is inoperative during
steps b or d, Inverter Switching is inoperative.
FAAAPPROVED
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
REVISION NO. 4
SIKORSKY
MODEL
PART 1
SPZ-7600 DIGITAL AUTOMATIC FLIGHT
CONTROL SYSTEM (DAFCS)
Sikorsky
A United Technologies Company
Approved by
Date of Approval:
OCTOBER 16,1990
Date of Revision:
July 15,2004
-flB
FLIGHT MANUAL
Part 1
List of Effective Paaes
~"pplernents.38
PART 1
LIST OF EFFECTIVE PAGES
PAGE
DATE
REV. NO.
4
3
4
Basic
Basic
Basic
4
Basic
Basic
Basic
Basic
1
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Basic
Part 1
Log of Revisions
Supplement S-38
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page. A vertical bar
next to the page number indicates the page has been retyped with no significant
changes.
REVISION
NO.
1
PAGES
REVISED
2-3
REMARKS
Revised GoAround
description to
match pilot's
handbook.
DATE
FAA
APPROVED
6/4/92
1-3
Revised
Minimum Flight
Crew Operating
Limitations
8/6/99
11/6/03
Part I
Loa of Revisions
supplement S-38
FLIGHT MANUAL
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page. A vertical bar
next to the page number indicates the page has been retyped with no significant
changes.
REVISION
NO.
PAGES
REVISED
REMARKS
equipment ;or
dual Pilot IFR
operations
DATE
FAA
APPROVED
-BE
FLIGHT MANUAL
Part 1, Section I
operating Limitations
supplement S-38
SECTION I
OPERATING LIMITATIONS
Limitations specified in the Sikorsky S-76A Flight Manual and Supplements in
use remain applicable. Operation of the SPZ-7600 system does not relieve the
flight crew of the responsibility to monitor and comply with all aircraft and engine
limitations. The RFM and supplement limitations are complemented by the
following limitations:
2.
Part 1, Section I
O~eratinaLimitations
s;lpplem&t S-38
FLIGHT MANUAL
To be eligible for operations under IFR, the following equipment must be installed
and operating, in addition to any other instrument or equipment which may be
required by Federal Aviation Regulations:
1.
2.
Two DC generators
3.
FAAAPPROVED
ROTORCRAFT
FLIGHT MANUAL
SUPPLEMENT
S-52
REVISION NO. I
SIKORSKY
MODEL
S-76A
PART I
HONEYWELL DATA NAV Ill
Sikorsky
A United Technologies Company
Approved by:
Date of Approval:
october 11,1990
Date of Revision:
July 2, 2003
Part 1
Introduction
Supplement S-52
FLIGHT MANUAL
INTRODUCTION
FLIGHT MANUAL
Part 1
List of Effective Paaes
Supplement S-52
PART 1
LIST OF EFFECTIVE PAGES
PAGE
DATE
REV. NO.
Part 1
Log of Revisions
Supplement S-52
PART 1
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page. A vertical bar
next to the page number indicates the page has been retyped with no significant
changes.
REVISION
NO.
PAGES
REVISED
REMARKS
DATE
All
Reissued supplement.
7/2/03
FAA
APPROVED
Part 1
Table of Contents
Supplement S-52
FLIGHT MANUAL
PART 1
TABLE OF CONTENTS
SECTION
PAGE
OPERATING LIMITATIONS.............................................
1-111-2
II
NORMAL PROCEDURES.............................. .. .
2-112-2
111
EMERGENCY PROCEDURES........................................
IV
. ...
3-113-2
4-114-2
AHK@BN~~~E
FLIGHT MANUAL
Part 1, Section I
Operating Limitations
Supplement S-52
SECTION I
OPERATING LIMITATIONS
No change
Part 1, Section
Afl~rn~~rnflE Normal
Procedures
II
FLIGHT MANUAL
Supplement S-52
SECTION I1
NORMAL PROCEDURES
The Data Nav Ill controller shall select the user-programmable checklist (Norm &
EMER), weather, or the long range nav data to the radar indicator. Refer to the
Data Nav Ill pilot's operating manual for operation instructions.
FLIGHT MANUAL
Part I,
Section Ill
Emeraencv
" .Procedures
Supplement S-52
SECTION Ill
EMERGENCY PROCEDURES
No change
SA 4047-76-1
A FLIGHT
~ ~ rMANUAL
n~~rnflE
Part 1, Section IV
PeMmance Information
Supplement S-52
SECTION IV
PERFORMANCE LIMITATIONS
No change
SA 4047-76-1
FAA
ROTORCRAFT
FLIGHT MANUAL
REVISION NO. 29
SIKORSKY
MODEL
S-76A
PART 2
SYSTEMS DESCRIPTION,
LOADING INFORMATION,
NOISE ABATEMENT, AND
CRUISE PERFORMANCE DATA
Sikorsky
A United Technologies Company
Date of Issue:
NOVEMBER 21,1978
Date of Revision:
November 4,2002
h FLIGHT
f f ? MANUAL
~mflE
Part 2
List of Effective Pages
PART 2
LIST OF EFFECTIVE PAGES
PAGE
A
6
C
D
E
F
G
H
J
K
L
M
NIP
I
ii
iii
iv
v
vi
vii
viii
viiiA
ix
X
xi
xii
1-1
1-2
1-2A
1-26
1-2C
1-2D
1-2U1-2F
1-3
1-4
1-5
1-6
1-6A
1-7
1-8
DATE
11/4/02
17/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
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11/4/02
11/4/02
11/4/02
2/22/85
2/22\85
6/29/84
7/26/82
7/26/82
7/26/82
Deleted
11/4/02
11/4/02
3/2/89
3/2/89
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
11/4/02
6/28/84
7/26/82
7/26/82
6/28/84
7/26/82
7/26/82
2/21/7 9
NOVEMBER 21,1978
Revised November 4,2002
REV. NO.
Part 2
List of Effective Pages
3 FLIGHT
~ ~ MANUAL
m~~rnflE
PART 2
DATE
REV. NO.
5115/92
1117/83
5115/92
6/28/84
6/28/84
2/22/85
11/21/78
11/21/78
9/7/90
6/28/84
8/27/79
7/26/82
5/ 15/92
8/27/79
5115/92
2/22/85
2/22/85
2/22/85
3/2/89
3/2/89
9/7/90
7/26/82
7/26/82
5115/92
5115/92
2/22/85
5115/92
5115/92
7/26/82
7/26/82
1/17/83
5115/92
6/28/84
2/22/85
Deleted
Deleted
2/1/79
7110187
3117/86
28
18
28
20
20
22
Basic
Basic
27
20
7
16
28
7
28
22
22
22
26
26
27
16
16
28
28
22
28
28
16
16
18
28
20
22
22
22
3
25
24
Part 2
k ' ! 8 f f ~ ~ ~ f List
l of~ Effective Pages
FLIGHT MANUAL
PART 2
LIST OF EFFECTIVE PAGES (Cont.)
PAGE
DATE
REV. NO.
20
21
21
20
13
13
13
20
16
16
13
13
Basic
Basic
5
27
25
25
Basic
25
Basic
28
28
11
16
16
20
18
20
18
18
16
16
6
15
11
16
16
10
FLIGHT MANUAL
PART 2
LIST OF EFFECTIVE PAGES (Cont.)
PAGE
DATE
-
REV. NO.
10
10
10
23
23
23
Basic
Basic
Basic
10
10
26
26
26
26
26
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26
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26
26
10
10
10
10
Basic
Basic
Basic
1
Basic
16
Basic
NOVEMBER 21,1978
Revised November 4,2002
h
ff!@!~~
FLIGHT MANUAL
SA 4047-76-1
Part 2
List of Effective Pages
PART 2
LIST OF EFFECTIVE PAGES (Cont.)
PAGE
DATE
REV. NO.
2-36
2-36A
2-37
3-1
3-2
3-3
3-4
3-5
3-6
3-7
3-8
3-9
3-10
3-11
3-12
3-13
3-14
3-15
3-16
3-17
3-18
3-19
3-20
3-21
3-22
3-23
3-24
3-25
3-26
3-27
3-28
3-29
3-30
3-31
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3-33
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3-35
3-36
4112/79
6/6/80
119/79
6/6/80
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5114/85
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5/14/85
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10
10
10
10
10
10
10
10
10
10
10
10
10
10
NOVEMBER 21,1978
Revised November 4,2002
FLIGHT MANUAL
PART 2
LIST OF EFFECTIVE PAGES (Cont.)
Part 2
Log of Revisions
FLIGHT MANUAL
PART 2
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page.
REVISION
NO.
PAGES
REVISED
REMARKS
DATE
1/9/79
1-12A
1/17/79
211/79
2/21/79
3/16/79
4/12/79
--
~-
Added EAPS.
8/27/79
1-16C, 1-17
-
- -
-- -
12/20/79
5/22/80
NOVEMBER 21,1978
Revised November 4,2002
Part 2
Loa
" of Revisions
-
FLIGHT MANUAL
PART 2
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page.
REVISION
NO.
PAGES
REVISED
REMARKS
DATE
I0
v v iv ix I
1-62, 1-63, 1-64,
1-65, 1-66, 2-1,22,2-2A, 2-8,2-9,
2-27,2-28, 2-28A,
2-28B, 2-36A, 3-1,
3-2,3-3.34.3-5.
3-6, 3-7.3-8, 3-9.
3-10,3-11, 3-12,
3-13, 3-14, 3-15,
3-16,3-17-3-18,
3-19, 3-20, 3-21,
3-22, 3-23, 3-24,
3-25, 3-26.3-27.
3-28.3-29,3-30,
3-31, 3-32, 3-33,
3-34, 3-35, 3-36,
3-37, 3-38,3-39,
3-40, 3-41, 3-42,
3-43.344.3-45,
3-46, 347,348,
3-49
Added hoist.
11
10114/80
12117/80
FLIGHT MANUAL
Part 2
Log of Revisions
PART 2
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page.
REVISION
NO.
PAGES
REVISED
13
3/24/81
14
Increased maximum
gross weight to 10, 300
pounds.
11/2/81
15
11/16/81
REMARKS
NOVEMBER 21,1978
Revised November 4,2002
DATE
Part 2
Log of Revisions
A//rn~~rnflE
FLIGHT MANUAL
PART 2
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page.
REVISION
NO.
16
PAGES REVISED
i. ii, iii, iv, v, vi, vii, viii. ix, x, xi, 1-2, 1-2A, 1-2B, 1-2C,
1-4, 1-5, 1-6A, 1-7, 1-12, 1-16, 1-16C, 1-16D, 1-19,
1-20, 1-22, 1-23, 1-24, 1-25, 1-26, 1-27, 1-28, 1-29,
1-30, 1-38, 1-39, 1-40, 1-44B, 1-44C, 1-49, 1-54A,
1-55, 1-56, 1-56A, 1-59, 1-60, 1-64, 1-65, 2-21, 2-34
REMARKS
Added
Acceleration Bleed Valve
Emergency Lighting
Droop Compensator Amplifier Description
DC Generator Hot Caution Lights
Revise
Table of Contents
List of Illustrations
Sliding Doors
Collective Pitch Lever
Cyclic Control Stick Trim
Flotation System
Heating and Ventilating
Rotor Brake Switch Pressure
Figures
Center Console
Collective Stick Grip
Fuel System
All Circuit Breaker Panels
DC Electrical System
AFCS Phase Ill Control
Utility Hoist
Engine Oil and Windshield Washer Fluid Weight
CautionIAdvisory Panel
Pilot's Compartment
Master Switch Panel
Fuel Gage Test and Ni/Ts Digital Panel
NOVEMBER 21,1978
Revised November 4,2002
DATE
7/26/82
Part 2
Log of Revisions
FLIGHT MANUAL
PART 2
LOG-OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page.
--
REVISION
NO.
PAGES
REVISED
REMARKS
DATE
17
Added SECION IV on
Noise Abatement.
9/27/82
18
1/ I 7/83
19
Added SECTION V on
cruise performance data
with fuel requirements.
3130183
20
Revised engine
description, T5 indicators,
rotor brake switch, DC
power system, PBA,
flotation system, ECU,
and editorial corrections.
6/28/84
21
6/29/84
--
NOVEMBER 21,1978
Revised November 4,2002
Part 2
Log of Revisions
FLIGHT MANUAL
PART 2
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page.
REVISION
NO.
PAGES
REVISED
22
i iii v I , x I
1-13, 1-16, 1-19,
1-20, I-20A. 1-208,
1-21. 1-25, 1-26,
1-26A, 1-27, 1-28,
1-34, 1-49
2/22/85
23
2-3,2-4,2-5, 3 4 ,
3-5, 3-6, 3-7, 3-8
Increased maximum
gross weight to 10,500
pounds.
5114/85
24
3117/86
25
7110187
26
i x x x i x i 1-16,
1-20B, 1-21, 2-10,
2-11, 2-12, 2-13,
2-14, 2-15, 2-16,
2-17, 2-18, 2-19,
2-20, 2-21, 2-22,
2-23, 2-24, 2-25,
2-26
3/2/89
27
9/7/90
REMARKS
DATE
AIMBS~M~:
FLIGHT MANUAL
Part 2
Log of Revisions
PART 2
LOG OF REVISIONS
The revision date is shown at the bottom of each revised page. A vertical bar on
the outer margin indicates the latest revised portion of each page.
REVISION
NO.
PAGES
REVISED
28
Deleted electronic N2
overspeed.
5115/92
29
Updated Table of
Contents and List of
Illustrations. Added
Guidelines for Passenger
Boarding and Exit, Cargo
Loading and Ground
Operations with Engines
andlor Rotors Turning.
Revised Noise
Abatement procedures.
11/4/02
REMARKS
NOVEMBER 21,1978
Revised November 4.2002
DATE
NIP
FLIGHT MANUAL
PART 2
TABLE OF CONTENTS
PAGE
LIST OF EFFECTIVE PAGES............................................................
LOG OF REVISIONS ........................................................................
A
G
SECTION
I
DESCRIPTION .......................................................................
1-1
GENERAL DESCRIPTION.......................................................
1-1
1-1
1-1
1-28
1-26
1-2C
1-2C
1-2D
1-20
1-2E
1-2E
1-6
1-6
1-6
1-6A
1-6A
1-12
1-12
1-12
1-12
1-12A
1-1%
1-13
1-13
1-13
1-13
1-14
1-14
Part 2
Table of Contents
FLIGHT MANUAL
PAGE
Part2
Table of Cantents
FLIGHT MANUAL
F-mL LEVERS
----.,.- ENGINE PRLME m C H E
FUEL QUANTITY DiDICATOR..
...
F'uel Gage Test Button .........
FUEL LOW
LIGHTS
LEVEL CAUTION
,.,...........,......,.
EIZCI'RTCAL
- SYSTEM .............
m C U r r BIZEAKEEt PANELS.. ,...
DC POWER SUPPLY SPSTEM.. -.
.
No. 1 and No. 2 St;uter
......,...........
Generator Switches .........
G e n W Test Switches,. .
Generators
,,
..
...................
.. ,.....
3 a t b - y SWifEh.. ,, ,,
BatteryHotWarniug Light...
..
Power ...............
Part 2
Table d Cantents
F U M MANUAL
PAGE
SECTION
AC POWER EXIFPLY m
ERATOR SPSTEM) ..
M (AC GEN-
. ..... .........
,
.......
......
......
.........................,
Inverter Switch .................
Inverter Fail Light ..............
Invertex On Advisory Light.. .....
Inverter
m D-ON
EELATOR SYSTEM)
AC P
(AC GEN-
. ....,...........
,
.. .............
MAIN ROTOR FLIGHT CONTROIS .....
Collective Pitch Lever ............
FLIGHT CONTROL
.- ...,
Pitch Bias AetrJator ...,.... .......
ClPlznneiMnnitarswiteh .........,
,
.....
. ...............
TALROTORXUGET CONTI#)LS
a
COLIZCI?VETOYAW COUPIJlG.....
SELF-cE24-G
TAIL ROTOR
COrJTRoL QUAI)-
..........- .-
Part 2
Table of Contents
NGHT MANUAL
PAGE
-....,.,,--.-.........-. .........
..
SYsI'EM
1-40A
CS P
P
.
1-41
n
.............
...................,...
......... ...
.............
............
AT'LTTITDE RETENTION..
YAWCHANNEL
AFCS CONTROL PANEL..
AFCS INDICATOR PANEL
AFCSCIRCUrrBREAKERS
1-43
1-43
1-43
144
1-44
.......... .....
144D
1-45
145
- 0 . .
. .. . ...
............................
PrruT STATIC SYSTEM.. ........- ....
Pftot Heaters ......................
mRUMENTS
1-46
1-46
1-46
1-46
Part 2
Table of Contents
FLIGHT MANUAL
PAGE
........
STANDBY COMPASS ..,,... ..........
FREE-AIR TEMPERA=
GAGE .....
TAIL CONE STATIC STSTEM..
,
. ........... ..
................
............
C-14A COMPASS SYSTEM (OPTIONAL).
Atti-
Indicators. ,
Directional Gyms..
Turn and Slip Indicators
..................
- ...
........
WHEEL BRAgE SYSTEM ...................
CAUTION-ADVISORY
PANEL ... ........ ..
MASlcER WARNING PANEL.. ...-.
..........
,
..............
PositionLights .-........,.........
Anti-collisim Lights ... ...........
Cantrallable SeamUght ............
ExrEmOR LIGHTS..
0..
........
......
..
mInstsmnent Ligm.. .
N o n - U t IustTument Lights..
Lower Console Lights . ,
...
..,...
.. . ....,....
- 0 . .
Part 2
Table of Contents
NGHT MANUAL
TABLE OF COmENTS ( C o d
SE (TION
PAGE
ox,
..................
..,,..........
B a g g e Compartment Lipht .........,
EMERGENCY EQUIPMEET AND SYSTEMS .....
ENGINE
DETECTOR S l S I Z M ......
F i e Detector Test Switch ......... . ...
ENFIRE EXTINGmSBER SYSTEM.. .
Engine T-Handles ....................
: Utility hght..
Cabin Domt
1-53
1-53
1-53
1-53
1-54
-............ 1-54
FireExUquisher Wikh.,
Fire -her
Test h i t c h and
Indicator Ligws
.....................
1-54
....
Inr3icatorLigWs
r...........,
..,..........1-56A
1-56A
...,,..,......... 1-56A
.........,,,.....b56B
Part2
Table of Contents
FLIGHT MANUAL
PAGE
SECTION
mSBIELDWIPER
.....,........-.
...;.........
.............
1-58
1-59
1-59
......................... .
1-60
m S B I E L D WASEEEL..
WINDSHIELD HEATER..
CARGO ROOK
....... .........-.
1-60
p~
~-
.
........ ..
. .
.. ..... .
Power Switch
Li@
viii
1-60
1-62
1-62
1-62
1-62
1-62
1-63 '
1-63
1-63
1-63
rae-
1-60
1-60
.-......,.....-.....-...--1-63
........... .
s~vitche~.
Part 2
Table of Contents
FLIGHT MANUAL
TABLE OF CONTENTS (Cont)
SECTION
PAGE
2-1
MP W I HTAN
LOCATION................................................................................
2-1
I OAnlNG INSTRUCTIONS......................................................
LOADING INFORMATION - UTILITY HOIST LOADS ............
C
D
1
.
CENTER OF GRAVITY LOCATION.........................................
LOADING INSTRUCTIONS......................................................
NOISE ABATEMENT..................................--.........-..................
NOlSF ABATEMENT PROCFf3URFS.....................................
General Procedures Recommended to Minimize
Acoustical I m ~ a c.....................................-.............,...............
t
Ap~roachProcedure................
..................................
Take-Off Procedure ...............................................................
Enroute Procedure............................. . ..................................
.
.
.
.
NOVEMBER 21,1978
Revised November 4,2002
Part 2
List of Illustrations
FLIGHT MANUAL
LIST OF ILLUSTRATIONS
FIGURE
TITLE
Recommended Personnel Exit and Approach .................
Sliding Passenger Door Open Lights ...............................
Three View Dimensional Diagram....................................
Pilot's Compartment (Typical) .........................................
Center Console (Typical)................................................
Engine Control Quadrant..................................................
Cyclic and Collective Stick Grips ......................................
Instrument Panel -Typical VFR Configuration................
Instrument Panel .
Typical IFR Configuration .................
Fuel Flow and Fuel Totalizer Indicators ...........................
Engine Starting System ....................................................
Master Switch Panel. Typical (Aircraft Serial Numbers
760331 and Prior) ..........................................................
Engine Air Particle Separator System (EAPS).................
Auxiliary Circuit Breaker Panel.........................................
Master Switch Panel. Typical (Aircraft Serial Numbers
.
.
...................
760332 and Subsequent) ......................
Manual Rotor Brake Master Cylinder ...............................
Fuel System ......................................................................
Fuel Crossfeed Operation ................................................
Engine Prime....................................................................
Fuel Quantity Data ...........................................................
Fuel Gage Test and N i K s Digit Light Switch Panel ........
Upper Circuit Breaker Panel. DC Primary Buses Typical AC Generator System (Aircraft Serial Numbers
760270 and Subsequent) .................................................
Upper Circuit Breaker Panel. DC Primary Buses Typical AC Generator System (Aircraft Serial Numbers
760001 thru 760269) ........................................................
Lower Circuit Breaker Panel - DC Essential and AC
Buses - Typical AC Generator System (Aircraft Serial
Numbers 760270 and Subsequent) .................................
Lower Circuit Breaker Panel - DC Essential and AC
Buses -Typical AC Generator System (Aircraft Serial
Numbers 760001 thru 760269) ........................................
DC Electrical System........................................................
AC and DC Generator Overspeed Test Panels ...............
Deleted .............................................................................
NOVEMBER 21.1978
Revised November 4. 2002
PAGE
Pan 2
9~m~~m/dE
List of lllusmtions
FUGHT MANUAL
FIGURE
NUMBER
TITLE
PAGE
NOVEMBER 2 1. I978
Revised March 2.1 989
3-5
3-6
3-7
3-8
Pan2
&~mm/~dE
FLIGHT MANUAL
~ i sof
t Illustrations
PAGE
-....
xii
FLIGHT MANUAL
Part 2, Section I
Description
Four doors, two on each side of the fuselage, are provided. Entrance to the
pilot's compartment and the first row of passenger seats, when equipped with the
standard three rows of passenger seats, is through the left and right forward
doors. Entrance to the second and third rows of passenger seats is through the
left and right aft doors.
GUIDELINES FOR PASSENGER BOARDING AND EXIT. CARGO LOADING
AND GROUND OPERATIONS WITH ENGINES AND/OR ROTORS TURNING
Turning rotors represent considerable hazard to any persons in their vicinity.
The best method for prevention of rotor strike incidents are training of flight and
ground crew and effective briefing of passengers. Because well-trained and
briefed persons can become preoccupied and helicopter operations may involve
areas where access control is limited, special attention must be given to the
particular capabilities and characteristics of the S-76 whenever the engines
andlor rotors are turning.
MAIN ROTOR CLEARANCE
The minimum clearance of the main rotor at 107% Nr and flat pitch is nominally 8
feet at the front of the helicopter. This clearance, while normally sufficient for
safe approach and departure can be reduced significantly by a number of
NOVEMBER 21,1978
Revised November 4,2002
Part 2, Section I
Description
FLIGHT MANUAL
factors. These factors include control position, rotor speed, winds, and terrain
variation.
ENTER
=wiA
NOVEMBER 21,1978
Revised November 4,2002
SA 4047-76-1
~///~RHK(~Y/TE
2,
Part
FLIGHT MANUAL
Section I
Description
1-2A
Part 2, Section I
Description
9.
FLIGHT MANUAL
HINGED DOORS
Outside door handles, at the aft end of each door are lifted to open the doors.
Inside door handles are at the rear of the forward doors and at the front and rear
of the aft doors, for convenience from either row of seats. The inside handles are
pulled aft to open the doors. Safety lockpins in the top aft corner of the doors
prevent accidental opening of the doors from inside the passenger compartment.
After the doors are closed and latched, the safety lockpins are engaged by
pressing lockpin buttons below the window frame of each door. Engagement can
be visually checked by observing that the bottom of the lockpin moves upward
into the frame (no red showing). Before opening a door from the inside, the
lockpin must be retracted by pulling up the lockpin button. When the door is
opened from the outside, the lockpin is retracted when the door latch is lifted.
Electric Door Locks
1,
'!I
I!
CAUTlONlADVlSORY PANEL
Figure 1*A.
I
INSTRUMENT PANEL
NOVEMBER 21,1978
Revised November 4,2002
FLIGHT MANUAL
Part 2, Section I
Description
Two Allison Gas Turbine 250-C30 or 250-C30S engines, rated to 650 shaft
horsepower each, are mounted aft of the main gear box. The power turbine of
each engine is connected to the main gear box with separate input shafts. The
main gear box input shafts contain the freewheel units. The engine fuel control
unit regulates power output by controlling gas producer speed. Gas producer
speed (NI) is established by the power turbine governor which senses power
turbine speed (N2) change in response to load (collective stick position). A
collective bias system minimizes N2 (and rotor) speed changes through variable
power requirements. The DCA (Droop Compensator Amplifier) minimizes rotor
RPM droop during large power demands from low power setting (e.g. power
recovery autorotation). The DCA is armed when N1 is below 75%. When a large
power demand is made (increasing collective more than about 1 inch-perNOVEMBER 21,1978
Revised November 4.2002
Part 2, Section I
Description
FLIGHT MANUAL
second), the DCA forces the collective bias meter of each engine to the upper
limit and closes the heaterlECU bleed valves. These two actions result in quicker
engine response with less transient rotor droop. Either of the two DCAs will
cause both engine collective bias motors and bleed valves to respond. The
collective bias motors and bleed valves will reset upon completion of the
transient condition. The collective bias systems for the No. 1 and No. 2 engines
are connected to the No. 1 dc primary and No. 2 dc primary buses, respectively,
by circuit breakers marked CLTV BIAS. The DCAs are powered through the
CLTV BIAS circuit breakers. Ice protection is provided by a bleed-air anti-icing
system. An air particle separator to protect against FOD is optional. The engines
are started electrically using starter-generators.
NOTE
When the helicopter has been operated in a corrosive
atmosphere, such as salt water spray, ensure that an engine
wash is performed.
ENGINE RATINGS AND RECOMMENDED USAGE
The model 250-C30 and 250-C30S engines are FAA certified to the limits
defined in Figure 1-5 of Part 1. However, in order to conform to the engine
manufacturer's warranty policy and to prolong engine life, power settings should
be limited to 694C T5 (Normal Cruise Power) in lieu of maximum continuous
power except as required to accomplish the following operations and checks:
takeoff, landing, and hover (power levels up to 768C T5 for up to 5
minutes)
actual OEl (not to exceed 826C Ts, for 2% minutes; and 798C T5
for 30 minutes)
power assurance checks as defined in SECTION II, NORMAL
PROCEDURES
fuel control limiting check as described in the S-76 Flight Check
Procedures Manual
conditions where power required to prevent aircraft damage or
personal injury exceeds that provided by normal cruise power
The highest values of torque and T5 conforming to the engine manufacturer's
warranty policy for continuous operation are the normal cruise values shown
below. The region between normal cruise power and maximum continuous
power is defined by the green and white arcs on the torquemeter and T5 indicator
and by the green and white light on the digital Ts repeater.
ENGINE FUEL SYSTEM
Fuel from the aitframe fuel system is initially down into the low-pressure chamber
of the jet inducer by the high-pressure gear stage of the fuel pump. Bypass
return from the high-pressure stage of the fuel pump to the jet inducer nozzle
NOVEMBER 21,1978
Revised November 4,2002
SA 4047-76-1
A~R~~B~BEM~~K
Part 2, Section
Description
FLIGHT MANUAL
induces secondary flow and increases fuel pressure to 15 to 25 psig. This low
pressure fuel from the jet inducer then passes through a filter and enters the
high-pressure gear stage of the fuel pump. Fuel under fuel pump pressure is
then delivered to the gas producer fuel control. The gas producer fuel control
meters fuel to the combustion section as required, to produce a constant power
turbine speed at the power required by the rotor and drive system. The power
turbine speed selected with the N2 trim switches is automatically maintained by
the power turbine governor's action on metered fuel flow to the gas producer.
The overspeed protection system prevents N2 from exceeding safe limits by
reducing fuel flow the gas producer to a minimum, if an overspeed should occur.
ACCELERATION BLEED VALVE
A bleed valve on the front of the engine compressor scroll is programmed to
unload the compressor during certain conditions to protect against engine
acceleration surges or stalls. The valve is scheduled through compressor
discharge air pressure and electrically sensed engine inlet air temperature. At
inlet temperature above 15"C, the valve is closed for all engine operating
conditions. Below 15"C, the valve is open up to about 83% NI and closes at
higher power. Because the valve is closed by compressor discharge pressure,
the exact NI at valve closing will depend on the operating altitude, with higher
closing NI at higher altitudes. Because of differences in bleed valve schedules
between engines, a mismatch of engine T5 might be noted under certain cruise
conditions, especially at 12" to 15C OAT.
ENGINE OIL SYSTEM
Each engine has an independent dry sump oil system with separate oil coolers
and tanks between the engines. Oil capacity is about 1.25 US. gallons (1.04
Imperial gallons or 4.73 liters) per tank. Oil flows from the tank to the enginedriven oil pump, which distributes oil under pressure to lubricate the various
components of the engine. An oil filter, filter bypass, and a pressure regulating
valve are incorporated into the system. Magnetic chip detectors, installed at the
bottom of the engine accessory gear box and at the engine oil outlet, light a
caution light when metallic chips are detected. A dual gage on the instrument
panel indicates oil temperature and pressure, and a caution light indicates low
pressure. An engine oil pressure torque sensor is used as a means of indicating
engine output torque.
NOVEMBER 21,1978
Revised November 4.2002
Part 2 Section I
-
Description
FtKiCCT MANUAL
1-3
NCHT MANUAL
AFCS
INDICATOR
PANEL
AFCS NO. 2
KTROL
/W
PANEL
/ PARJUNG BRAKE
HANDLE
NOVEMBER 2 5 1978
Revised July 26, 1982
1-5.
E N G m CONTROLS
EngiPe Levers
No. 1and No. 2 engine levers on the engine control qrr;rdrant (Figare 1-41 are
connected to the fgel control by mechanical linkage. The quadrant has three
marked positions, OFF, IDLE, and FLY. Detents at each positian indicate
proper positioning of the lever. The enpine lever schedules fuel flow and
gas producer speed in the OFF to GFtD IDLE range, and establishes the N1
speed limit for W m n engine power in the FLY position. In addition to
the mannal positioning of the lever, it will also be moved aft to OFF when
the respective fire-her
T-handle is pulled. A starter button is in
the grip of each lever.
N2 Speed Trim Switches
No. 1and Xo. 2 engine N2 speed trim swEtches on the grip of the collective
pitch lever (Figure 1-5) m used to establish ihe desired power turbine speed
and t o match engine torques.
is a&omatically maintained by the power
turbine governor's action on metered fPel to the gas producer. The switches
are marked ENG TEUM 1and 2. To increase N2, the switch is moved
to + (fwd); to deczease N2, the switch is moved to (aft). Trim range
(full aft to full fomard) is about 96% N2 to 107%N2. If copilot's controls
are izrstalled, the pilot's switch w i l l override any input from the capilot's
switch. A collective bias actuator and a collective pitch signal zesponds
to collective slick movement and resets the N2 governor to mainlab a
canstantrotorrpmasestablishedbythe~speed.trimwllencollective
pitch is increased o r decreased. The No. 1and No. 2 engine N2 speed trim
Part 2 Section I
Desc*tioo
RIGHT MANUAL
Toquemeter
A dual torquemeter marked PER*
TORQUE has pointes marked 1 and
2, which indicate No, 1 and KO. 2 engine t o m OUQUL. The torquemeter
sensing system, within the engine accessory gear
provides a hykwdic
signal which is directly proportional to torqtie outpt. This signaf is tansmi.tted electrically to the torquemeter on the instrrrment panel. The electrical circuits for *.No. 1 and KO. 2 engine torquemeters are connected
to the No. 1 and No. 2 dc primary buses respectively, by circuit breakers
marked TORQ.
-2
Section1
Description
w
CYCUC mtK GRIP
Frgr~e1-5,
NO21, 1978
Rwised FEBRUARY21, 1979
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
1 1.
12.
1 3.
14.
15.
16.
17.
17A.
10.
19.
20.
21.
22.
23.
21.
25.
26.
27.
28.
29.
30.
3 1.
32.
33.
34.
35.
36.
37.
30.
39.
40.
41.
42.
43.
44.
45.
46.
15 INDICATORS
NOTE
ALL COPILOT'S INSTRUMENTS ARE OPTIONAL
V,
?'
Part 2 Section I
Description
FUGHT MANUAL
--
Fi,aure
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
1 1.
12.
13.
14.
15.
16.
17.
18.
19.
20.
20A.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39,
40.
4 1.
42.
43.
44.
45.
46.
47.
49.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
NOTE
ALL COPILOT'S INSTRUMENTS ARE OPTIONAL
Part 2 Section I
DescriDtion
----~Z
FLIGHT MANUAL
F U M MANUAL
Part2SectimI
Description
Two fuel pressure Micators marked FUEL PRESS-PSIX 10, indicate fuel
pressare at the fuel filter assembly. The No. 1 engine fael pressare indicator is connected to the No. 1 dc primarp brrs by a circait breaker marked
FUEL PRESS. The No. 2 engiw fuel pressare indicator is cannected to the
No. 2 dc primary bus by a circuit breaker marked FUEL PRESS.
On some heiicopters, fi& flow indicators and a fuel tatalizer are installed
on the instramat panel in lieu of foel pressnre gages, This system indiCafgb the rate at which fuel is being consumed and the total feel.zemaining
inthefueltanlrs. Flowmetersinthemainfuellinetoeacheaginec~
turbine wheels which rotate at speeds proportional to the pulse signals that
are directly proportional to the volume of fuel flow. These pulses are cmditioned by a computer auit into a signal whi& drives the fuel flow indicators
(one per engine) on the instrmnent panel. The dial of each f u e l . h .indicator is marked FUEL FLOW, LBS/HR. The pulses are also combined by
the computer unit to drive a tatalizing indicator ahich reflects the fuel re-inthefuelsystem,
Thgdialofthefueltoblizerism&&FUEL
REbdAIMNG POUNDS. The tatalizer is inaccmate if one or krth flowmeters are inopeative. Four preset switches an the face of the f&
totalizerindicatorareosedtosetthetatalf&qoantitycontainediathe
fuel tasks as indicatedon the dnal fwd qrrarttfty gage. Eachpresetswitch is
pressedinasaEtenaszeqPired~~digTtsanthe~t4talizerinditate
totalipel, EachclicBofthepresetswitchsmovestheapplicaUemrmber~
a r t 2 Section I
Descriufion
Engine O i l Pressare/Temperatur&Indicators
Two dual indicators indicate engine oil pressure, as regdated by the oil
pump and pressare revalve, and engine oil inlet temperature. The
dial of each i s marked ENG OIL, X 10. The left scale is marked T (temperatPre)a t h e rightscale i s marked P (pressure). The Bio. 1 engine pressure
t e m p e m indicator is connected to the No. 1dc primary bus by circuit
breakers marked OIL-TEMP and PRESS. The Bio. 2 engine pressmet e m p e m indicator is connected to the No. 2 dc primary bus by the circuit breakers marked OIL-?TEMP and PRESS
P;ut2SectionI
Description
Engine Bleed-&
Advisory Light
The EM; BIZED AIR advisory Light on the cautim-acivisory panel (Figme
1-25] will go on when any of the systems wing compressor discharge air
ate operating. Systems usiug compressor discharge air are; the engine
air particle sepaator system, cabin heater, and eavironmental control
systgm.
(Figpre 1-8)
m.
ofthe idlet
Hot compressor discharge air is used for --ice
guidevanesandfmntbearingsupport~. &-=tube,
colme-d
to the compressor section, carrigs hot air forward and into the hollow
campressor inlet guide vanes. The spstgm is controlled by a solenoid-
Part 2 Section I
Description
,
DC ESSENTIAL
BUS
NO. 1STARTER
BUlTON
NO. ISTARTER
CONTROL
RELAY
1 IGNITION^
NO. 1
EXCITERS
,
-
NO. 1ENGINE
START
CONTACTOR
DC INPUT FROM
BATTERY. EXTERNAL
POWER OR DPWSTTE
GENERATOR
MASTER
NO. 2 STARTER
BUTTON
NO. 1STARTER/
GENERATOR
1-15
Parf 2 Section I
Description
FUGHT MANUAL
TEST
PiTOT HEAT
CO -PILOT
PILOT
EXT
POWER
E R@
ON
sRcH,
OFF
EAPS
ON
ON
ON
STOW
RESET
;6~6
HEATER
CO.PILOT
PILOT
RESET
MASTER
START
@ i:iE!
ON
RE L
ARMING
6 y5
116
; ;69
ANTI COLL
POSITION
WASHER
WIPER
SLOW
OFF
OFF
OFF
n s n - s s ~ a g( c c ~ )
NOVEMBER 21,1978
Revised September 7,1990
Switches
?tPo switches on the master switch panel (Figure 1-9) marked ENG ANTIICE No. 1 No. 2 have marked positions ON and OFF. Each switch cantrols the solenoid valve in the engine anti-icing air tube of the corresponding engine. ON provides anti-icing by opening the vafve (deenergizing the
solenoid). OFF closes the valve (energizing the solenoid).
Lights
NOTE
Some helicopters may bave both thg engjne anti-ice
systems anci EAPS installed. *these helicopters
EAPS may be used as described in the following
paragraphs when the --ice
systems are off. When
the engine &-ice systems arein use, EBPS is arrtb
maiuxlly Switched cng however, the EAPS swftch,
the EAPS c;mtion and the EAPS advisory lights
domtamctiaa T h e a n t i - i e e ~ w l i g h b d t h e
anti-iceacb5mxy~wXlimiicaeproper~pea-
~OfbaththeEBPSancianti-icesyskms.
ENGINE AIR PARTICLE SEPARATOR (EAPS)
Part2 Section1
Description
FLIGHT MANUAL
foengine c o m p r b e n t
and is totally enclosed by the engine
inlet cowl. The EAPS is acylindricalassembly incorporating miniatwe
vortex'tubes arraaged radially between an inner aud oater wall .that form
the scavenge chrcting. At the forward end, the EAPS has an inlet
and
i bypass doors that are opened and dosed by an eagine bleed-air operated
actaator. When in the filter mode (EAPS-on) the duskladen air enters the
vortex tubeswberea s w i r l is imparted to the air. The solid particles a r e
centriluged to the outer wall and pass into the scavenge ducting together
with a qoantity of ai.r equal to 8% of the engine air flaw. The scavenge
blower is mounted in the Wet cowl together with the overbaard durting.
The blower, pawered by the ac generator, induces the scavenge flaw and
duxups it overboard along with the solid particles. The clean air passes
through an exit diffuser aud fnto the engine.
TheEAPS~ligfrtonthe~advia>rg~willligjltwhenthe
E A P S s w i t c h i s p h c e d t o O N i f ~ b l g w e r f a i l s t o o p e z a t e ifthebypass
,
doors of either EAPS do not close or if EBPS blockage in the system causes
excessive inlet air pressure loss. The Carrtim Wzt will aLso light ifthe
bypass doors of either EAPS do not open when the EAPS switch is placed
t o off.
Part 2 Section I
Description
FLIGHT MANUAL
"000
ENGINE Al-
/\
iNNO.
\/
'-
NO. 2
I
1
Part 2, Section I
Description
FLIGHT MANUAL
AWI-ICE
CAUTION
LIGHT (YELLOW)
SWlTCH
POSITION
ANTI-ICE ON
ADVISORY
LIGHT (GREEN)
CONDITION
Bleed-air pressure
sensed in anti-ice
system
ON
OFF
OFF
No bleed-air in the
anti-ice system or
simultaneous failure of
anti-ice bleed-air and
snow protection kit
inlet heater
System just turned on
and not up to temperature or failure of snow
protection kit inlet
heater
ionition for takeoff, climb, and landing in falling and blowing snow conditions. The
;witch function is interlocked through the engine quadrant switches such that continuous ignition is disabled when the engine lever is OFF.
ENGINE OVERSPEED PROTECTION SYSTEM
NOVEMBER 2 1, 1978
Revised May 15, 1992
FUGHT MANUAL
Figure 1-9A
Part 2 Section I
Description
Part 2. Section I
Description
FLIGHT MANUAL
TRANSMISSION SYSTEM
The transmission system consists of three gear boxes and associated shafting whi~..
transmit engine torque to the main gear box. Each engine is connected to the main sear
box by freewheel units which permit single-engine operation or autorotation without
drag from the inoperative engines. The main rotor drive shaft, to which the main rotor
system is attached, extends upward from the main gear box. A drive shaft extends aft
from the main gear box to the intermediate gear box at the base of the tail rotor pylon.
Shafting extends up the pylon to the tail rotor gear box which drives the tail rotor. An
accessory drive section at the rear of the main gear box drives the first and second stage
hydraulic pumps, two main gear box oil pumps, the main gear box oil cooler blower,
and the ac generatorTRANSMISSION OIL SYSTEM
Pressure for lubrication of the main gear box is provided by two oil pumps mounted
on and driven by the gear box accessory drive section. Oil is pumped from the sump
of the gear box through an oil filter and then to the oil cooler. A thennostaticallycontrolled bypass valve directs the flow of oil either through the core of the oil cooler
if the oil is hot, or through the bypass line if the oil is cold. The oil cooler blower is
mounted on top of the gear box. The oil filler and oil level sight window are on the
right side of the gear box. The intermediate and tail gear boxes are splash-lubricated
and have no pressure or temperature g%es.
!Main Gear Box Oil Pressureflemperature Gage
A dual indicator marked XMSN OIL X 10 indicates oil pressure at the main gear box
oil inlet port and oil temperature in the gear box sump. The left scale is marked T
(temperature) and the right scale is marked P (pressure). The temperature indicator is
connected to the No. 2 dc primary bus by a circuit breaker marked XMSN TEMP. The
pressure indicator is connected to the No. 1 dc primary bus by a circuit breaker marked
OIL PRESS-XMSN.
Main Gear Box Oil Low Pressure Warning Light
The MAIN XMSN OIL PRESS warning light, on the cautionladvisory panel (Figure
1-25), lights when oil pressure in the main gear box drops below about 14 psi. The
system is connected to the dc essential bus by a circuit breaker marked XMSN OIL
WARN-PRESS.
F'art2 Section1
Description
RlCHf MANUAL
Main Gear
The MAIN XMSN OIL HOT warning light, on the caution adrisorg panel,
goes over about 105*C. The
( F i i 1-25), lights when oil inlet
system is connected to the dc essenkial bus by a circuit breaker marked
XMSNoILwm-mp.
Y!?
ism
Part 2 Section I
Description
F
U
mMANUAL
Master Cylinder
The master cylinder (Figure I-9B)is mounted on the cockpit overhead. It
is ~per&edmanually to provide hydradie pressure to admate the rotor
brake on the main gear bas. The rotor brake is applied by pdlling down
and ppshing forward an the master cy3ixier handle. Two successive
strokes are required to develop the pressure necessary for sbppbg the
rotoreffediveQ. Thelimerequbedto~tberatorsystemcanbecontrow by varying the amount of master cylinder handle applicalion &ring
the second sboke. For normal operation, the totor brake should nut be
applied mrtil rotor speed decreases Mow 65% Nr.
The rator brake receives hydm~Ecpower fram the master cylinder and
acmmuhbr. It consists d two cylinder assemblies morrnted 180 apart,
withtkebmkediscrat;ctirrrgthzorrghtkm. Thebrakedliscisboftedtothe
main gear barrr t a i l bkeoff flange.
Part 2 Section I
Description
NGHT MANUAL
ROTOR m
The rator configrnation is a single main rotor and anti-tome tail rotor.
Both spstems are driven throagh the tansmission, a d blade angles are
controlledtllxnl@theli@~lspstem.
The main rotor cansists of main rator hub bolted to the main rotor drive
sfiaft, fopt main zotor blades, blade dampers, a swashplate assembly,
blades, and a bifikr vibration absorber. The bhdes are e h e d to the
main rotor lxh bg elasbmeric bearings which permit tbe blades to flap
vertically, hunt hotizontdlly, and mtate about their spanwise axis. At low
rator speeds, anti-Oapping restrainers limit the upward movement of the
blade and droop.stops limit the dawnward movement of the blade. Droop
stops release at about 50%to 60%Nr. 'Hpdzrmfic dampers minimize hd5ng
movement of the blades aad prevent shock to the blades when the zotor
Pan 2 Section I
Description
is started or stopped. Flight control inputs are uannnitted to the rotaring biades
through the swashplate. The bifilar vibration absorber, mounted on top of the
main rotor hub, absorbs 3-per-rev and 5-per-rev vibrauons usually transferred to
the aircraft.
Main Rotor Blades
The four main rotor blades consist of a timiurn spar and a Nomex honeycomb
core covered by a fiber glass skin. The leading edge of the biade is proteaed by
titanium and nickel abraion strips. A swept-back tip improves performance and
reduces noise generated at the tip. Grounding of metal fitting and shielding with
aluminum mesh provides lightning protection.
FUEL SYSTEM
(Figure 1- 10)
Each engine has its own complete fuel system which under certain conditions can
be rvnnetted t o the opposite engine by crossfeed vdlves. h c b system is a suctiontype supply system. and both systems operate in a similar manner. Two fuel tanks
NOVEMBER 21,1978
Revised March 2.1989
...~
..-
FLIGHT MANUAL
Part 2 Section I
Description
are mounted side by side beneath the baggage compartment floor. The tank on the
lefr supplies fuel to the No. 1 engine and is gravity-fueled through a filler neck on
the left side of the fuselage. The tank on the right supplies fuel to the No. 2 engine
and is gravity-fueled t h r o u a a filler neck on the right side of the fuselage. Suction
to draw fuel from the fuel tank to the engine fuel control unit is provided by the
engine-driven fuel pump and jet inducer unit. Normal fuel flow is from the tank
t h r o u a the DIR position of the fuel selector valve, through the jet inducer and
filter assembly, and into the high pressure stage of the gear pump. Fuel at pump
pressure is supplied to the g s producer fuel control. A bypass line returns fuel
from the fuel control to the jet inducer and also to the primer line leading to the
opposite engine. The fuel crossfeed system permits both engnes to operate from
either fuel tank, or either engine to operate from the opposite tank. Fuel crossfeed
is used by positioning the fuel system control handles as shown on Figure 1-1 1.
The primer system consists of a primer line extending from the fuel control bypass
of one engine to the crossfeed line leading to the opposite engine. A primer valve is
contained in this line. One e n s n e must be operating to supply primins fuel to the
opposite engine. Engine priming is used by positioning the fuel system control
handles as shown on Figure 1-12. Xormally, engine priming is not needed, since
check valves in the system prevent fuel line drainage back into the fuel tank.
NOTE
Extended running of an engine in DIRECT with the
opposite engine's prime switch at OK and fuel lever at
PRIME or XFEED can result in vent overflow if,tanks are
full.
FUEL LEVERS
The NO. 1 ENG and NO. 2 ENG fuel levers are on the engine control quadrant
(Figure 1-4). The levers are connected by mechanical linkage to the fuel selector
valve in each main fuel line. The quadrant has four positions marked OFF-DIRPRIME-XFEED. Detents on the valve at all positions except PRIME indicate
proper positioning of the lever. OFF closes the fuel line between a fuel tank and its
respective engine but does not close the crossfeed line to the opposite fuel system.
DIR opens the fuel line between a fuel tank and its respective engine. XFEED
opens the fuel lines between this engine and the opposite tank. PRIME, although
not a true valve position, is used if the fuel line leading to one engine has lost its
prime. Fuel under pressure from the opposite engine or through the ground primer
l the evacuated line. The fuel line must be full for the
connection is used to f
suction-type engine fuel pump to draw fuel from the fuel tank. Normally, priming
is not necessary, except possibly after fuel line maintenance. In addition to manual
positioning, the lever will also be moved to OFF when the respective T-handle is
pulled to arm the engine fire extinguisher system.
NOVEMBER 21,1978
Revised March 2,1989
Pan 2 Section I
Description
FUGHT 'MANUAL
rn
PRESS IND
NO. 2 FUEI
PRESS IND
PRIME
ENGINE
GROUND
PRIME
CONNECTORS
n
n
NO. 2
ENGINE
FUEL
QUANTITY
/I
NO. 1 FUEL
TANK
NOVEMBER 21,1978
Revised September 7,1990
N0.2NEl
TANK
Part 2 Section I
Description
NCCn MANUAL
The NO. I EXG PRIME and NO. 2 ENG PNXE switches, on the overhead
control panel (Figure 1-27) a r e lever-lock switches. Each switch is connected to an electrical primer valve in the primer line of the opposite
engine. To prime an ergge, the switch is held to PRIME, with the fuel
lever in PRIME. See Figare 1-12 for additional priming requirements.
The No. 1 engine primer circuit is connected to the No. 2 dc primary bus by
a circuit breaker marked FL
' TEL PRIME 1. The No. 2 en,*
primer c m t
is connected to the No. 1 dc primary bus by a circuit breaker marked FUEL
PIUME 2.
FUEL =SS
REQUIRED
NO. 2ENG
OFF
NO. 1 TANKTO
BOTB EN-S
NO. l E N G &
NO. 2 ENG
DIR
NO. 2 TANKTO
BOTH ENGINES
NO. l E N G &
NO. 2 ENG
NO. 1 T A N K T O
NO. 2 E N G m
NO. 1 FUEL
LEVER
-1
1
I
NO. 2 TANKTO
NO. 2FUEL
LEVER
-=
Dm
NO. 1 ENG
NO. I ENGINE
- --
--
FUEL PKESS
=Q=
NO. 1
FUEL
LEVER
NO. 2
FUEL
PRZME
UVER
SWITCH
TOPRIME
NO. I ENGINE
TOPRZME
NO. 2 ENGINE
NO. 1ENG
PRllVIE
NO. 1-
DIR
PEUME
NO. 2ENG
PRmE
I
I
1 . W indicator, marked MAIN FUEL LBS x 100, is a dual indicator that shows the fuel qpantity in each fxel tank. Fuel grrantitp data is
~~d by probes in the fuel tanks and transmitted electrically to the indicator. The indicaiing system is connected to the dc essential bus by circuit breakers marked NO. 1 FUEL QTY and NO. 2 FUEL QTY.
Ah
TOTAt CAPACITY
U.S.
Wens
Imperial
Gallans
Lites
U.S.
Gallons
NO. 1
143.2
119.2
542
140.6
NO. 2
143.2
119.2
542
TOTAL
286.4
238.4
1084
Imperial
Gallons
Liters
117.1
532
140.6
117.1
532
281.2
234.2
1064
'
I panel (Figme 1-25) light when 85 to 100 pocmds of fuel remains in the correspanding tank The lights are connected to the No. 2 dc primary bus try
circuit breakers marked NO, 1 FUEL LOW WARN and NO. 2 FUEL LOW
WARN.
NOVEMBER21, 1978
Revised Jdip 26, 1982
Pan 2, Section I
Description
FLIGHT MANUAL
ELECTRICAL SYSTEM
The primary source of elecmcal power is a 28 vdc (direct current) system. A I 15 vac
(alternating current) system is powered by an ac generator and one standby invener.
I(
ACCEL FUEL
V A L E !XOW
FIRE
TS]
EX7
,
ACCU
FUEL
VALVE FLOW
NR
FIRE
ECT
TS
N1
EAPS W PRESS
N2
TOR0
BIAS
COW
HYD
XMSN
HOOK
S m
DET
CPLT
INST
DIM
TIR
GYRO
CPLT
WLT
ADF
VOR
CPLT
?
W
.
X W
I\HPL
FUELLO /N0.1Eb
rHY001LULSN7rWARN
-\ FUEL
PRESS TEMP NO. 1 N0.2 PRIME
7LTG OIM
PLTINST CSL
PgS
PLT
CABIN
7FLOAT
2 PWR 1
PWR
FLT
Am
-BY
ADF
FLT
N0.2
XPDR
FLOOD FONE
WAW
-LO
RDNG
LTS
WTHR
AD1
WLT
FD
CPLT
Figre 1-15. Upper Circuit Breaker Panei, DC Primary Buses Typical AC Generator System (Aircraft Serial
Numbers 760270 and Subsequent)
NOVEMBER 21, 1978
Revised May 15, 1992
Pan 2, Section I
Description
FLIGHT MANUAL
Circuit breakers in the pilots' compamnent are on two panels (Fie- 1- 15, 1 16, I 1i ,
. and 1-18) on the flight control housing between the pilot's and copilot's seats. The
upper panel contains circuit breakers for electrical circuits connected to the No. 1 and
No. 2 dc primary buses. The lower panel contains circuit breakers for electrical
circuits connected to the dc essential and the KO. 1 and No. 2 ac buses. The following
circuit breakers are on the dc junction box in the electrical compartment; GEN CONT NO. 1 and NO. 2, BATT CONT, VENT BLOWER PWR, LNV PWR and ROTOR
BRAKE - PWR and CONT.'
Part 2 Section I
Description
The primary power source for the dc system is two starter-generators. The
secondary power source is the battery. For g m d operation, an external
source of dc power may be used to supply power to the electrical system.
Part 2, Section I
Description
FUGHT MANUAL
/
NO. 2
FUEL
7FIRE D m C T O R ?
QTY
N0.2
NO.l
NO. 1
FUEL
QTY
CHIP
DE:
DC G W STR
RESET CNTOR
"RE
E*
COW
]
N
1
SPD OIL PRESS
Nl
X16N OU.
PRESS
NR
r S V O PRESS7 CLlV
TRIM
2-WARU1
TRIM
WARS
CHIP D E T l T i R GYRO
MGB I i T G S
PILOT
cA0112
SI
NOVEMBER
21, 1978
Revised May 19, 1992
1~27
Part 2, Section I
Description
DCGPl
WCS
I PRIAC
-.
. ~
-~
.. -
FLIGHT MANUAL
INV
WARN
ACGD4
W0.2
-RREDElEETOR-
WARN N E l O T Y N0.2
.'
PLT
A n '
PLT
VOR
PLT
CaPm
GYRO
O C W
WD.1
NO. 1
Arr
CPLT
GYRO
RMI
corn
CPLT
FID
'
R
1
<
PLT
AD1
FID
CPLT
AD1
VOR
CPLT
2 ENG -1
I N U T -ICE
NOVEMBER 2 1 ,
1-28
1978
NGHT MANUAL
Part 2 Section I
Description
Battery
A nickel-cadmhm I? amp hour o r 34 a m p hwr ( o p t i d ) b&terg is installed
in the electrical comp.Hzm& The battery is used for limited w m d operation and as a secadary source of puwer in Bight, The battery provides
power only to the most esseniial equipment. A battery averhqteratrae
protection system auhxmiically disconnects the battery from the electrical
s g s t e m i f m r p t e m p e a t a r e , duetonormalreckrgmg, reaches63OC
NOVEMBER 21, 1978
Revised July 26, 1982
1-29
NO. 2 OC
NO. 2 DC STARTER0ENERATOR
AND GENERATOR
CONTROL PANEL
I RLSEl
NO. 2
OENERATOR
CON
C\IC
NO. 1 DC STARTEROENERATOR
AND (XENERATOR
CONTROL PANEL
8;f3 3
BATTERY
C O N 1ACTOR
CAUTION LldHT
NO. 2 ' D C
PRI BUS
EXTERNAL
POWER
ENTERNAL
POWER
CONTACTOR
BUS TI1
CONTACT
UI; tss
BUS
CAUTION LIOHT
GENERATORCONTACTORS
1. CONNECT EACH GENERATOR TO ITS PRIMARY BUS I F GENERATOR
OUTPUT IS ACCEPTABLE TO GENERATOR CONTROL PANEL.
2. CONNECT EITHER GENERATOR TO BOTH PRIMARY BUSES IF OTIIER
GENERATOR IS OFF OR HAS FAILED.
BATTERY CONTACTOR
1. CONNECTS BATTERY TO DC ESSENTIAL B U S ONLY. DISCONNECTS
BATTERY FROM DC ESSEIWAL BUS WHEN EXTERNAL POWER IS I N
USE OR WHEN BATTERY SWITCH IS OFF.
Part 2, Section I
Description
TEST
AC GEN
FAULT
FAULT
OVER
VOLT
UNDER
~5
F
OVER
VOLT
FEEDER
FAULT
Pazt 2 Section I
FUGHt MANUAL
Description
The EXT PWR switch on the master switch panel (Figme 1-9) has two positions marked ON and OFF. OK connects dc external power to the dc mtem
except when one o r both dc generators are operating. OFF disconnects the
external power supply.
DC POWER DISTRIBUTION SYSTEM
DC power is distriboted through three buses. The No. 1 dc primary bus is
powered by the No. 1 generator and the No. 2 dc
bus is powered by
the No. 2 generator. The dc essential bus is connected to No. 1 generator
outpnt though a bas tie contactor. If either generator is inopedive as indicated by the lighting of the appropriate DC GEN cantion light, the other
generator w i l l provide power to all three buses. If bath generators a r e ir+
operative and external power is not in use, only the dc essential bus will be
powered from tbe hattery. .Thiscondition is indicated by the EgMing of bath
DC GEN and BUS TIE OPEN caution lights. Ekternal power will power all
three bases unless one or more generators a r e opeating, &en external
power will be disconnected from the dc system.
Bus Tie Open -tion
Light
The BUS TIE OPEN caution light on the canlion-advisory panel ( m e 1-25
EgMs when the circuit is open between tbe generators o r the extetnal power
receptacle and the dc essential bas. The& only the battery can provide
power to the dc essential bas, and the battery wiLl not be recharged by
generatot output. The canlion light is connected to the dc essential bus by
a circnit breaker marked BUS TIE WARN.
Part 2 Section I
Description
AC
NGHT MANUAL
(AC G-TOR
- ( ~ i g a r e1-22)
The primary power source for the ac electrical system is a generator, and
the secondary power source is an inverter. For grorrnd operation using
external dc power, the inverter may be used as a source of ac power.
is installed.
AC Generator Switch
Part2seCfinnI
Description
AC GENERATOR
AND
CONTROL UNK
F U M MANUAL
wo. IAC
:&
F
tEn
I-[
CAUTION U G H T
PRl BUS
CONTACTOR
ADVISORY LIGHT
NO. 2
DC PRI
BUS
CAUTlON U G H T
WMRIU1
INVERTER
P R I M BUS COWrACTOR
1. CONNECTS AC GENERATOR TO ALL BUSES AFIER MAIN TRANSMfSSlON IS OPERATING AND
GENERATOR OUTPUT lS AC#VTABLE TO GENERATOR CONTROL UNIT.
,2 CONNECTS INVERTER TO AC PRIMARY BUSES 1F AC GENERATOR IS INOPERATIVEOR HAS
FAILED. AND THE INVERTER SWITCH IS IN THE ON POSITION.
INVERTERCAUnONUGM
1. WHEN ON. INDICATES THERE IS NO INVERTER OUTPUT.
a-
- 'Ilspical AC
aswitchatthedesiredpsitionforabout58e~ondsandthearekasingit.
The generat~rshodlddro~offthelbeas
~catedbythe
GENcanlionlight, Torestoregenerator.aperation, WAC-i s p k c e d t o O F F , thenm.
ofthe AC
~2SectionI
Description
atrxiLiarp bearings. Normally the main bearings carry the rotor shaft load
and the &iarg
bearings are clear of the shaft. If the main
fail,
the a n x i k r y bearings will take over the rator shaft load. Then, a bearing
failure switch w i l l light the AC GEN E A R l N G light an the caution-advisory
b e a r i q p is limited to 5
panel (Figure 1-25). Operation on the
h o ~ r s . The cantion light is connected to the No, 2 dc 'JP
-I
bas and the
dc essentidl bus by circuit breakers marked AC GEN WARN.
h r t e r Fail Light
SomehelicaptershaveanINFrEILTEBcaatianlighton~~gP,-~
panel (Figure 1-25) that lights when the inverter fails while either supplying
p e r to the ac system o r acting in stand-by as a backup to the ac gerterator.
AC IWWER O
D
N
-
(AC GENERATOR
Part 2 Section I
Descri~tion
-+
FLIGHT MANUAL
Control movements from the collective pitch lever for vertical coatrol aPd
from the cyclic control stick for directional control are transmitted by
mechanical linkage to a mixing unit which combines the lmo inputs. The
combined input is then transmitted to the stationary ring of the sarsslpiate
by mechanical -e,
and through the *stage
hydraulic s e m -em.
Movement is tansmitted from the stationary to the rotating ring of the
swashplate to varg the pitch of the mnin rotor blades. A collective to p w
coupling aatomatically changes kil rotor blade angle and tln-ust to compensate for changes in main rotor torque when collective pitch is increased or
decreased.
The collective pitch lever may be trimmed to any desired positiun and held
there with a ma$p&ic
bake. The trim system operates from the dc
essential bus through a circuit breaker marked CLTV TRfM on the lower
circuit breaker panel. The trim is cantrolled by a master STICK I?UM
CLTV switch on the master mtchpanel with positions m k e d ON and
OFF and a switch on the collective pitch grip =Bed
TRWI REL. When the
magnetic brake is energized electrically, i t holds the lwer positio~ When
the magnetic brake is de-energized,the lever is released, With the master
switch ON,
collective lever may be trimmed by pressing the pdbutbn
switch to de-energize the brake, moving the 1eve.r to the desired position,
and then releasing the pnshbrr#on. The lever will remain trimmed to t?~&
psi-% Any movement fmm the trimmed position w i l l be resisted by the
force gadient spriPg which creates a stick 'Yeel''.
WCHf MANUAL
about 45 hots airspeed, the indicator pointers s h d be full left. Above
1-40
Part 2 Section 1
Description
NGHT MANUAL
A single cable failure affecting rigfit cable will retain normal lefk yaw contml from the -2" setling to full left peQL In level
the helicopter will
yaw left beween 40 and 135 gZAS reright lateral cyclic to mainkin
track A left cable failme will retain normal right yaw control from the
-2" setting to full right pedal. The helicopter will trim normally in level
w a t a i r s p e e d s . 4 0 - 135KLASbirt~ri.gbtatairspeedsoatsidetbat
band. Left cyclic inpat will
- ' track chy.ing
y m conditions.
Druiag single cable failure conditions nonnal collective to yaw coupling will
be available through the remaining cable and its limited control range. The
respective p e w force of the remaining cable varies from near zero at -2"
to as much as 20 pounds at the control extremes.
'
Z)oalserw,~inthe~aadatandemseroo&inthetailrotor~
control systems react flight loads ftom the rotor system and r e b e the
force required to operate the f&bt corttrols. The dual s e m amits consist
af a first stage and a second stage eachaf which operate on 3000 psi hpctraalic pressure fmm separate hydmdic pumps. The
main gear bax. Full pressure is avaibble at ahout 10 &. Three main
rotor dual serpounits are mounted onthe maingearbaxandattackdtothe
stationary swashplate, The tail rotor tandem servo is marmted on the tail
rator gear box. Eychnlic pressure for extenand
the landing
g e a x i s ~ b y t h e s e c o n d s t a g e h p d r a p l i c ~T. h e ~ a n d s e c o n d
stage servo systems are controlled electrically by switches on the collective
stick grips. Electrical irrterlocks between the &st and second sktge sys~preventanespstemfrombeingsbrrrt~~~is1600psiinthe
apposite system. If one stage is shut ofl and a pressare loss occurs in the
systeminoperation, theipterlockswjllswikkanthespstemthatwas
Tye--
origindllydmtaff.
Part 2 Section I
Description
positions marked NO. 1OFF and NO. 2 OFF. The switch is normally centered with both stages operating. To tma off either stage, the switch is
placed to the, correspanding OFF position. If there is a t least 1600 psi hydradic pressure in the other stage, the selected sgskm u5ll go off. The
shutoff system is connected to the dc essential bPS by circuit breakers
marked SVO SWTOFF NO. 1 NO. 2, When drral fLigM canSols a r e
installed, the copilot's collectme grip bas a simibr switch. Either switch
may be used t o shut off one dage; hmever, the same switch mast be used
to turn that stage back on again. When one dage has been shut off, the
other stage cannot be shut off by the opposite svktch.
NOTE
If a dc electrical system failure has occurred, a
malfrmctioning servo system m o t be shut of. If
a mallPnctioniag servo system has been shut off, it
will be reactivated if a dc failure occurs.
A bl SERVO SYSTEM and a Q SERVO SYSTEM caution lights, on the caution advisory panel (Figure 1-25) go on w h a me h m u l i c pressure in the
corresponding stage dmps t6 1600 psi. The light will go off when pressure
increases to 2200 psi. The same caution ligtcis atso sense a jam in one o r
more of the s e m mi&- When a s e m becomes jammed, the corresponding caotion light will go M. Duriag
the caution light wiU be kept
on through a holding circrrit even if the w o n of the1-j
pilot valve
retprns to normal. The holding relay operates
the landing gear
interlock and therefore w i l l only function when the helicopter is airborne.
To differerrtiate between a system pressure loss o r a jammed s e m , note
the pressure on the system hydraulic pressrae indicator of the afcected
system. A loss in indicated pressrae with the
light on indicates a
A d u a l ~ A F C S p r o v i d e s s g b Z l i t p a b o u t t h e p i t c h ,~ a n d y a a r a x i s .
The~sareredu&&,
eachwithasepaateelectritatpowersmrce,
vertical gpro, yaw rate gyro, finear actuators (pitch, roll, and yaw), and
a control panel. Control aathority uf each cbannel is limit#l to !%, WWI a
wmbined limited authority of 10%. I)ae to this Iimihd a d ~ ~ 3 the
@ ,pilot
may easily override AFCS iaprrts through normal
of the fligW cmtroLs
if an AFCS system should malfunctian. The gyros in each ckumel transmit
signals to an amplifier which senses any deviation from tke iximmed attitado
and headiag of the helicopter as select& by the pilot. Whenever there is
Part 2 Section I
Descri~tion
F U M MANUAL
t Breaker
Panels
NGHT MANUAL
ATTITUDE RETENTION.
Pitch and roll sa r e pnmided to each channel by a vertical gym. The
vertical g y m is referenced to the horizon; however, the attitude afthe helicopter may be trimmed to an attitude desired by the pilot (e.g. attitude for
desired cruise) which deviates from the horizontal attitude. .Once the helicopter is in the trimmed attitude the vertical gpro signal is nulled in the
amplifier and there is no electrical i a p t to the pitch or roll hear actuators.
When the attitude of the helicopter deviates horn the trimmed attitude, an
e r r o r signal proportional to the deviation is sensed in the amplifier, which
ttansmits an electrical signal to the linear actuators. The pitch and roll
linear actuators i n the main rotor cyclic pitch flight control system apply
a corrective input to retuxn the W c o p t e r to the trimmed attitude.
Yaw signals are ptwided to each ctannel by a yaw xaie ggro. When the hexicopter develops a yawing rate, an error signal proportional tothe rate is
sensed by the rate gym in the amplifier, which transmits an electrical signal
to the yaw linear actuator. The yaw linear actpator in the tail rotor nipm
control system applies a corrective inprd to arrest the yaw rate.
Two identicdl AFCS CONTROL panels (Figure 1-23)aze on the center cansole. 'RE forward panel controls the No. 1channel and the aft panel controls
Each panel has three switches marked PITCH, ROLL,
the No, 2 c-1.
Part 2 Section I
Description
FLIGHT MANUAL
and YAW. Each switch has three marked positions ENG (en-ge), OFT, and
DISENG (disengage). A light next to each switch lever marked NO GO will
go on if there is an electrical malfunction in the system o r in the @n control. The NO GO lights will also be tested (go on)when the caution-advisory
panel test button is pressed. m e ENGAGE position of each switch engages
the AFCS for the respective axis. The OFF position of each m t c h centers
the corresponding actuator and then removes power from the system. The
lever- lock DISENG position of each switch disenpges the system with ihe
actuator remaining in the position a t which the system was d i s e w e d .
P a r t 2 Section I
Description
FUGHT MANUAL
flight control system. Wuter loup" signals, to reposition the cyclic stick,
are intrcduced to the main rotor flight conbol system by cyclic stick trim
actuators. '!Inner loop" sim are introdxced to the tail rotor flight control
system a t the tail rotor actuator. "Outer loop" sigcrals, to reposition the
tail rotor pedals, a r e inbodaced by a yaw damper trim actuator.
With an AFCS Phase IU equipped aircraft, when the cyclic stick .trim is ON
and the yaw trim is OFT, the AFCS is functionally identical to a Phase 11
systern.
Pitch and roll signals a r e provided to the pitch and roll channels by two
attitude gyros. Abwe 50 KIAS an airspeed transducer also provides a s i g d
to the pitch channel. Tke pilot may select a desired trim attitude reference
with either the cyclic TRIM REL button or the AFCS BEEPER m.The
inner loop of the AFCS attempts to correct for any deviations from the
reference attitude, however, if additional control authority is required, a
signal to the cyclic stick trim ac-tors
(oakr loop) repositions the cyclic
stick.
YAW CfIANNEGHEADING H O W
Beading hold is propided a t all airspeed with feet off the pedals. Signals to
the yaw AFCS are provided by rrPo paw rate gyros aad a directiondl gyro.
When the helicopter deviates from the selected heading, c o ~ t i o is
n initially provided by Ute inner loop paw AFCS actuators a t the tail rotor semo.
Additional authority beyond inner loop capability is provided by outer loop
signals ta the pedal clamper trim aclnator to reposition the pedals.
YAW CHANNEL
- TURN COORDmTION
Turn coordination is aoaifable abwe 60 gZAS with feet on the pedals. Signals
to the yaw AFCS are provided bp two yaw rate gyros, trPo lateral accelerometers, and the roll AFCS. Inner loop and o u k r loops function together as
described in HEADING HOLD.
AF(S CONTROL P A .
See Figure 1 - 2 3 k
AFCS INDICATOR PANEL
See Figure 1 - 2 3 k
See F'igares 1-16, 1-18, and I-23A
The cyclic stick trim switch on the master switch panel bas three marked
p i t i o m : AUTO, ON, and OFF, AUTO =t be used f o r Phase III to p m
vide automatic cyclic stick positioning. ON will provide Phase If operation
only without anbmatic cyclic stick positioning.
Part 2 Section I
Description
FLIGHT MANUAL
PANEL
0000a0000
000000000
OOOOOUOOO
000000000
000000000
000000000
000 000000
No. 1 COMROL
NO. 2 CONTROL
S66626clm
Part 2 Section I
Description
FUGHT MANUAL
YAW TRIM SWITCH
The yaw trim switeh on the master switch pawl has bvo marked positions:
ON and OFF. ON mast be ased for Phase III to provide automatic tail r o t a
peddl positioning. OFF renders outer loop pedal motion and Phase III yaw
functions inoperative,
This light will go on when a malfunction has occurred in any of the channels.
To determine the m a l f a n ~ t channel,
i~
refer to Figure 3-1-0 in Part 1.
BasicaUy, the procedtae is to place the yaw trim OFF. If the light stays
from AUTO to OX.
ON, turn the yaw back OK am?place the cyclic
AFCS A/S ADVISORY LIGRT
This light w i l l go on to indicate that the airspeed portion of Phase III AFCS
is opexational. The light should be on a t airspeeds greater than 45 to 50
KIAS and out a t lower airspeeds. The light will, hawwer, remain on a t
lower airspeeds if the slowdown is done a m n s t longitudinal trim force.
NOVEMBER21, 1978
Revised July 26, 1982
Part 2 Section I
Describtion
FUGHl MANUAL
Beading hold, available at any airspeed, can significantly reduce pilot workresults, heading bold engagement should be accomplished
load. For
only when tke aifiraft is trimmed at the desiheading before Wang feet
off the pedal switches. The presence of a turn upon engagement will z s d t
in a miscoordbated trim that is easily corrected with a small amount of
IOU,and the use of roil beeper trim is recommended. The heading hold
reference wi33 not change if this occurs.
NOVEMBER 21,
Revised MAR-
1978
2 4 1981
'
Part 2 Section I
Description
Figure 1-24.
The landing gear control handle marked NORMAL UP and DOWN, tbree
green indicator lights marked L (left), N (nose), and R (right), and a red
indicator light marked UNLKD, are on the landing gear costrol panel. The
control handle m a be pulled up to move it 'to the UP or DOWN position. The
indicator light will be an whenever the gear is in the retractian
red
o r extension cycle, o r whenever one o r more landing gear assemblies is
not locked in the up o r d m position. Each green indicator light will be on
only when the corresponding gear assemhly is down and 10-d.
W four
lights sbodd light when the cxmtim-advisory TEST Spritch is depressed.
I
1
Part2SecmnI
Description
RIGHT MANUAL
RMERDN-?'IIRN&mfLLanthelandiPggearcarrtrolpaael. Afterthe
system is used, the T-handle and the valve which bypasses the main &zdhg
gear valve (right wheel well) must be manmlly reset, and the air co&iner
recharged. The air container in the electronics camparbent has a cfiarging
valve and pressare gage.
S
e
mpitot-static spstems for pilot's and copilot's instnrments provide
pitot and W c pressure to the airspeed indicators. Tmasdncers a .
switches ia the pitat-static system are nsed as sensors for the landing gear
warning system, pitch bias system, and AFCS systems. Electrical heatgrs
preventtkeformati~~~oficeontheheads.
STANDBY COMPASS
in
m-
pilot's
Celsius. An
FUGHT MANUAL
Part2 Section1
Description
Attitilde Indicators
Mitade indicators are provided as optional equipment for the piiot and copilot. A second standby indicator is also installed on the pilot's side of the
panel. AU indicators are idenfical and contain a pall-to-cage Bnob, a
ahplane, and an OF3? flag. The pilot's
height adjustment for the
and the standby indicators are connected to t
k dc essential bus by circuit
breakers marked A?T PLT and ATT STDBY. The copilot's indicator is
connected to the No. 1 dc primary bus by a circuit breaker marked ATT
CPLT.
Directional gyros are provided as optional epipment for the pilot and co- .
pilot. Both indicators are identical and contain a push-to-cage and heading
set knob and an off flag. The pilot's indicator is connected to the dc
essentid brrs by a circuit breaker marked PLT HDG. The copilot's indicator
is connected to the KO. 1dc primary bus by a circuit breaker marked CPLT
3DG.
Tmm and s l i p indicators are provided as a p t i d eqrripment for the pilot and
copilot. The pilot's indicator is connected to the dc S e n t b l bus by a circait
and the copilot's indicaior is mnneckd to the
breaker marked T & S
No. 1 & primarg bus by a circait breaker marked T & S CPLT.
Part2SectionI
Description
The course deviation indicator is.with VOR equipment to indicate deviation from a selected omni ange =dial o r X I S localizer. The OBS h o b
is used to rotate the compass card to select the desired omni radial. The
v e r h d coarse deviation pointer indicates the deviafion fram the selected
omni ange radial o r the course signal frrrm the XIS bcalizer. The glideslope
if installed, to indicate vertical deviatioa from an on
c o ~ r s glideslope
e
signal, A TO-FROM window indicates the heading of the
helicopter (to or from) the selected station. LOC and GS warning lags
m e of m
e signals.
CAUTION/ADVISORY PANEL
LDO 0EAR
WARNINQ LIQHT
PIIE9S~fOtIEOFF
PflESS.lOllE OFF
* CAPSULES FOR
OPTIONAL EQUIPMENT
onr
II I
Part 2 Section I
Description
~ NFLIGHT
K @MANUAL
RH~~Y~&
CAUTION-ADVISORY PANEL
The caution-advisory pmeS on the instrument panel contains
five rows of light capsules. The red warning lights or
amber caution lights indicate certain system failures or
unsafe conditions, and the green advisory lights call attention to certain non-critical conditions. Each light capsule is
controlled by individual circuitry through circuit breaker (s)
on tne dc essential and/or dc primary bus(es) . When a light
goes on, it will remain on as long as the condition exists
which caused it to go on. When the TEST button on the
panel is pressed, all lights should light on the cautionadvisory panel, master warning panels, landing gear panel,
fire extinguisher panel, digital Tg repeaters and if installed
the NO GO lights on the AFCS control panels, and the red
WARN light on the flotation gear panel. Power for the test
function is from the dc essential bus through a circuit
breaker marked CAU ADVSY. A BRT, DIM switch on the
pznel is used to control light brilliance.
SA 4047-76-1
A ~ ! ~ ~ M wPart
~&
2 Section I
Description
FLIGHT MANUAL
SA 4047-76-1
Part2Secti0nI
F U M MANUAL
Description
Controllable SearWM
A full s w i v e k g , tiltable seas~bLi@ is installed on the bottam of the f s e l a g e
forward of the nosewheel. The searchlight may be tilted doffaward and turned
in any direction by electric motors c o m e d by switches in the pilat's compartment. The searchlight circuits are connected to the dc essential b by
circuit breakers marked. SEARCHLlGEIT PWR and COhT.
A rotary -3'T
A rat;up NON-FLT lIWT light switch on the master switch panel (Figure
1-91 tmu an and contrafs the h b n s i t y of the nan-fright
'lipfrts.
The light circuit is cop~lecf~d
to the dc essential bus by a circuit breaker
Part 2 Section I
Description
~IMBS/MT~&
FUM MANUAL
Lights for the standby compass and OAT gage are controlled by
individual light switches mounted on the bracket directly above
the standby compass. The switches, marked CMPS and OAT, .
have positions marked ON and OFF. The compass light is connected to the dc essential bus by the LIGHTS-SEC circuit
breaker. The OAT light is connected to the #2 dc primary bus
by the LTG DIM FLT INST circmt breaker.
Cockpit Floodlight
A cockpit floodlight, a flood light control switch, and a rheostat
are on a panel (Figure 1-26) above the circuit breaker panels in
the aft center section of the cockpit canopy. The light is controlled by the switch marked CONT, OFF, and BRT. Light intensity may be adjusted by tPrning the rheostat when the switch is
at CONT. The floodlight circuit is connected to the No. 2 dc
primary bus by a circuit breaker marked LIGHTS-FLOOD.
Part 2 Section I
FUGHT MANUAL
Description
S 53369 (8)
Part 2. Section I
Description
FUGHT MANUAL
Infrared flame detectors in the forward and aft sections of each engine compartment
transmit a signal to an ampMier unit if there is an engine compartment fire. The
FLIGHT MANUAL
Part 2, Section I
Description
amplifier unit lights the FIRE-PRESS TO RESET TONE (#1 and #2 ENG FIFE
PRESS TONE OFF on helicopters modified by PN 76070-55049-01 1) warning light
on the master warning panels, m s m i t s a continuous tone signal to the pilot's and
copilot's headset, and lights the affected engine quadrant T-handle warning light
marked NO. 1 FIRE or NO. 2 FIRE. The tone signal can be reset for other emergencies
by pressing in on a master fire warning light capsule. The waming lights and T-handle
light will remain on until the fire is out. The No. 1 and No. 2 engine fire detector
circuits are connected to the dc essential bus by separate circuit breakers marked FIRE
DETECTOR - NO. 1 and NO. 2. A test circuit is provided to test the system for proper
operation; however, it does not test the infrared sensors.
Fire Detector Test Switch
A switch marked DET on the overhead control panel (Figure 1-27), has positions
marked AFTIBAG, NORM, and FWD. When the switch is moved to AFTIBAG or
FWD. both engine fue waming lights on the master fire warning panels and both
T-handle lights should light and the continuous tone signal should be heard in each
headset. Pressing the fire warning light capsules on the master warning panels will
reset the tone s i p l s for other emergencies. Placing the switch to NORM will switch
off the lights and ann the system to indicate an actual ensine fire. The test circuit is
connected to the dc essential bus by a circuit breaker marked FIRE DETECTORTEST. The SMOKE DET BAGGAGE warning light on the caution/advisory panel
will also go on when the switch is moved to AFTIBAG.
ENGINE FIRE EXTINGUISHER SYSJTM
I
The fire extinguisher agent is stored in two pressurized containers that are
in a compartment aft of the engines. Each container has a main and a reserve dischaqe valve which will release the agent into the compartment of
SHORT
NORM
EST
AFT, BAG
"lME
PRIME
FWD
NOVEMBER 2 1, 1978
Revised May 15, 1992
Part 2 Section I
Description
FUGHT MANUAL
the selected engine. The main dischazge valve of each container releases
the agent into its respective engine compartment and the reserve valve of
each container releases the agent into the opposite engine compartment.
The engine compartment to receive the agent is selected by pulling back the
appropriate T-handle on the engine control quadrant. Each fire extinguisher
agent has a redundant electrical power supply. The No. 1en,gine system is
connected to the dc essential bus and the No. 1dc primary bus by circuit
breakers marked FIFtE EXT and the No. 2 engine system is connected to the
dc essential bus and the Fio. 2 dc primary bus by circuit breakers marked
FIRE EXT.
Engine T-Handles
The engge control quadrant (Figure 1-4) has a T-handle for each engge,
which is normally in the f u l l forward position. If an engine compartment
fire i s indicated by the continuous tone signal in the headsets, and the
of the master warning light and the T-handle light of the affected
ligengine, the lever is pulled full aft. When the T-handle is moved full aft,
the engine lever and the fuel lever are moved to OFF, the dc generator is
switched off, and the fire extingcruisher is armed to fire into the affected
engine compartment.
Fire Elxtin,gher Switch
The FlRE EXT switch, on the windshield center column above the standby
compass, is used to release the fire extingcruisher agent from one o r both
containers into the compartment of the en-e
selected by the T-handle.
The switch has positions marked
RESERVE and OFF. After selecting the e n m e compartment with the TThandle, the MAIN position will release the agent through the main valve of the corresponding container.
The RESERVE position releases the agent through the reserve valve of the
opposite container.
Fire -pisher
The EXT test switch, a red WARN indicator li*, and a green TEST light
The lever lock type switch has three
positions marked SHORT, OPEN, and NORM. The switch must be pulled
out to move it out of the NORM position. To test for an open circuit in
the system, place test switch to OPEN; the red WARN l i t should go on.
Pull both T-handles back about 1 inch o r more and place the FIRE EXT
switch to MAIN then RESERVE. The green TEST light should go on in
each position if there is no open circuit. To test for a short circuit in
the system, place test switch to SHORT with' both T-handles pulled back.
The red WARN and s e e . TEST lights should go on, the preen light should
stay on when the FIRE EXT switch is moved to MAIN, then RESERVE.
Normal operation is restored by moving the T-handles full forward and
returning the test switch to NORM. Both the red and green lights should
then go off. The indicator lights should go on when the caution-advisory
TEST switch is pressed.
NOVEMBER21, 1978
Revised OCTOBER 14, 1980
FLIGHT MANUAL
Part 2 Section I
Description
-
sXsTEM
fIZ
Part 2 Section I
Description
NGHT MANUAL
AnemergencylOCatOrtansmittet~~installedasoptianaleqaipment,
It is attached to tbe W t gide of the fLight cmfrols enclosme in the pilot's
conpatmerit. The ELT may be used to h-ansmit a gignal an the intern&-a1 dissesshxpmciesof 121.5 and243 MHz. Powerto transmit is froma
self
- I-.
Tttesignalcanberecei~edatadisbnceofabout
100 milesatasearchaltit&eoflO,OOOfeet.
Aswitchanthetansmitter
has three positions marked ON, OFF, and ARM. ON energizes the traps'
mitter. B R M a a t o ~ y e n e r g i z e s t h e ~ w k n a S G i x c p c t
Part2SectionI
Description
SOMC IDcA'mR
An underwater sonic locator system may be installed as optional equipment
in the forward cabin overhead, left side of the Micopter. It automatically
radiates a pulsed signal to aid in locating the helicopter after a crash landing m fresh or salt water. Power to transmit the signal isfrom a selfcontained battery. The operating depth of the signdl is from sea level to
20,000 feet, and the operating life is 30 days. The signal can be detected
by portable receivers eqnipped with directional hydrophones.
FIRTATION SYSTEM
The 25,000 BTU heatirrg system n & ~ shot air fmm fize engine compressor
sectionswith cold air dxamn into a mixing valve by ventmi action. The air
then passes through a sotmd suppressor and into the pilot's conparbent
and cabin heater drrets. Some ducted air flows acmss tire windshield for
defogging. The heater can be operated only when b t h engines are operating.
The heater will automatically shut oif one engine is shat &mn, if bleedair pressure is lost, o r if bleed-air pressure o r temperature is tDo
The ventihling system uses the heater ducts and an electrically-aperated
blower to circrrkte oatside air h r r g h o u t the fnterior of the helicopter.
confipl cizmits are connected to the No. 1dc primarg
Eeater and
bus by circcrit breakers marked HEAT CONT and VENT COhT. A panel
marked HEATER CONTROL ia the copilot overhead c o n e all controls fir
the operation of these systems. An additional venh'htinp system per P/N76070-20045 cansists of a I1.lanaally consoliable inlet in each door and two
exhaPst oalves, one on each side of the helicopter near the aft cabin bulkhead. This ventifating m
r
n &d\d be bckd cbsed for proper heater
system operation. To do this, dose all door vents and press the lock arm
on boa exhast valves, one on each side of the Micopter in the aft end.
-.
The heater contm1 panel (Figure 1-28) axtabs a bleed-air switch, a heater
on-off switeh, a temperatare control switch and a blower switch. The
BLEZD AIR switch bas trPo pasitions marked ON and OFF. ON opens a
bleed-air valve wbkh directs engine compressor air iub the heater spstem.
The bleed-air valves w i l l open oply when both eugines are opemting. OFF
cbses the bleed-air valves. The BEATER switch has posr+tnnP mazked ON
and OFF. ON permits airtlow h r g h the mixing valve and into the interior
of the heater. OFF closes be valve. when tfig heater switch is ON, cabin
temperatrrremapberegWkdbytraaingtheTEBdPCONTsFpttChfDthedegfred setking. Thenblower is eontmlled by the BLOWER switch
When the hoist is ope-,
the blower, ifon, will be shut off by a relay
interlock c m t .
The ECU provides &matic amtm1 for beating or cooling of the interior of
the helicopter b mainlab a consbut select& temperatare. The system
uses. bleed-air from the engine compressors for hprZtillp and for the aperation
ofanaircondithingunit. Thesy&mcanbeopexatedodywhenbothenginesareoperating. S e r r s o r s 9 C r i U a a z b ~ ~ o f f t b e s p s t e m i f o n e
engine is shut down, if bleed-* pressure is lost, if bleed-air pressme or
is PDo high, or cabin inlet duct t e m p e m is tDo high. Cootrols for operation of be system azle on an ECU CONTROL panel in the
Overbad. PuweraadEontro1cirmitsforoperatiosofthe~are
cmnettedto theNo. 1dcprimarpbusbyEircrrftbreakersmaxkedECU
PWRaadECUCONT. WhentheboWisoperatingarrdtheECUis.on,a
relay
c m t will s h k off the blowes. The P/N 76070-20045
- interlock
venbk&g system s b d d be locked closed for proper Em operatio4. To do
NOVEMBER 21, 1978
Revised Jamrarg 17, 1983
1-56A
this, close aU door vents and press the lock arm on both exhanst valves, one
an each side of the helicopter in the aft end.
The ECU control panel (Flgure 1-29) contains a COhT SEL switch with psitions MAN AUTO OFF, and two TEMP CONT switches, one for xaannal
temperature control, and the other f o r automatic temperature contro1. The
m
d position is used only when the automatic mode malfanctiops. When
the CONT SEL switch is placed to MAN, cabin air temperatPte is controlled
manually by use of the MANtTAL switch marked COOL - OFF - BEAT. The
switch is spring-loaded to the OFF position and governs the amount of hot or
cold air by the length of time it is held at COOL or HEAT. When the CONT
SEL switch is placed to AUTO, cabin temperature may be regplated by the
rotary switch marked AUTO. A two-position BLOWER switch marked ON
OFF is below the ECU control panel. This switch provides air circulation
withoat use of the ECV.
ECU OPERATION
IWhen ape-
is re-
Part 2 Section I
Description
RlGHT MANUAL
ECU CONTROL
HEATER CONTROL
HEATER
BLEED
AUTO
WARM COOL
om@HEAT
BLOWER
The electrically-opeatedwindshield wipers are cantrolled by a WINDSEEDWIPER switch an the master switch panel (Figme 1-91 with positions marked
OFF SLOW FAST. The windshield wiper circuit is connected to the.
dc essential bns by a cbmit breaker marked WSHLD-WIPE&
Part2SectianI
Description
WINDSHIELD WASHER
The electrically-opeated windshield washer is controlled by aWINDSHlELDWASHER switch an the master switch panel (Figure 1-9) with positions
marked ON and OFF. The 6-quart reservoir and pmnp are installed in the
electronics compartment. The windshield wiper circuit is connected to the
dc essenbl bus by a circuit breaker marked WSHLD-WSHR.
Electrically-operated windshield heaters and glass windshields may be installed as optional eqnipment on helicopters eqPipped with an ac gene*.
The pilot's and copilot's windshields are k&edby sepraie spstgms tbt are
controlled by WIM)SHIELD-HEATEX switches an the master switch panel
(Figme 1-9). One switch marked P L O T and the other marked COPILOT
have positions marBed ON and OFF. Contrdllels in each system will switch
the circuits on and ofE to keep temperahnx within limits. ' X k pilot's spstem
wiLl always have priority aver the copilot's system. If bath systems are
switched on, the pilot's system will heai fixst. When the controller switches
the pilot's system aff, power will be applied to the copilot's circuit. If the
copilot's system does not operate and the pilot's system operates poorly
when both systems = switched on, the cause map be a malfunctioning
pilot's controller. To correct this, switch off the pilot's system and the
copilot's system will be restored to normal operation. The pilot's and copilot's systems aze axtrolled by cirmits connected to the No, 2 and No. 1
dc primary bases, respectively, by circuit breakers marked WSHLS HTR
CONT, Electrical power circni& for each system sule connected to tbe ac
manitar lms by cixmit breakers marked PLT WSHLD HTR PWR and CPLT
Ws3LD HTB m,
Windshield Hot Cawtion Li&t
The WINDSHIELD HOT cauticm
on the caution-advisory panel ( F m
1-25) iipht?; whenever the pilot's or copilot's system does not shat off the
heater when the high temperatpre limit 58OC (1359F) is exceeded. When
the light goes on, shat afl bath spstems. If co&inued use of w3~1dsWdheat
is reqrrired, the spsterr, at fa& may be i-ed.
by switching the pilot's
systemanandmoaitorirrgthecautiaaligM, Iftheligixtremains&thecopilot'ssystemisatfarrtt. I t h e ~ l i g & g o e s o n t h e p i l o t ' s s y s t e m i s
atfault. COntirmeusingapetatingsystemandplacewindshieldheaterswitch
of the failed system to OFF. If necessary to nse the system at fa;rzlt,the
s p s t e m c a n b e t y d l e d o n a n d o f f ~ y w i t h t h e ~ m i t c hwhile
,
closely manitoting the d o n LigM f o r overtemp. If the WIM)SEIEID HOT
cantion light remains an after the saritch of the system at fanlt is placed
OFF, it is possible that the electrical contactors to that system have become welded together. To eliminate the overheat condition when tbis occurs,
pallthethreeWSHLDH?IRPWR~breakersafthespstematfadlt.
PILOTS SEATS
Part 2 Section I
Description
F
I
J
M MANUAL
The no smokbg and fasten seat belt lights in the cabin a r e controlled by NO
SMOKING and SEAT BELT switches an the master switch panel (Figure 1-9).
Each switch Us positions marked OK and OFF. Both light circuits a r e connected to Ute No. 2 dc primary bus by a circmt breaker marked PASS SIGN.
CARGO HOOK
A 33Wpotmd (1500 Kg) capacity cargo hook (Figure 1-30)may be installed
on Ute lower fuselage strpctnre. The hook has an open thmat with a springloaded keeper to retain the load The hook may be opened to release loads
electrically, or mechanically in an emergency from the pilot's compartment.
A r d e a s e lever on the hook may also be used to open the hook. After re-
lease of a load, the load beam of the hook is spring-loaded to retarn to the
closed position. The electrical release and advisory light circuits are wnnected to the No. I dc primarg bus by circuit breakers marked HOOK CONT
and EIOOKWAEW.
CARGO HOOK A#MPIG SWITCH AND ADVISORY LIGHT
The CAR HOOg azming switch on the master switch panel (F5gme 1-9) has .
positions marked ARMED and OFF. ARMED provides electrical power to
switches on the cyclic stick grips which a r e used to open the hook A EiOOK
ARMEL) advisory light on the carrticm-advisory panel fgks on when the master
switch is ARMED. OFF removes electrical p e r from the hook circuit
The master switch i s normally kept OFF until just before load release.
open the cargo k&. These switches are imperative d e s s the cargo hooB
armingswitchisARMED. A H O O K O P E N a d v i s o r y l i g h t o n t h e ~
advisory panel will go on whenever the hook load beam is not locked in the
dosed position.
The EMERGENCY CARGO HOOK RELEASE T-handle is onthe aft end of the
center cansole. The handle is pulled upward to marmaIly open the hook.
'
Part2SecticmI
R I M MANUAL
Description
1
1-61
Part 2 Section I
Description
from a portable hoist pendant installed in the aft right side of the cabin,
hoist speed m a y be selected at about 120 feet-per-minute o r 60 feet-perminute. If one dc generator should fail, cable speed is automatically reduced to abont 60 feet-per-minute. The hook assembly h a s one large and
one small hook, both equipped with keepers. A I/&inch hole in the hook
assembly may be used to attach guide ropes o r a safety line. A barnper assembly acts as a shock absorber when the cable is reeled in and the bumper
contacts the bottom of the hoist. A squib cartridge cable cutter may be used
in an emergency to cut the cable at the drum. A manual-type cable catter
attached to a &foot chain is stowed in a pouch mounted on the cabin floor
forward of the aft right cabin door. A safety harness, for the cabin hoist
operator, attaches to a tiedown ring in the floor. The hoist system operates
on 28 volts dc and is connected to the hoist bus in the electrical compartment by twa circuit breakers marked HOST P0R'E.R and HOIST COWTROL.
The squib cartridge circuit is connected to the dc essential bus by a circuit
breaker marked HOIST SQUIB. Eoist load limits and ballast requirements
are in Part 1 Section I, and Part 2 Section IU of this mnrmal. If the
vent o r ECU blower is an when using the hoisf a relay interlock
circPitwill.~itof.
H o l m CcJN'IROL PANEL
The HOIST CONTROL panel, on the control console, contains all switches
required to operate the rrtilitp hoist o r transfer control of raising or lowering the hoist to the hoist pendant in the cabin, o r cat the hoist cable in an
emergency.
Hoist Power Switch and Indieator Light
The hoist PWR switch has marked positions ON and OFF. ON provides
electrical power to the hoist controller as indicated by the lighiing of the
green indicator light aft of the switch. OFT disconnects e l e c t r i d power
from the controller.
Hoist Master Switch
Thehoistmasterswitchhashvomarkedpwitions, mLQTandCREW.
PILOTpermits the hoist to be raised orbweredfrom the cockpit by use of
the HCUST control switch next to the master switch. CRBW transfers control of the h o i s t t o t h e h o i s t ~ inthe
t
cabin.
Hoist Control Switch
The HOIST control switch has three marked positions: UP, OFF, and DWN.
Theswitch~frmction~~en~ehoist~~ibpfacedto
PLLOT. The switch is spring-loaded b OFF and must be held UP o r IX)WN
toaper;itgtbehoist.
Part 2 Section I
Description
NGHT MANUAL
The hoist pendant is a portable hand-held unit used to control the hoist from
the cabin, The pendant is connected to a coiled cable which w i l l extend to
1 2 feet and is stowed below the aft window on the right side of the fuselage.
The pendant wiIl function only when the hoist master switch is placed to
CREW. Controls on the pendant are as follows:
Power Switch
The power switch on the grip of the pendant is a "deadman" type switch
which must be squeezed to apply power to the hoist control switch on the
pendant. When the power mPitch is released, the control switch will not
function and hoist operation.is automatically stopped.
Hoist Control Switch
The hoist contml thumb-operated, wheel-type, switch has five marked positions: UP FAST, UP SLOtrJ, OFF, DWh'SLOW, and DWN FAST. The
switch is turned to the desired position to control the speed and direction af
the hoist. The switch is spring-to the OFF position.
Hoist Eigh Tempemhue WarniPg Light
A cable shear test switch and continuity test light permits ckcking the
hoist squib integritp and the hoist cable shear circuitry at a redrrced current
below the minimum required to fire the squib cartridge. The switch and
light are mounted above the forward right cabin window. The test
is
marked HOIST and has marged positions TEST and ARMED, and the test
light is marked HOIST TEST LT. The circuit is tested by first placing the
test switch to TEST and then placing the pilot's o r crewman% cable shear
Part 2 Section I
Description
Part2SectionI
Description
FUGHT MANUAL
H O W CONTROL
.:
CMER
CONSOLE
\,.................-......./........
PANEL
?:
I
1-65
Patt2sectianI
Description
RIGHT MANUAL
NOTE
The current empty weight includes all items marked ( d )in the
Empty Weight Cheek List, Chart A, herein. Items not included
are marked (0).
2.
Chart C (Figure 2-9) mrst be kept up tq date. ff any items of equipment are added to o r removed from the aircraft, Charts A aad C
mast be updated as follows:
Part 2 Section II
d~mmmrslR
FLIGHT MANUAL
Loading ~ ~ r m a t i ~ ~
The original empty weight and center of g m t y location values were determined by Sikorsky Aircraft, as shown in the Aircraft Actual Weight and
Balance Form, Chart B (Figate 2-8), which is included ia the aircraft copy
of this manual for reference.
FOR AIRCRAFT WPraOm TEE UTILITY HOIST OPTTON mTALLED
NOTE
Lateral center of &ravity limits permit Wiscriminsrte lateral loadingd passengers or cargo if maximum fnel loading imbalance is kept below 250 Ibs
wifb baggage compartment spmmetrically loabed
Maximum cargo compartment and baggage floor
loading is 75 pounds per square foot.
NOTE
center of gr;rvity
permit indiscriminate lateral loading af passengers o r cargo if masmmn baggage imhlame is kept below 150 pounds
with fael symmetrically loaded Alladmnn cargo
compartment and baggage floor loading is 75 pormdls
per square foot.
THE TITUTY H
O R flEIJCOPTER OPERA=
IFSTALLED
BUT NOT OPERATED DURING =GET
m OPI'ION IN-
NOTE
M d e d that the first passenger (170 pomrds)o r the
first 275 pounds of cargo is loaded to the left (port)
side af the helicopter centerline, lateral center of
~ l y ~ p e n n i t ~ c r i m i n a t e ~ l o a d i n g
aftheTemainderofpas~e~gersor~ifthemaximrrm fael loading imhnlance is kept bekm 50 pormds
with the baggage camp;utment symmetrically loabed.,
The m u m PPaorm cargo compartment and baggage comp;utment floor loading is 75 pounds per
square foot.
wFLIGHT MANUAL
Part 2 Section XI
Lopding I~ormation
NOTE
Provided that b e first passenger (170 pounds) or the
first 275 pounds of cargo is laaded to the left (port)
side of the helicopter centerline, lateral center of
gravity limits permit indiscriminate lateral loading
of the remainder of passengers or cargo if the maximum baggage imbalance is kept below 30 p o d with
the fuel symmetrically loaded. The maximum tmiform cargo compartment and baggage compartment
floor loading is 75 pounds per sapare foot.
LOADING INSTRUCTIONS
Obtain the current aircraft empty weight and aircraft empty weight
moment/100 from Chart C (Figare 2-9) and enter each in the appropriate columns of the manifest.
ChecgthslttheaircaftwillremainwithinCGYimitsthro~rrtthe
Wt: (a) dednct the Weight and Moment/lOC) of expendable items
(e-g. feel, windshield washer fluid), (b) compute the landing gross
weight and moment/lW and (c) determine by reference to the CG
Chart, Figure 2-1, if the landing gross weight and moment/100 is
within the recommended weight and CG limits. Bring the airmaft
weight and/or halaxice within Emits if either the weight or moment/
100
- is- outside of the recommended limits by ofbloading and/or r e
dWnbutbn of useful load
5.
Aft
Gross Weight
(po-ds)
CG Limit*
(=an)
201,60
202.47
203.48
204.48
205.49
206.50
207.51
208.51
209.52
209.53
209.56
209.58
209.61
209.62
208.83
207.25
205.67
204.72
204.09
m
R 21, 1978
Revised MAY 14, 1985
Figtm 2-1.
FUGHT MANUAL
NOTE
THE ~nCG. t l w n
~ n BEEN
s
ENVELOPE WILL BE m
RETRACTED.
F
-
2-2,
smn
NOTE
A EUZlRONlCS COMPARTMENT
B COCKPIT
C CABIN
D ENGINE AND TRWSMlSSION COMPARTWENT
E TAIL
F EXTERlYAL EQUtyENT
ssx7tm
F%rpe 2-3.
Diagram
3. WHEN WElOHlNO O N JACK POINTS, ACTUAL MEASUREMENTS OURINO WEIOtIINO ARE NOT
NECESSARY, AFTER LEVELINO THE AIRCRAFT T l l E FOLLOWIN0 DIMENSIONS MAY 8 E ADDED
DIRECTLY T0 T H E WElOHlNO FORM (CHART 8):
K (HORIZONTAL DATUM TO
N (HORIZONTAL OATUM TO
q
q
= 92.0 INCtlES
252.0 INCtlES
4. WHEN WElOHlNO O N WIIEELS, MEASURE DIMENSIONS J AND L AFTER LEVELING AND DURING
WEIOHINO. USlNO TtlESE ACTUAL DIMENSIONS AND THE FORWARD JACK POINT (AIRCRAFT
STATION 92.0), DETERMINE THE DISTANCE FROM THE HORIZONTAL DATUM TO TIIE q OF THE
NOSE WHEEL, AND TO THE P OF THE M A l N WIIEELS.
FOR CHECKINO PURPOSES T IIESE DIMENSIONS ARE APPROMMAT ELY AS FOLLOWS:
IlORlZONTAL OAT U M TO TtlE
IlORlZONTAL OAT U M TO TI l E
OF Tl l E NOSE WIIEEL
OF THE M A l N WHEELS
'
= 60.0 INCtIES
257.0 INCIIES
NOTE: WHEN WEIOtlINO O N WHEELS. TllE M A l N AND NOSE OLEO'S SIIOULD B E RESERVICEO TO
PROPER FLUID LEVELS W l T l l HYDRAULIC FLUID IF THE OLEO'S HAVE BEEN USED TO LEVEL
THE AIRCRAFT. REFER TO INSTRUCTION PLATES FOR PROPER SERVlClNO PROCEDURES.
LEVELING DEVICE
I
FWD
(FWD
\~MBBOB
VIEW FJFJ
ROTATED 90 CLOCKWISE
AVIONICS COMPARTMENT
Standard 14Canfigmati011
~,PasmgerandEaggageCentroids
Figrw 2-5.
--
FLIGHT MANUAL
NOVEMBER 21,1978
Revised March 2,1989
FLIGHT MANUAL
NOVEMBER 21,1978
Revised March 2,1989
Part 2 Section 11
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Part 2 Section I1
Loading Inionnation
A~-RB??S~~&
FLIGHT MANUAL
NOVEMBER 2 1,1978
Revised March 2,1989
NOVEMBER 21,1978
Revised March 2,1989
Pan 2 Section I!
Loading information
FUGHT MANUAL
NOVEMBER 21.1978
Revised March 2,1989
SfltmmmdE
FUGHT MANUAL
NOVEMBER 21,1978
Revised March L 1989
Pan 2 Section 11
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Pan 2 Section I I
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&!&BBSW/&
FLIGHT MANUAL
NOVEMBER 21,1978
Revised March 2,1989
SA4047-76-1
~~~~~~~
FUGHT MANUAL
Pan 2 Section 11
ionding Information
Pan 2 Section I1
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SI/K@?HMI//&
FLIGHT MANUAL
NOVEMBER 21,1978
Revised March 2,1989
Pan 2 Section I1
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Pan 2 Section 11
Loading information
Aflm~?m7J&
FLIGHT MANUAL
NOVEMBER 2 1.1978
Revised March 2.1989
FUGHT MANUAL
NOVEMBER 21,1978
Revised March 2,1989
Pan 2 Section I1
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Pan 2 Section 11
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~FUGHT
~ ~MANUAT
~Bs~wIY//E.
NOVEMBER 21,1978
Revised March 2,1989
FLlGHf MANUAL
NOVEMBER 21,1978
Revised March 2,1989
Pan 2 Section 11
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Part 2 Section I1
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N G W MANUAL
NOVEMBER 21,1978
Revised March 2.1989
fLfGHT MANUAL
brpl No.
Reg. No.
LEFI M A I N
RIGKT M A I N
NOSE
TOTAL WEIGHT
w~
w~
Wm
1
I
MAIN ROTOR
.
I
2
0
= 9T
N
o
a
+ JACK
FORWARD
POINT
Y = l W
CENTROID
___I
I
AIRCRAm HORIZONTAL C.G.
Figure 2-8.
Chart B (Sheet 1 of 4)
JAC%
A n POINT +
Afm?sm/I&
R I M MANUAL
PartzSeCtionII
Loading &formation
BY
s8ut-d-
Date
I
L
S m b l No.
Reg. No.
REAOION
WHEEL OR JACK POINT
RIGHT MNN
NOSE
LEFT MAIN
--
TOTAL WElGUT
I--
Y~
w~
--
-----+
VERTICAL THRU
MAIN ROTOR CENTROID
+ FORWARD
JACK POINT
JACK POINT +
AIRCRAFT H O R U O N T U C.G.
WEIGHING ON J A C S
W x W N
1
WEIGHING ON WHEELS
S T+L
- -m
= C.G.
= CG.
mTu
BIILAWCE
WEIGH7 (m)
WRUONTAL D l S l
(ii)CG. TO
FWD DATUM
<Ib in.)
EYPW
GROSS
~co-=t=e)
(larscl~~~ia.-r= i
Figuce 2-8.
rn
Chart B (Sheet 2 of 4)
NOVEMBER 21.
1978
F U M MANUAL
TOTAL
CbartB (Sheet3cb4)
F-2-8.
NO-
21, 1978
Revised JUNE 6, 1980
mwlS ADDED
ITEMS SUBntACTa,
TQTAL
F i g m ? 2 8 , CbartB(Sheet4af4)
NOVEMBER 21, 1978
Revised JUNE 6, 1980
YODIL
#)I111 HO
CHART
E!klkNC#
C
I1111
CABIN
WEIGHT
(POUNDS)
C1
ARM = l35.5
Mwmr/loa
IOMEM/lOO
110
l2Q
l23
130
140
150
160
170
180
190
200
210
133
144
154
164
174
185
195
205
W
226
70
80
90
loo
t20
23u
246
250
256
260
267
290
3m
310
320
330
3a
350
360
370
380
390
BAGGAGV
CARGO
c2
'6
ARM = 1665
MOMENT/ loo
ARM = 235.0
LIOMN/lOO
236
240
270
280
PASSENGERS
B1
ARM = 1025
51
62
72
82
92
103
113
50
60
'
PILOT AND
CO-PILOT/
PASSENGER
277
287
a 7
3u8
318
328
338
349
400
410
420
430
440
450
F i i 2-10.
Chart E
Part2SectionZ
Loading Information
N M MANUAL
PLOT AND
PASSENGERS
FOUNDS)
c1
c3
ARM = l35.5
MOMENT/l00
ARM = 1 9 7 5
MOMENT/100
623
909
928
637
650
664
678
691
705
718
732
745
759
786
799
8U
827
840
854
867
881
894
908
92l
NOTE: L CAWON M U r r
'6
ARM = 235.0
MWEN-r/100
948
968
988
1007
lo27
1047
1067
1086
1106
ll26
1146
1165
1185
a205
=
l244
l2a
l2w
l.304
l323
1343
6166A6VCARGO
Figure 2-10.
2-32
Chart E
a@
- --
N M MANUAL
FUEL s Y m M
WEIGHT-LB
NOTES: 1.
2.
MOMENT/lOO
TOTAL
2 TANKS
'
TOTAL
WEIGHT-LB
MOMENT/loo
(')
3. fa")
4. THE TOTAL USA8t.E CAPAUTY OF 28l2 U.S 6BWOWS (140.6 GALLON5 PER TANK)
BASED ON ACTUAL TEST RESULTS.
IS
FUEL ARM t A 6 l E
1/4 F U U
i f 2 FULL
314 FULL
F U U (JP-4)
FULL (JP-1)
FULL (JP-5)
WEIGHT POUNDS
25.
WEIGHT POUNDS
18
36
45
8.4
16.8
21.0
7.7
15.4
l
9
3
1
2
mo OIL WLER~ANKS
MOMENT/lOO
MOMENT/100
19
39
49
I1
CAP-
us. QUARTS
= 5 2 US. QUARTS
ARM = 59.8
-- -
Iw ~ ~ ~ ~ r - m r m W ~ I ~ / i o o
- EngineMoment
O i l and Wrndshield Washer Flaid Weight and
Tables
NOVEMBER 21,
1978
ARM = 16825
MOMENT/lOO
13
27
134
201
269
336
17
34
50
67
84
101
118
135
l51
168
252
337
421
403
50s
470
537
604
671
589
673
40
54
67
81
94
107
l21
m
841
ARM = 1815
WElGHI
mums)
W I M U M m N A L CARGO WEIGHT
IWSTAUED.
DOESNOTCAUSE
mm.
Figpre 2-14.
chart E
Part 2 Section II
Loading Information
FUGHT MANUAL
UTUllY INTERIOR:
58
58
FORWARD (CLOSED)
AFT (OPEN)
99
lt2
VIP INTERlOR
FORWARD (UOSED)
AFT (OPEN)
NOTE:
1. THU TABLE U APPLICABLE ONLY WHEN THE SLIDING DOOR
OPTlON IS INSTAUEO
m (Cg)
PASSER :R MISSION
ITEM
WEIOHT
(POUNDS)
C A R 0 0 MISSION
MOMENT/lOO
(IN-POUNDS)
MOMENT/lOO
IIN.POUNb9)
EMPTY WEIOHT
PILOT
COPILOT
ENGINE OIL
WASHER f LUlD
1 7 0 18,)
fORWARO PASSENOERS (3
A f t PASSENOERS (2 @ 170%.)
BAOOAOE
FUEL UJABLE
FLOOR CAROO, FORWARD
f LOOR CAROO, A f T
5625
170
150
19
8075
11
1000
300
BOO
NOTE: I.
SAMPLE LOADINO CONDITIONS DEtERMlNL ACTUAL LOADINO TOR EACII FLIOHT U S I N 0
LATEST WElOHT AND MOMENT/100 DATA.
2. FROM C.O. CNART. FIOURE 2.1. THE AIRCRAFT WEIOHT AND MOMENT/lOOIS WIT11115 LIMITS
BALANCE.
AND THERE~OREIN
S 53559 ( R I )
LOADING INX)RMATION
NOTE
Use this section for helicopters carrying a load on the
utility hoist. Use Section 11 for helicopters without
a u m t y hoist or for helicopters with a utility hoist
installed but
no hoist load
The cruzent empty weight inelades all items marked (4 in the Empty
Weight Check List, Cbart A, herein. Items not included are marked
(0)
2.
b.
Part 2 Section IE
Hoist Loading Wormation
NCHT MANUAL
items located on the port side of the helicopter longifadinat centerline (left-kmd side facing forrpanl) the late- mornent/100 and
corresponding lateal center of gavity a r e positive (+). For items
located on the skboard side of the helicopter longitndinal centerline (right-hand side facing forward) tbe lateral moment/100 and
corresponding lateral center of gravity are newtive (-).
The "In Aircraft" colnmn in Chart A may be used for periodic checking of the *raft
inventory. It is recommended that the first
check be made prior to the first flight by a new ope-.
Any
FOR AlRCRAFI' WITH THE UTILITY BOIST OPTIOK mSTALLED AND OPERATED DUEUNG FLIGHT, CHECK THAT
TEE AZRCRAm WIU REMAZN WITBIN WEIGHT &D CG
W
S THROUGBOUT TEE FUGHT:
(a) Compute the infiight and &ding gross weight horizontal
moment/l00 and lateral moment/100 for landing, and each
hli&t use of the utilie hoist considering foe1 bum-off,
sliding door operatian, hoist operator mwemcrat, and any
useful load added or removed during the flight.
umity hoiin
~
E a,1978R
Revised MAY 14, 1985
(3oosrtrvri m o m t ~ t / l o o( r ~ . o o u n o s )
41. NEOATIVE
MOMENT/IOO (IN.POUNDS)
I
3-8
Q MAIN ROTOR S
200 7
H m
BAGGAGE
I
1628'
500
550
AIR-
NOTE
COMPIRTMerrS
A ElEGfRON1CS COMAPRTMEKT
B wCI(Prr
C CABIN
YUN LG WHEEL
Q AT B L 49.4
W N LG W H E n
ON -6E
DIMEN9W S
FOR WElWlN6
AmcRFrONJlSQCS
DIMENSONS FOR
WEIGHJNG H E L I W m
ONwHEElS
BL
(
)
,
L.4
I
3Lb.4
(+I
WElGHlWG PROCEDURE
1. THE AIRCRAFT MUST BE LEVU HORQONTAUY AND U l E R A L l Y WHEN WEiGHED. !T IS RECOMMENDED THAT THE AIRCRAFT BE WEIGHW ON JACK POINTS TO PROVIDE EASE I N W N G .
2 SUSPEND A PLUMB B b B ABOVE THE LML PLATE (LOCATED ON THE
HAND PASSENGER
DURING WEIGHING
DOOR FRAlltE AT STATION 176) FOR LEVEUNG THE AIR=
3. WHEN WEIGHING ON JACK POINTS. ACTUAL MEASUREMENTS DURING WEIGHING ARE NOT
NECESSARY. *mR W N G THE AIRCRAFT THE FOUOWNG DIMENSIONS U Y BE
ADDED DIRECTLY TO THE WEIGHING FORM (CHART B):
K (HORIZONTAL DATUM T0
9 2 0 INCHES
= 252OINCHEs
IWRQONTAL
DATUM TO THE
-ALDATUMTOTHE
LATtRALDAfUYl707HE
q OFTHEYAtNrnmLS
= 2W.O
OFTHENOSEWHEU
OlNCHES
OFTHELEFT W N W E E L
49.4 INCHES
49.4 INCHES
L A T E R A L D A W T O T H E q WllfEM6HT W N W H E E L
60.OIUCHES
INCHES
Part 2 Section m
SA 4047-76-1
FLIGHT MANUAL
LATERAL CENTER OF GRAWrY MEASUREMENT
LATERAL DATUM
BL 0
BL
-25RHS (STBD)
RH MAIN G l B D )
WHEEL
LH
WHEEL
PORT)
Procedure (Sheet 3 of 3)
CREW.
AVIONICS CDMPARTMEHT
CREWPASSENGER
CErnID
-GAGE
NET)
COCKPIT
B1
Bl
1m
170
11-
5
%
%
17D
YO
17D
.17D
170
170
YlEM
+Y,O
%?
-18.0
=2
u5.5
u5.5
+27&
US5
-9.0
c,
%
c,
%
l.355
-274
BASGA6E
1665
1665
+27&
USIN
cl
Cl
*&
*.0
c6
c6
(POUNDS)
CPSfROID CPITRDID'
l70
170
1665
1665
-2?A
ms
+W&
170
170
*QO
l975
l975
IS75
-27.0
300
300
2350
&O
+l83
-I83
m,
-9.0
-9.0
s5Tmm
'
1
3-13
CARGO C O M P M E N T CENTROtDS
AVIONICS COMPARTMENT
=
m
C
U
)
WOPOUND SIRUCTURU
w m o
.puxuIUUALLOIABLfFLOOR
UMMWGm~mIs75
KHmwPERsQuAREFoar
YUIMUY ULOIVA8LEfLmR
LOADlNC FOR Bh6me
COYPARlMPnRbORLS7s
~FERSQUAREFOOTmR
3-<b)
1
3-14
- Cargo Centroids
FLIGHT MANUAL
NO-
21, 1978
WGHT MANUAL
r
i
g
c
u
e 3-9. c%artA (Continued)
NOVEMBER 21, 1978
Revised JUNE 6, 1980
R l M MANUAL
mGHf MANUAL
Figure 3-9.
Chart A ( C a u e d )
FLIGHT MANUAL
i 3-9. C b r t A (Co-d)
NOVEMBER 21, 1978
Revised JTME 6, 1980
F U M MANUAL
FUGHT MANUAL
Chart A (Cantbed)
NOVEbdBER 21, 1978
Revtsed JUNE 6, 1980
Figare 3-9.
FUGWf MANUAL
S H E E T OF-
PREPARED BY
DATE
REG. NO.
LEFf MAIN
RIGHT MAIN
NOSE
(
:!
TOTAL WEIGHT
SERIAL NO.
WR
WN
I
1
I
+ FORWARD
JAcKpO'M
AlRCRACT HORIZONTAL C G
WEIGHING ON MQtS
WEIGHING ON WHEELS
A n
JACK POINT
UTERAL
DATUM
VERTICAL THRU MAIN
ROTOR CENTROID
RHS
(STARBOARD)
JACK POINT
l.Hs 0
JACK POINT
.c
RH 'MAIN
W MAIN
WHEEL
WHEEL
AlRCRAn U m L CG.
NOTE NEG4lWE CG= W G H l SIDE (STARBOARD)
NLlD JACK
S H E n O F -
S E R W NO
REG. NO
LEFT MAIN
RIGHT MAIN
NOSE
TOTAL WEIGHT
1
1
WL
WR
WN
W
I
I
LllTERIL
DATUM
RHS
(STARBOARD)
JACKPOINT
9--+25'
T-
-4
t,
RH MAIN
WHEEL
LHS (PORT)
JACKPOINT
-----------I
LH MAIN
WHEEL
E
l
FWD JACK
WlNT
AIRCRAFT LATERAl C G
NOTE NEGATIVE C 6 = RIGHT SIDE (STARBOARD)
WEIGHING ON J A W W
L x 25)
(W
x-25) =C G
su8mA~
TOTAL
WEIGHT
HORIZOHTU DISTANCE
QN)CGfO
(LB)
FWD DATUM
ldoMENT
<tB IN)
U-DATUH
ON) C G TO
- -
*won
<LB IN)
WEIGHT
GROSS
ChartB (Sheet 4 of 6)
NOVEB43ER 21, 1378
Revised JUNE 6, 1980
Figure 3-10.
3-35
NOVEMBER 21,
JUNE 6,
-vised
3978
1980
Section ID
4 f l ~ ~ ~ ~ ~ dPartg2Information
&
FUGHT MANUAL
-KEMS ADDED
KEM
WEIGHT
ARM
TOTAL
KEMS SUBTRACTED
TOTAL
I
Figure 3-10. Chart B (Sheet 6 of 6)
NOVEMBER 2 1, 1978
Rsvised JUNE 6, 1980
MOMENT
Part 2 Section EI
Hoist Loadin.- Information
&H@%!!KW~&
NGHT MANUAL
DESCRIPTION OF lRTlCLE
OR MODIFICATION
LW C E
Part 2 Section I
II
&8ff%!g%?
Hoist
%
Loading
E Information
FUGHT MANUAL
OESCRWTION OF ARIICLE
OR MODIFICA?lON
NOTE:
COCKPIT- B.
CABIN
PASSENGERS
WEIGH1
POUND!
PILOT AND
COPILOT/
PASSENGER
HORIZONTAL
ARM-1025
MOMENT/10(
PILOT
LATERAL
ARM= -18.0
MOMENTA0
COPILOT/
PASSENGER
LATERAL
ARM= +17.0
MOMENT/lOC
HORIZONTAL
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250.
260
270
280
290
300.
NOTES:
1. CAUTION MUST BE TAKEN TO BE SURE THAT PASSENGER AND/OR BAGGAGWCARGO
COMPARTMENT LOADING DOES NOT CAUSE AIRCRAFr MAXIMUM GROSS WEIGHT AND/OR C G
uMrrs TO
BF FXCFFDFD
- --2 BAGGAGWCARGO CENTROID MUST BE LOCATED AT COMPARTMENT CENTROID.
3. MAXIMUM ALLOWABLE FLOOR LOADING FOR BAGGAGE COMPARTMENT IS 75 WUNDSPERSQUARE
FOOT FOR WEIGHTS UP TO 600 POUND (300 POUND/SIDE) MAXIMUM COMPARTMENT WEIGHT.
4. LATERAL PASSENGER C G DATA IS TO BE CONSIDERED FOR EACH SEAT ROW (C1. Cz C3)
5. LATERAL C.G. DATA L E IS ~m s r n V E (+I RIGHT IS NEGATIVE (-1.
*MAXIMUM CAPACITY OF COMPARTMENT C6 (PER SIDE)
--------
Figure 3-12.
NOVEMBER 2 1, 1978
Revised OCTOBER 14, 1980
BAGGAGWCARGO C6
LATERAL
LATERAL
ARM = -9.0
MOMENT/lO(
ARM=, +I83
MOMENT/10(
LATERAL
ARM= -183
MOMENT/10(
RIGHT MANUAL
-* I
TOTAL
10Gm
M0MENl/100
2
8
UW N S
fANI(S)
TOTAL
YPEIGHT LB
No1. f) THE SINGLIE ASTERlSK INDICATES THE APPROXIMATE WEIGHT AND YOMENT/lOO
FOR f U U FUEL TANKS USING J P 4 FUEL AT 6 5 POUNDS PER GALLON UNDER STANDARD
COUDmONS MWn.
2 pg)THE DdUijLKINDICATES THE APPROXIMATE WEIGHT AND M O Y f M / 1 0 0
FOR F U U NUTANKS USING JP-1 FUEL AT 6.75 POUNDS PER GULON UNDER STANDARD
~ D r n O U l6nm.
S
3-F%%E
~ E R E INDlCATES
K
THE APFROXIYATE WDGHT AND MOMEHf/100
FOR F U U F U R TANKS USING JP-5 FUEL AT 6.8 POUNDS PER GAUDN UNDER STANDARD
CoUDrnONs (6ov)4. THE TOTAL USABLE CAPACTTY OF 2BLZ US. GAIlI)NS (140.6 GALLONS PER TANK) IS
BASED ON ACTUAL TEST RESULTS.
5. THE USABLE ML TA3I.E (GRAVllY N E U W G ) AND THE NU ARLll TABLE ARE FOR
EQUAL WElGHTS OF FUEL I N EACH TANK
6. THE STANDARD 3.76 HELICOPTER S
! EQUIPPED W l l H A UPAQTOR TYPE FUEL Q U m
GAGE WHlCH tS CALI%RATED IN PWNDS. AIRfRlVT FUEL VARIES IN WEI6KT PER C*LLDN
DEPENDENT UPON THE SPEUFYC GRAVrrY AND EMPERANRE OF THE FUELTHEREFORE
THE NOTATION TUU' DOES NOT APPEAR ON THE INSTRUMENT DUL THE PILOT
SHOULD ANTIUPATE VARlATIORS W THE INSTRUMENT REAMNGS WHEN TANKS ARE
f
u
u
7. THE FUEL
TABLE IS INCUtDm FOR REfEENtL
rrurrukk
mARwIrrstr
- -
II
LEFT TANK
I
3-42
Fig~r3
e-l3. Chart E
(Gra*
RIGHT TANK
- Usable
Weight
Moment Table
FPeling) (Sheet 2 of 3)
?bd
NOVEMBER21, 1978
F & v h d JUNE 6, 1980
and
FUGW MANUAL
NOTES:
1. (.) THE SINGLE UfERlSK INDlCATn W E APPROXIWE WE16HT
POUNDS
AND MOMENT/ 100 FOR FULL FUEL TANKS USlNG JP4N AT
PER GALLON UNDER STANDARD CONDmONS (WAND
2 pm)
THE DOUBLE ASrauSK INDICATES 'IHE APPROXIMA=
MOMEN7/100 FOR FULL FUEL TANKS USING JP-1NU AT 6-75 POUNDS PER
GALLON UNDER STANDARD CONDmOHS (600F).
3. POm)
ME TRIPLE AmRfSK INOtCAfES W E APPROXIMATE WEIGHT AND
MOMENT/ 100 FOR FULL FUEL TANKS USING JP-5 FUEL AT 6.8 POUNDS PER
GALLON UNDER STANDARD CONDm0N.S (WF).
4. THE TOT& USllBLE CAPACTPI OF 283.2 U S W O N S 040.6 GALLONS
PER TANK) IS BASED ON ACTUAL TEST RESULff.
5. THE STANDARD 3.76 HUlCOPTrR IS EQUiPPED m H A CAPAQTOR-rn
FUEL QUANTITY GAGE WHICH IS CALIBRATED IN POUNDS. AlRCRAfl NU
VARIES I N WE1GW PER G W O N DEPENDENt UPON THE SP&lFIC GRAVITY
AND TEMPERATURE OF THE FUEL THEREFORE. THE NOTAflON WU'
DOES NOT APPEAR ON THE INSfRUMENT D l A L THE PILOT SHOULD AKnClPA
VARIATIONS tN THE INSTRUMENT READINGS W E N TANG ARE NU
6. THE FUEL ARM TABLE LS INCLUDED FOR REFERENCE.
7. LATERAL C 6 DATA EFf If PMmVE (+),RIGHT IS NEGATIVE (-).
PER TANK
QUANmv
)(OWZOMAL
PER TANK
WElGKT
ARM
LB
MOMENl/lOD
EFf LATUW
ARM
MWMflOO
1
Lf4FUU
1/2 F U U
314 F U U
NOVEMBER 21,
1978
AFlUmM MANUAL
~~mdE
TOTAL CAP-=
WL-L-7808 OIL
GALLONS
(mu-)
Figure 3-14.
HOWZONTAL
LATERAL
ARM= 2310
MOMPCT/lW
ARM= +10.0
MOMPJT/lOo
Chart E
LATERAL
ARM= +17B
YOldEMAOo
/ Fif3n-e 3-15.
3-44
Chart E W-eld
Washer Fluid Weightand Moment Table
NOVEMBER 2 1, 1978
Revised JANUARY 17, 1983
WGHT MANUAL
WEIGHT
(POUNDS)
NOVEMBER21, 1978
ReFlised JUNE 6, 1980
Part 2 Section IU
S~~RB&&
Eioist Loading Ipfosmaticm
FLJGHT MANUAl
-
UTUfTY
5-IC9,
Figure 3-18- Chart E Utility Eoht Load Weight and Moment Table
VIP INTERIOR
s-m)
HORZONTAL
ARM= 166.0
MOYIENTf loo
.-
+17
+33
4 0
66
50
+83
60
70
80
llo
+lo0
+I16
+l33
+I49
+I66
+l83
I20
+lS9
90
100
230
+216
+232
140
Eo
+249
+266
160
170
180
+a2
rn
200
a0
240
-8
-11
-E
el9
-23
-27
-30
39
-38
41
46
49
43
-57
-61
-65
43
+3l5
+332
-72
-76
+365
23Q
+299
+a
Po
UTERAL
ARM= 3g0
MOMENTflOO
80
+382
-84
47
+398
-91
4s
-95
1 TMS TABLE
s 9810 cs)
FLIGHT MANUAL
ITEM
EMPTY WEIGHT
WEIGHT
POUNDS
UITEPa
ARM-
6370
170
170
20
11
60
1828
170
210.4
1025
1025
231.0
528
235.0
235
216.7
197s
13402
174
174
46
6
118
141
3962
336
-05
-18.0
17.0
0
17.0
18.3
-18.3
0
+9a
8849
2075
18359
-02
50
HORIZONTAL
-32
COMMENTS
-11
0
+15
FROM CHART C
FROM FIGURE 3-12
FROM FIGURE 3-12
LH AND RH VALUES COMBINED FROM flGURE 2A-14
FROM FIGURE 3-15
+
FROM FIGURE 3-I2
FROM FlGURE 3-12
LH AND RH VALUES COMBINED FROM flGURE 3 A - U
CABIN SEAT LOCATION - FROM flGURE 3A-32
-19
-31
+29
0
+2
+9
FROM ABOVE
FROM FIGURE 3-20
FROM FIGURE 3-19
FROM FIGURE 3-19
DIFFERENCES BETWEEN TAKEOFF AND MISSION POINT FUELS - FROM FIGURE 3A-13
FROM ABOVE
CHECK WEIGHT AND C G 'S ARE WITHIN UMITS
FROM FIGURE 3-18
CHECK WEIGHT AND C 6 'S ARE WITHIN LIMITS
FROM ABOVE
LOCATE LOAD I N CABIN FROM FIGURE 3-16
CHECK WEIGHT AND C 6 '5 ARE WITHIN UMITS
FROM FIGURE 3-18
CHUX WUGN AND c G 'S ARE WITHIN U M ~
FROM ABOVE
LOCATE LOAD IN CI\BIN FROM FIGURE 816
CHECK WEIGHT AND C G T AR WITHIN LIMITS
.
FROM FIGURE
- - - -3-18
--
I
I
FROM ABOYE
ARE W r r n l N LIMITS
c m a WEIGHTANDCG~
w m i
t U
~
M ~
DIFFERENCE BEWEEN MlSSlON POINT FUELS FIGURE 3-13
CHECK WEIGHT AND C G 'S ARE WlTHIN LIMITS
FROM ABOVE
FROM ABOVE
CHECK WEI6HT AND C G 5 ARE W l l H I N UMITS
FROM ABOVE
CHECK WEIGHT AND C G 5 ARE llVlTHlN UMrrS
FROM ABOVE
FROM ABOVE
CHECK wii~WrAN~CsAREWITHIN U
FROM
AR -W-F- .. .
--
FROM ABOVE
FROM ABOVE
%OM ABOVE
X O M ABOVE
?EMOW ALL REMAINING FUEL FROM flGURE 3-13
W D RESERVVLANDING FUEL FROM FIGURE 3-13
AL
--
7660
203.5
NOVEMBER 2 1, 1918
Revised OCTOBER 14, 1980
15585
+O-3
+i !O
NOTES
1. SAMPLE LOADING CONDITION.DETERMINE ACTUAL LOADING FOR
EACH FLIGHT USING UIrrST WEIGHT AND MOMENT/100 DATA.
2 FROM C.G. CHARTS FIGURE 3-1AND 3-37HEAIRCRAFT
WEIGHT HORLZONTAL MOMENT/lM) AND LATERAL MOMENT/lW)
ARE WITHIN UMlTS AND THEREFORE I N BALANCE
3 EFFECT ON GROSS WElGM OF FUEL BURN O f f MUST BE CONSIDERED WHEN
DETERMINING THE MAXIMUM HOIST LOAD M A T CAN BE APPLIED
WHEN LOADING OR UNLOADING USING THE LmLrrY HOIST.
4. CARE SHOULD BE TAKEN TO ENSURE THAT THE CORRECT
SIGN CONVENTION IS USED. SUBTRACTlON OF A MINUS
MWEHT WILL CHANGE THE MOMEHT SIGN f~ msmE
MAXIMUM ALLOWABLE HOIST LOAD FOR THIS GROSS W U G M
CONDITION IS 490 POUNDS. SEE EXAMPLE ON FlGURE 34.
A FLIGHT
H ~MANUAL
BEM~~E
Part 2, Section IV
Noise Abatement
3.
4.
Approach Procedure
1. Plan routes and approach paths to keep noise sensitive areas to the left
side of the helicopter.
2. Maintain airspeed at 80 KlAS or greater as long as possible. Avoid low
speed low rate-of-descent (creeping) approaches.
4.
5.
Take-Off Procedure
1. If possible, plan takeoff path away from noise sensitive areas.
2.
NOVEMBER 21,1978
Revised November 4,2002
Part 2, Section IV
Noise Abatement
4.
hiRflE~~mflA
FLIGHT MANUAL
Avoid right hand crosswinds as additional tail rotor torque can significantly
increase climb noise levels. In general, avoiding right hand crosswinds
takes precedence over keeping noise sensitive areas to the right side of the
helicopter.
5. Climb to cruise altitude at takeoff power and at an airspeed lower than best
rate of climb (approximately 65 to 70 KIAS) to achieve a higher climb angle.
Enroute Procedure
Maintain a minimum altitude of 2000 feet when transiting noise sensitive
areas.
When 2000 feet cannot be maintained, reduce airspeed to not exceed 120
KIAS.
Plan routes to keep noise sensitive areas to the right side of the helicopter.
If noise complaints arise, altitude should be increased.
NOVEMBER 21,1978
Revised November 4,2002
FUGtfT MANUAL
~erf&e
Data
SUPPLEMENTAL PERFORMANCE
DATA
This section provides p e r f o m e data necessary to compote fuel requiremeats for IT% and VFR fligM in compliaace with FAR Part 91 mles.
n e s e data are m e d on daal engine apeMan with Detroit Diesel Allison
250430 and 250430s gas W i n e engins
Part 2 Section V
Srmb1eme
--=- --
FLIGHT MANUAL
Performance Data
TITLE
PAGE
....
&We...-...........-....-.....-..
5-3
5-4
5-5
5- 6
5- 7
5-8
5-9
5- 1 0
5-11
5- 12
........
5- 13
5-14
............................
5- 15
............................
5-16
............................
5- 17
............................
5- 18
........................
......
..........
NOVEMBER 2 1 1978
5- 19
5-20
5-21
5-22
Part 2 Section V
Supplemental
FLIGHT MANUAL
Performance Data
-...-.
U
"
=P= 5-1
NOVEMBER 21, 1978
Revised MARCH 30, 1983
Part 2 Section V
Supplemental
Performance Data
Figrae 5-3
NO21, 1978
Revised MARCH 30, 1983
Figare 5-4
NOVEMBER 21, 1978
Revised MARCH 30, 1983
FUGHT MANUAL
576
C U M B 2 ENGINE
NORMAL CRUISE POWER
lOO%NR
BEST RATE OF C U M B S P W
LANDING GEAR UP VflllYY HOIST O f f
TlME AND FUEL CONSUMED
Figrrre 5-5
~erfoGnce
Part 2 Section V
Sapplemental
~&formanceData
NGHT MANUAL
Figrae 5-6
Part 2 Section V
FUGHT MANUAL
Figcae 5-7
NOVEMBER 21, 1978
Revised MARCB 30, 1983
Srxpplemental
Performace Data
Part 2 Section V
Supplemental
Performance Dat2
FLIGHT MANUAL
Figure 5-8
NOVEMBER 21, 1978
Revised MARCH 30, 1983
FUGHT MANUAL
Figure 5-9
NOVEMBER 21, 1978
Revised MARCEI 30, 1983
Part 2 Section v
Supplemental
Performance Data
Part 2 Section V
Snpplemental
Perfcnnxmce Data
FLIGHT MANUAL
NGHT MANUAL
rigare 5-11
Part2SectionV
Supplemental
Performance Data
Part 2 Section V
srrpp1emental
Performaace Data
NOVEMBER 21,
1978
MARCB 30, 1983
Part 2 Section v
NGHT MANUAL
srsrp1emental
P e r f m e Data
Part 2 section
Sapplemental
Performance Data
NGHT MANUAL
Part 2 Section V
Snpplemental
Performance Data
FUGHf MANUAL
Part 2 Seetion V
FUGHT MANUAL
Figure 5-17
NOVEMBER 21, 1978
Revised MARCH 30, 1983
Supplemental
Performance Data
XWIND
HUDWIND AND
INFLUENCE ON
PUtL AND CRUlSlNO TIME REQUIREMENTS
CHART USE:
TI,.
ALTITUDE AND TEMPERATURE FROM
A/C
PERIORMANCE CRU13E CHART.
(2) ENTER TOP L E I 1 CURVE AT LB. IUEL/NAUT. M k E A N D
PROCEED VERTICALLY TO OESIRED R m a E TO DETER.
MINE f UEL REO.
n ENTER TOP R I ~ M TCURVE AT DESIRED RANQEAND
PRDCEED VERllCAlLY TO TRUE AIRSPEED LINE TO DETER*
MINE CRUISINa TIME.
(4) ENTER BDTTOM L E ~ T C U R AT
V ~TRUESPEED AND
PROCEED VERTICALLY TO APPROPRIATE HEADWIND/
TAILWIND LINE TO OBTAIN MULTIPLIER VALUE TO
B E APPLIED TO FUEL C TIME.
S-76
OPTMUM CRUISE PERFORMANCE
ZERO WIND SPEED
GEAR UP
U T l L n r not= OFF
Egme 5- 19
NOVEMBER 21, 1978
Revised MARCH 30, 1983
Part 2 Section V
s.applemental
Performance Data
AN~RHKW~E
FUGHT MANUAL
Example Problem
Determine the *.band time required to fly 330 naatical miles at nonormal
cruise power into a 10 hot headwind on a staadard day. Takeoff site is at
sea level altitude; selected cruise conditions are 3,000 feet altitude and 100%
Nr. The takeoff gross weight is 10,000 lbs with full fuel (1,900 lbs).
Initial takeoff gross weight
Warrmq and takeoff fuel (5 minrrtes) Figure (5)
Gross weight after warmup (1-2)
Fnel flow for 5-foot hover at (3) - Figure (1)
'
Fuel for 2-minute hover (4) X (2mid6Omin)
Gross weight at start of cfimb (3) (5)
'i. Fuel for Climb Figure (5)
8.
Time for Climb FigPre (5)
* 9. Gross weight start of craise (6) (7)
Trae airspeed for normal cnxise power at (9) Fig. (7)
10.
Pounds hel/naatical mile at 146 knots, 3,000 ft ,
11.
100% Ng and weight of (9) Figare (7)
l2. Ehel required for 330 meal miles at (11) zero
wind (Flgare 18)
13. Crrrise time zero wind at (10) Figure (18)
14.
Fnel and craising-time increase increment at 146 knots
and ICNimt headFigrw (18)
Fuel required for 330 naatical mile range with 1 0 - b t
15.
headwind (12) X (14)
16C m i s i q time with a 10-hot headwind (13) X (14)
Total fael required (2)+6)+(7)+(15)
17.
18.
3bel reserve (1900 Us) (17)
19.
Reserve time ai clrdsing speed of 146 knots with
reserve fael quantity of (18)
(18)/(11) X (60min per hr)
1.
2.
3.
4.
5.
6.
--
10,000 Ibs
25 Ibs
9,975 lbs
627 Ibs/br
21 lbs
9,954 lbs
25 lbs
2.5 min
9,929 lbs
146 lrts
20.
1,405 lbs
2.26 hrs
1,503 l b ~
2.42 b r ~
1,574 lbs
326 Ibs
21.
*
Gross weight dming m
consomption
NOTE
e not adjusted for fuel
NOVEMBER 21 1918
Revised J1L4RCB 30, 1983